Male Occupant Research Articles

Accident analysis to support the development of strategies for the prevention of brain injuries in car crashes

This study estimated the frequency and risk of Moderate-to-Maximal traumatic brain injuries sustained by occupants in motor vehicle crashes in the US. National Automotive Sampling System - Crashworthiness Data System crashes that occurred in years 2001–2015 with light vehicles produced 2001 or later were incorporated in the study. Crash type, crash severity, car model year, belt usage and occupant age and sex were controlled for in the analysis. The results showed that Moderate concussions account for 79% of all MAISbrain2+ injuries. Belted occupants were at lower risks than unbelted occupants for most brain injury categories, including concussions. After controlling for the effects of age and crash severity, belted female occupants involved in frontal crashes were estimated to be 1.5 times more likely to sustain a concussion than male occupants in similar conditions. Belted elderly occupants were found to be at 10.5 and 8 times higher risks for sub-dural haemorrhages than non-elderly belted occupants in frontal and side crashes, respectively. Adopted occupant protection strategies appear to be insufficient to achieve significant decreases in risk of both life-threatening brain injuries and concussions for all car occupants. Further effort to develop occupant and injury specific strategies for the prevention of brain injuries are needed. This study suggests that these strategies may consider prioritization of life-threatening brain vasculature injuries, particularly in elderly occupants, and concussion injuries, particularly in female occupants.

The Leg Wound of King Philip II of Macedonia.

ObjectiveKing Philip II, the father of Alexander the Great, suffered a penetrating wound to the leg from a spear that left him severely handicapped. His skeletal remains represent the first and only case of an injury from ancient Greece that can be directly compared to its historical record. The objective of the study was to confirm the identity of the male occupant of Royal Tomb I in Vergina, Greece as Philip II of Macedonia by providing new evidence based on anatomical dissection and correlation with the historical description of the wounds.MethodsRadiographs and photographs of the leg in Royal Tomb I in Vergina were examined. Anatomical dissection of a cadaver with a reconstructed wound similar to Philip’s was also completed to identify associated soft-tissue injuries.ResultsThe left leg was penetrated by an object at the knee which resulted in joint diastasis, external rotation of the tibia, knee ankylosis, and formation of a granuloma around the related object. This caused massive trauma to the joint but spared the popliteal artery. This resulted in ligamentous injury as well as injury to the peroneal nerve and probably the tibial nerve, resulting in a complete palsy of those nerves.ConclusionThis evidence exactly matches the historical sources and shows conclusively that the leg and Tomb I belong to Philip II. The anatomic and archaeologic evidence also serve as independent verification of some of the historical record of that period, better enabling scholars to judge the reliability of various texts. Furthermore, it gives invaluable information about surgical practices in ancient Greece according to Hippocratic methods and their outcomes. Finally, this sheds new light on the occupants of Royal Tomb II including the fact that the armor recovered there may have belonged to Alexander the Great.

A Finite Element Model of a Midsize Male for Simulating Pedestrian Accidents.

Pedestrians represent one of the most vulnerable road users and comprise nearly 22% the road crash-related fatalities in the world. Therefore, protection of pedestrians in car-to-pedestrian collisions (CPC) has recently generated increased attention with regulations involving three subsystem tests. The development of a finite element (FE) pedestrian model could provide a complementary component that characterizes the whole-body response of vehicle-pedestrian interactions and assesses the pedestrian injuries. The main goal of this study was to develop and to validate a simplified full body FE model corresponding to a 50th male pedestrian in standing posture (M50-PS). The FE model mesh and defined material properties are based on a 50th percentile male occupant model. The lower limb-pelvis and lumbar spine regions of the human model were validated against the postmortem human surrogate (PMHS) test data recorded in four-point lateral knee bending tests, pelvic\abdomen\shoulder\thoracic impact tests, and lumbar spine bending tests. Then, a pedestrian-to-vehicle impact simulation was performed using the whole pedestrian model, and the results were compared to corresponding PMHS tests. Overall, the simulation results showed that lower leg response is mostly within the boundaries of PMHS corridors. In addition, the model shows the capability to predict the most common lower extremity injuries observed in pedestrian accidents. Generally, the validated pedestrian model may be used by safety researchers in the design of front ends of new vehicles in order to increase pedestrian protection.

Average male and female virtual dummy model (BioRID and EvaRID) simulations with two seat concepts in the Euro NCAP low severity rear impact test configuration

Soft tissue neck injuries, also referred to as whiplash injuries, which can lead to long term suffering accounts for more than 60% of the cost of all injuries leading to permanent medical impairment for the insurance companies, with respect to injuries sustained in vehicle crashes. These injuries are sustained in all impact directions, however they are most common in rear impacts. Injury statistics have since the mid-1960s consistently shown that females are subject to a higher risk of sustaining this type of injury than males, on average twice the risk of injury. Furthermore, some recently developed anti-whiplash systems have revealed they provide less protection for females than males. The protection of both males and females should be addresses equally when designing and evaluating vehicle safety systems to ensure maximum safety for everyone. This is currently not the case. The norm for crash test dummies representing humans in crash test laboratories is an average male. The female part of the population is not represented in tests performed by consumer information organisations such as NCAP or in regulatory tests due to the absence of a physical dummy representing an average female.Recently, the world first virtual model of an average female crash test dummy was developed. In this study, simulations were run with both this model and an average male dummy model, seated in a simplified model of a vehicle seat. The results of the simulations were compared to earlier published results from simulations run in the same test set-up with a vehicle concepts seat. The three crash pulse severities of the Euro NCAP low severity rear impact test were applied. The motion of the neck, head and upper torso were analysed in addition to the accelerations and the Neck Injury Criterion (NIC). Furthermore, the response of the virtual models was compared to the response of volunteers as well as the average male model, to that of the response of a physical dummy model. Simulations with the virtual male and female dummy models revealed differences in dynamic response related to the crash severity, as well as between the two dummies in the two different seat models. For the comparison of the response of the virtual models to the response of the volunteers and the physical dummy model, the peak angular motion of the first thoracic vertebra as found in the volunteer tests and mimicked by the physical dummy were not of the same magnitude in the virtual models.The results of the study highlight the need for an extended test matrix that includes an average female dummy model to evaluate the level of occupant protection different seats provide in vehicle crashes. This would provide developers with an additional tool to ensure that both male and female occupants receive satisfactory protection and promote seat concepts that provide the best possible protection for the whole adult population. This study shows that using the mathematical models available today can provide insights suitable for future testing.

The effect of precrash velocity reduction on occupant response using a human body finite element model

ABSTRACTObjective: The objective of this study is to use a validated finite element model of the human body and a certified model of an anthropomorphic test dummy (ATD) to evaluate the effect of simulated precrash braking on driver kinematics, restraint loads, body loads, and computed injury criteria in 4 commonly injured body regions.Methods: The Global Human Body Models Consortium (GHBMC) 50th percentile male occupant (M50-O) and the Humanetics Hybrid III 50th percentile models were gravity settled in the driver position of a generic interior equipped with an advanced 3-point belt and driver airbag. Fifteen simulations per model (30 total) were conducted, including 4 scenarios at 3 severity levels: median, severe, and the U.S. New Car Assessment Program (U.S.-NCAP) and 3 extra per model with high-intensity braking. The 4 scenarios were no precollision system (no PCS), forward collision warning (FCW), FCW with prebraking assist (FCW+PBA), and FCW and PBA with autonomous precrash braking (FCW + PBA + PB). The baseline ΔV was 17, 34, and 56.4 kph for median, severe, and U.S.-NCAP scenarios, respectively, and were based on crash reconstructions from NASS/CDS. Pulses were then developed based on the assumed precrash systems equipped. Restraint properties and the generic pulse used were based on literature.Results: In median crash severity cases, little to no risk (<10% risk for Abbreviated injury Scale [AIS] 3+) was found for all injury measures for both models. In the severe set of cases, little to no risk for AIS 3+ injury was also found for all injury measures. In NCAP cases, highest risk was typically found with No PCS and lowest with FCW + PBA + PB. In the higher intensity braking cases (1.0–1.4 g), head injury criterion (HIC), brain injury criterion (BrIC), and chest deflection injury measures increased with increased braking intensity. All other measures for these cases tended to decrease. The ATD also predicted and trended similar to the human body models predictions for both the median, severe, and NCAP cases. Forward excursion for both models decreased across median, severe, and NCAP cases and diverged from each other in cases above 1.0 g of braking intensity.Conclusions: The addition of precrash systems simulated through reduced precrash speeds caused reductions in some injury criteria, whereas others (chest deflection, HIC, and BrIC) increased due to a modified occupant position. The human model and ATD models trended similarly in nearly all cases with greater risk indicated in the human model. These results suggest the need for integrated safety systems that have restraints that optimize the occupant's position during precrash braking and prior to impact.

Filosofi Penataan Ruang Spasial Vertikal Pada Rumah Tradisional Saoraja Lapinceng Kabupaten Barru

Bugis vertically traditional house is generally divided into three parts: head, body and leg home. The third part has a function and a different philosophy but as one that in synergy. In the field of architectural, philosophy plays a decisive role in the spatial distribution of building space. Mainly in traditional buildings such as Saoraja Lapinceng in Barru which has a variety of philosophical and meaningful messages resulting from the interpretation of the community against natural phenomena and customs that developed in the area. But in the days of modernization, most people do not know the philosophy applied to Saoraja Lapinceng. Therefore, this descriptive study will identify various philosophies contained in each division of the spatial space vertically on Saoraja Lapinceng. Through analysis techniques diachronic reading is a search method traces the history and ideology prevailing in Barru, it is known that the Bugis Barru divide the space vertically into three parts, namely rakkeang or the top of the house serves as a place to stay occupant of women symbolizing the group elevated, ale bola or the middle part serves as a male occupant symbolize authority and in controler, and awa bola or bottom serves as a storage area residents working equipment symbolizes foot and driving. Keywords: Bugis, philosophy of space, vertical spatial space, traditional home

System Level Crash Sled Simulations forEvaluating Helicopter Adaptive Seat Damper

This research study focuses on the finite-element based nonlinear dynamic model development and analysis for virtual evaluation of adaptive seat dampers for enhanced occupant protection during vertical crash landings of a helicopter. The current state-of-the-art helicopter crew seat has passive safety mechanisms that are highly limited in their capability to optimally adapt to each type of crash scenario due to variations in both occupant weight and crash severity level. While passive crash energy absorbers work well for a single design condition (50th percentile male occupant and fixed crash severity level), they do not offer adequate protection across a broad spectrum of crash conditions by minimizing the load transmitted to the occupant. This study reports the development of a finite-element based seat-occupant system level model using LS-DYNA3D for rotorcraft crash injury simulation. This finite element simulation model of a seated occupant with five-point belt and stroking seat is used to study occupant kinematics and spinal injury assessments to support crash sled evaluations of seat energy absorbers. The injury criteria and tolerance levels for the biomechanical effects are discussed for each of the adult-sized occupants with respect to thoracic lumbar loads. The desired objective of this analytical model development is to develop an analysis tool to study the performance effectiveness of adaptive seat energy absorbers for enhancing rotorcraft occupant crash protection

Injuries in Full-Scale Vehicle Side Impact Moving Deformable Barrier and Pole Tests Using Postmortem Human Subjects

Objective: To conduct near-side moving deformable barrier (MDB) and pole tests with postmortem human subjects (PMHS) in full-scale modern vehicles, document and score injuries, and examine the potential for angled chest loading in these tests to serve as a data set for dummy biofidelity evaluations and computational modeling.Methods: Two PMHS (outboard left front and rear seat occupants) for MDB and one PMHS (outboard left front seat occupant) for pole tests were used. Both tests used sedan-type vehicles from same manufacturer with side airbags. Pretest x-ray and computed tomography (CT) images were obtained. Three-point belt-restrained surrogates were positioned in respective outboard seats. Accelerometers were secured to T1, T6, and T12 spines; sternum and pelvis; seat tracks; floor; center of gravity; and MDB. Load cells were used on the pole. Biomechanical data were gathered at 20 kHz. Outboard and inboard high-speed cameras were used for kinematics. X-rays and CT images were taken and autopsy was done following the test. The Abbreviated Injury Scale (AIS) 2005 scoring scheme was used to score injuries.Results: MDB test: male (front seat) and female (rear seat) PMHS occupant demographics: 52 and 57 years, 177 and 166 cm stature, 78 and 65 kg total body mass. Demographics of the PMHS occupant in the pole test: male, 26 years, 179 cm stature, and 84 kg total body mass. Front seat PMHS in MDB test: 6 near-side rib fractures (AIS = 3): 160–265 mm vertically from suprasternal notch and 40–80 mm circumferentially from center of sternum. Left rear seat PMHS responded with multiple bilateral rib fractures: 9 on the near side and 5 on the contralateral side (AIS = 3). One rib fractured twice. On the near and contralateral sides, fractures were 30–210 and 20–105 mm vertically from the suprasternal notch and 90–200 and 55–135 mm circumferentially from the center of sternum. A fracture of the left intertrochanteric crest occurred (AIS = 3). Pole test PMHS had one near-side third rib fracture. Thoracic accelerations of the 2 occupants were different in the MDB test. Though both occupants sustained positive and negative x-accelerations to the sternum, peak magnitudes and relative changes were greater for the rear than the front seat occupant. Magnitudes of the thoracic and sternum accelerations were lower in the pole test.Conclusions: This is the first study to use PMHS occupants in MDB and pole tests in the same recent model year vehicles with side airbag and head curtain restraints. Injuries to the unilateral thorax for the front seat PMHS in contrast to the bilateral thorax and hip for the rear seat occupant in the MDB test indicate the effects of impact on the seating location and restraint system. Posterolateral locations of fractures to the front seat PMHS are attributed to constrained kinematics of occupant interaction with torso side airbag restraint system. Angled loading to the rear seat occupant from coupled sagittal and coronal accelerations of the sternum representing anterior thorax loading contributed to bilateral fractures. Inward bending initiated by the distal femur complex resulting in adduction of ipsilateral lower extremity resulted in intertrochanteric fracture to the rear seat occupant. These results serve as a data set for evaluating the biofidelity of the WorldSID and federalized side impact dummies and assist in validating human body computational models, which are increasingly used in crashworthiness studies.

Determinants of seat belt use: A regression analysis with FARS data corrected for self-selection

We develop a methodology to use FARS data as an alternative to NOPUS in estimating seat belt usage. The advantages of using FARS over NOPUS are that (i) FARS is broader because it contains more variables relevant for policy analysis, (ii) FARS allows for easy multivariate regression analysis, and finally, (iii) FARS data is more cost-effective. We apply a binary logit model in our analysis to determine the likelihood of seat belt usage given various occupant, vehicle, and built environment characteristics. Using FARS data, we derive coefficient estimates for categories such as vehicle occupants' age and night time seat belt use that observational surveys like NOPUS cannot easily provide. Our results indicate that policies should focus on passengers (as opposed to drivers), male and young vehicle occupants, and that law enforcement should focus on pick-up trucks, rural roads, and nights. We find evidence that primary seat belt laws are effective. Although this is primarily a methodological paper, we present and discuss our results in the context of public policy so that our findings are relevant for road safety practitioners, researchers, and policymakers.

Age- and Sex-Specific Thorax Finite Element Model Development and Simulation

Objective: The shape, size, bone density, and cortical thickness of the thoracic skeleton vary significantly with age and sex, which can affect the injury tolerance, especially in at-risk populations such as the elderly. Computational modeling has emerged as a powerful and versatile tool to assess injury risk. However, current computational models only represent certain ages and sexes in the population. The purpose of this study was to morph an existing finite element (FE) model of the thorax to depict thorax morphology for males and females of ages 30 and 70 years old (YO) and to investigate the effect on injury risk.Methods: Age- and sex-specific FE models were developed using thin-plate spline interpolation. In order to execute the thin-plate spline interpolation, homologous landmarks on the reference, target, and FE model are required. An image segmentation and registration algorithm was used to collect homologous rib and sternum landmark data from males and females aged 0–100 years. The Generalized Procrustes Analysis was applied to the homologous landmark data to quantify age- and sex-specific isolated shape changes in the thorax. The Global Human Body Models Consortium (GHBMC) 50th percentile male occupant model was morphed to create age- and sex-specific thoracic shape change models (scaled to a 50th percentile male size). To evaluate the thoracic response, 2 loading cases (frontal hub impact and lateral impact) were simulated to assess the importance of geometric and material property changes with age and sex.Results: Due to the geometric and material property changes with age and sex, there were observed differences in the response of the thorax in both the frontal and lateral impacts. Material property changes alone had little to no effect on the maximum thoracic force or the maximum percent compression. With age, the thorax becomes stiffer due to superior rotation of the ribs, which can result in increased bone strain that can increase the risk of fracture. For the 70-YO models, the simulations predicted a higher number of rib fractures in comparison to the 30-YO models. The male models experienced more superior rotation of the ribs in comparison to the female models, which resulted in a higher number of rib fractures for the males.Conclusion: In this study, age- and sex-specific thoracic models were developed and the biomechanical response was studied using frontal and lateral impact simulations. The development of these age- and sex-specific FE models of the thorax will lead to an improved understanding of the complex relationship between thoracic geometry, age, sex, and injury risk.

Quantitative Validation of a Human Body Finite Element Model Using Rigid Body Impacts.

Validation is a critical step in finite element model (FEM) development. This study focuses on the validation of the Global Human Body Models Consortium full body average male occupant FEM in five localized loading regimes-a chest impact, a shoulder impact, a thoracoabdominal impact, an abdominal impact, and a pelvic impact. Force and deflection outputs from the model were compared to experimental traces and corridors scaled to the 50th percentile male. Predicted fractures and injury severity measures were compared to evaluate the model's injury prediction capabilities. The methods of ISO/TS 18571 were used to quantitatively assess the fit of model outputs to experimental force and deflection traces. The model produced peak chest, shoulder, thoracoabdominal, abdominal, and pelvis forces of 4.8, 3.3, 4.5, 5.1, and 13.0kN compared to 4.3, 3.2, 4.0, 4.0, and 10.3kN in the experiments, respectively. The model predicted rib and pelvic fractures related to Abbreviated Injury Scale scores within the ranges found experimentally all cases except the abdominal impact. ISO/TS 18571 scores for the impacts studied had a mean score of 0.73 with a range of 0.57-0.83. Well-validated FEMs are important tools used by engineers in advancing occupant safety.

Protection of Vulnerable Occupant Population in Traffic Incidents

Motor vehicle crash (MVC) related injuries have been effectively reduced over the past decades. However, field data analysis indicates not all occupants were equally protected under the current safety design. Comparing to mid-age and mid-size occupants, children, elderly, and obese occupants are at greater risk of severe injuries and death [1-3]. For example, with similar incidents, a 75-year-old occupant is, on the average, 3.87 to 6.7 times as likely to die as a 21year-old male occupant. Moreover, older occupants are at greater risk of serious injury to all body regions [1]. As a result, vehicle safety designs should be specifically tailored toward these vulnerable populations for full-scale injury prevention.

Biodynamic Model of a Seated Occupant Exposed to Intense Impacts

Quantitative comparison of biodynamic responses, simulated using the Patil or Liu lumped parameter models, were carried out with respect to experimental anthropomorphic test dummy response data obtained from the Sikorsky advanced composite airframe program helicopter crash test. The biodynamic responses obtained from these models were characterized by large offsets from the experimental peak magnitudes, large perturbations in biodynamic displacements, and delayed response. The inability to accurately predict biodynamic response using either model led to development of a new four-degree-of-freedom nonlinear biodynamic model corresponding to a Hybrid II 50th-percentile male occupant, the parameters of which were identified by minimizing the least-square error between the simulated and advanced composite airframe program experimental responses. The new model accurately predicts peak magnitude, overall shape, and duration of the biodynamic transient response, with minimal phase shift. The biodynamic model was further validated using data from the crashworthy composite fuselage drop experiment conducted by Fasanella and Jackson (“Impact Testing and Simulation of a Crashworthy Composite Fuselage Section with Energy-Absorbing Seats and Dummies,” Journal of the American Helicopter Society, Vol. 49, No. 2, 2004, pp. 140–148). The biodynamic model overpredicted the peak lumbar loads by 1.06% when compared to the pilot’s anthropomorphic test dummy response from the Sikorsky advanced composite airframe program experiment, and it predicted lumbar loads within when compared to crashworthy composite fuselage experiments.

Influence of Occupant Compliance on a Vertically Stroking Helicopter Crew Seat Suspension

This study addresses the effects of compliance of an occupant seated in an adaptive seat suspension equipped with a magnetorheological energy absorber, and exposed to intense vertical shocks. A 50th percentile male occupant, exposed to shock conditions characterized by sink rates varying from 5 to , was considered. The compliance effects were examined by comparing the response of a multiple degree-of-freedom biodynamic lumped-parameter model derived from the response of a Hybrid II anthropomorphic test dummy representing a compliant-occupant model to the response of an equivalent rigid-occupant model under the same shock conditions. An experimentally validated nonlinear mathematical model of a magnetorheological energy absorber was integrated with both the compliant and rigid models of the occupants. In addition, three different control techniques were investigated based on controlling the onset of magnetorheological-energy-absorber stroking load: constant stroking-load control, terminal trajectory control, and optimal control. The internal damping of a compliant occupant proved to be a crucial parameter in determining the biodynamic response for all control techniques. An assessment of the potential of injury was conducted based on the established injury criteria for compliant occupants to evaluate the applicability of the control techniques.

Excavation of Liu Shen’s tomb of the Western Han Dynasty on Heitou Hill in Xuzhou, Jiangsu

Abstract In June through August 2006, Xuzhou Museum excavated the M1 at the Heitou Hill in the eastern suburb of Xuzhou City. This tomb was a vertical stone shaft pit tomb of the early Western Han Dynasty; it had an earthen mound above the grave and attendant burials were found around it. In the rammed earth fill of the grave, five layers of sealing stones were found; the burial furniture was wooden coffin, in which two human remains were found, showing that this tomb was a couple joint burial. From this tomb, large amount of exquisite grave goods were unearthed, including potteries, bronzes, jades and agate objects, iron objects, bone and wooden objects, etc. The eight seals among the grave goods were the official and private seals of the tomb occupants, from the text of which we know that the name of the male occupant of the tomb is Liu Shen, and estimate him as a member of the royal family of the Chu Feudatory Kingdom of the Western Han Dynasty.

Human rib response to different restraint systems in frontal impacts: a study using a human body model

Finite-element human body models (FE-HBMs) can be used to evaluate restraint systems by predicting thoracic injury. The biofidelity assessment of an FE-HBM Total HUman Model for Safety (THUMS) 50th percentile male occupant and the characterisation of its rib response to loads from frontal car crashes are the objectives of this study. The rib-cage mesh of THUMS version 3.0 was refined to improve the shoulder-belt interaction, material properties of lungs and skin modified, and the model biofidelity assessed against tests representative of frontal crashes. The modified THUMS response improved with respect to the baseline model. The modified THUMS was used to analyse the rib loading in frontal impacts. The rib response included shear, torsion and bending in belt and airbag-like load cases. This indicates that a criterion based only on rib anteroposterior compression may not be enough to predict fractures and that a criterion should consider compression, torsion and shear.

Computer simulations of obesity effects on occupant injury in frontal impacts

Obese occupants in motor-vehicle collisions experience different injury risks compared to non-obese occupants and there is little data available to explain these differences. The purpose of this study was to examine mechanisms of injury and injury risk to obese male occupants in frontal motor-vehicle collisions. Computer models were created to investigate the contributions of increased occupant mass and the interaction between the obese torso and seatbelt on occupant injury risk. A design-of-experiments approach was used to investigate the effects of body mass index (BMI) on occupant injury while controlling for vehicle environment variables. Results suggest that occupant mass is the most significant factor contributing to different injury risks in obese occupants. Changes in obese torso/seatbelt interaction, due to increased BMI alone, do not significantly affect occupant injury risk. However, changes in torso/seatbelt interaction coupled with increased occupant mass alter the overall kinematics of the occupant causing increased risk of injury to the lower extremities.

Gender differences in office occupant perception of indoor environmental quality (IEQ)

This paper investigates the gender differences in the occupants' perception on various aspects of indoor environmental quality (IEQ) by two lines of inquiry; Firstly, a comprehensive literature survey spanning the research areas of indoor air quality (IAQ), sick building syndrome (SBS), thermal comfort, lighting, and acoustics was conducted. Secondly, statistical analyses were performed on a large, predominantly North American Post-Occupancy Evaluation (POE) database (N = 38,257). Statistical analyses indicated that female occupants' satisfaction levels were consistently lower than male occupants for all fifteen IEQ factors (including thermal comfort, air quality, lighting, acoustics, office layout & furnishings, and cleanliness & maintenance) addressed in POE questionnaire, and the differences were statistically significant. Logistic regression analysis identified a significant association between female gender and dissatisfaction with individual IEQ factors. Those gender differences quantified by odds ratios (OR) were most pronounced for dissatisfaction with thermal environment, IAQ, and workspace cleanliness. The analyses produced consistent results, even after potential confounding factors such as age and work characteristics were controlled.

The risk of whiplash-induced medical impairment in rear-end impacts for males and females in driver seat compared to front passenger seat

The objective of this study was to study whiplash injury outcome in front-seat occupants in rear-end impacts using double paired comparison technique. The combination of gender, seated position, and outcome was analyzed. Folksam, a Swedish insurance company, has a database of whiplash injuries. A questionnaire was used to collect study data. The response rate was 81%. The inclusion criteria included medical impairment one year after the impact, as judged by medical specialists. The study included rear-end impacts between 1990 and 1999 that resulted in at least one permanent neck injury impairment; in total, 430 impacts with 860 occupants and 444 impairments. Of those suffering impairment, 302 were female and 142 male; 235 were seated in the driver's seat and 209 in the front passenger seat. Relative risk estimates for impairing whiplash injury, by gender and seated position:1.Driver male (DM)/passenger female (PF) relative risk=0.5 n=2182.Driver male (DM)/passenger male (PM) relative risk=1.4 n=573.Driver female (DF)/passenger female (PF) relative risk=2.5 n=1024.Driver female (DF)/passenger male (PM) relative risk=4.6 n=67.Females had a relative risk of medical impairment of 3.1 compared to men after adjustment for the average increased risk in the driver position. The driver position had a doubled relative risk compared to the front passenger position. As a conclusion it may be of value to take risk differences between male and female occupants and between driver and front passenger positions into account in future automotive car and seat construction.

ADSEAT – Adaptive seat to reduce neck injuries for female and male occupants

Neck injuries sustained in low severity vehicle crashes are of worldwide concern and the risk is higher for females than for males. The objective of the study was to provide guidance on how to evaluate protective performance of vehicle seat designs aiming to reduce the incidence of neck injuries for female and male occupants. The objective was achieved by reviewing injury risk, establishing anthropometric data of an average female, performing dynamic volunteer tests comprising females and males, and developing a finite element model, EvaRID, of an average female. With respect to injury criteria, it was concluded based on the tests that using NIC (with a lower threshold value) and Nkm (with reduced intercept values) for females would be a suitable starting point. Virtual impact simulations with seats showed that differences were found in the response of the BioRID II and EvaRID models, for certain seats.