Passenger Car Occupants Research Articles

Evaluation of AIS3+ car occupant injuries using deterministic and probabilistic methods in frontal crashes

Computational modelling was used to assess the capability of a deterministic and a probabilistic method to predict the incidence of AIS3+ injuries in passenger car occupants by comparing the predictions of the methods to the actual injuries observed in real-world crashes. The likelihood of sustaining an injury was first calculated using a computer model for a selected set of injury criteria in different impact conditions based on real-world crashes; AIS3+ injuries were then predicted using each method separately. Regardless of the method, the number of serious injuries was over-predicted. It was also noted that the used injury criteria suggested the occurrence of specific injuries that were not observed in the real world. Although both methods are susceptible to be adapted to improve their predictions, the question of the suitability of using some of the most commonly accepted injury criteria used with crash test dummies for injury assessment with human body models deserves further research.

Assessing the applicability of impact speed injury risk curves based on US data to defining safe speeds in the US and Sweden

Vision Zero is an approach to road safety that aims to eliminate all traffic-induced fatalities and lifelong injuries. To reach this goal, a multi-faceted safe system approach must be implemented to anticipate and minimize the risk associated with human mistakes. One aspect of a safe system is choosing speed limits that keep occupants within human biomechanical limits in a crash scenario. The objective of this study was to relate impact speed and maximum delta-v to risk of passenger vehicle (passenger cars and light trucks and vans) occupants sustaining a moderate to fatal injury (MAIS2+F) in three crash modes: head-on vehicle-vehicle, frontal vehicle–barrier, and front-to-side vehicle-vehicle crashes. Data was extracted from the Crash Investigation Sampling System, and logistic regression was used to construct the injury prediction models. Impact speed was a statistically significant predictor in head-on crashes, but was not a statistically significant predictor in vehicle-barrier or front–to–side crashes. Maximum delta-v was a statistically significant predictor in all three crash modes. A head-on impact speed of 62 km/h yielded 50% (±27%) risk of moderate to fatal injury for occupants at least 65 years old. A head-on impact speed of 82 km/h yielded 50% (±31%) risk of moderate to fatal injury for occupants younger than 65 years. Compared to the impact speeds, the maximum delta-v values yielding the same level of risk were lower within the head-on crash population. A head-on delta-v of 40 km/h yielded 50% (±21%) risk of moderate to fatal injury for occupants at least 65 years old. A head-on delta-v of 65 km/h yielded 50% (±33%) risk of moderate to fatal injury for occupants younger than 65 years. A maximum delta–v value of approximately 30 km/h yielded 50% (±42%) risk of MAIS2+F injury for passenger car occupants in vehicle-vehicle front-to-side crashes. A maximum delta–v value of approximately 44 km/h yielded 50% (±24%) risk of MAIS2+F injury for light truck and van occupants, respectively, in vehicle-vehicle front-to-side crashes.

Bayesian Network for Motorcycle Crash Severity Analysis

Given the lack of protective structural barriers and advanced restraints, motorcyclists are vulnerable road users. In 2020 in the United States, motorcycle-involved fatalities occurred 28 times more frequently per vehicle mile traveled than passenger car occupant fatalities, causing 5,579 motorcycle-related fatalities—the highest number of motorcyclists killed since 1975. By identifying patterns and relationships between key contributing factors, strategies for reducing motorcycle crashes can be developed. In addition to current efforts, additional research must be conducted using innovative avenues, with increased funding. Bayesian networks can better discover the relationships between potential speed compliance variables. This study used six years (2014 to 2019) of motorcycle crash data in Louisiana to determine the conditional probabilities of the influential factors. In addition to the high contribution of alcohol involvement, two-way undivided roadways, 35 to 44 year-old drivers involved in improper driving behaviors, and crash types are the underlying factors associated with a considerable increase in motorcycle crash severity. The findings of this study can also be used for decision making and strategy development for motorcycle safety.

Exploring senior motorcyclist injury severity crashes: Random parameter model with heterogeneity in mean and variance

The fatality rates of motorcyclists are substantially higher than for passenger car occupants per registered vehicle and vehicle miles traveled. There is limited information regarding the contributing factors associated with motorcycle injury severity among senior riders (≥65 years). Therefore, random parameter logit models with heterogeneity in mean and variance were developed based on seven years (2012–2018) crashes database at two different locations, intersection and non-intersection roadways in Florida. About 30 indicator variables were significant for both intersection and non-intersection crashes and were categorized under the driver, temporal, spatial, roadway, and other characteristics, driver action, and crash type. Several factors were found to impact the fatal injuries at the intersection directly, and no intersection crashes. However, speeding, dark, and morning crashes are shared by both locations. This paper highlights the importance of considering a specific crash location during the analysis to minimize any possible erroneous and unreliable countermeasures. Various countermeasures were proposed to assist the safety authorities and policymakers to mitigate the senior motorcyclist injury severities related to crashes.

The safety potential of enhanced lateral vehicle positioning

Objective The objective of this study is to estimate the potential safety benefits of Emergency Lane Keeping (ELK) and Autonomous Emergency Steering (AES) systems with precise and reliable lateral positioning. Methods The material comprised in-depth studies of fatal road crashes in Sweden in 2017. Crashes resulting in passenger car occupant fatality (n = 114) were included; single vehicle (n = 60) and head-on (n = 31), intersection (n = 9), rear-end (n = 5), overtaking (n = 5), animal (n = 1), other (n = 1, U-turn), and train (n = 2). Additionally, fatal collisions between motor vehicles and vulnerable road users (VRUs) were included; pedestrians (n = 36), cyclists/moped users (n = 15), and motorcyclists (n = 17). A case-by-case analysis was conducted to identify crashes potentially prevented by ELK and AES with precise (within 0.1 m accuracy) and reliable lateral positioning. The identified crashes potentially avoided by ELK systems involved unintentional drift-out-of-lane on roads with posted speed limits of ≥70 km/h (43 mph). For comparison, the same material was used to identify the potential safety benefits of the more traditional lane departure warning (LDW) and Lane Keeping Assist (LKA) systems without enhanced lateral positioning. Crashes potentially avoided by LDW/LKA occurred on roads with visible lane markings and without rumble strips on the departure side while ELK with enhanced lateral positioning is not reliant on lane markings. Collisions potentially avoided by AES occurred on roads with sufficient escape zones and road friction. Results The study shows that ELK systems with enhanced lateral positioning could potentially avoid 33 − 45 (36 − 49%) out of 91 head-on and single car crashes resulting in passenger car occupant fatality, which corresponds to a further 18% (5/28) compared to traditional lane support (LDW/LKA) without enhanced lateral positioning. The improved lane keeping addresses crashes involving absent or nonvisible lane markings that are covered by snow. Furthermore, the study shows that the evasive steering features of AES systems with enhanced lateral positioning could potentially prevent 28 (54%) out of 52 collisions resulting in passenger car occupant fatalities (i.e., head-on, intersection, rear-end, overtaking, and animal collision). Additionally, AES with enhanced lateral positioning could potentially prevent 16 (31%) out of 51 collisions between motor vehicles and vulnerable road users resulting in fatally injured pedestrians, cyclists or moped users. The total potential safety benefits of AES include both lane keeping and evasive steering features including lane escaping. The study identified that the total number of crashes potentially avoided by AES corresponds to 42% out of all crashes resulting in passenger car occupant fatalities (n = 48/114). Conclusions This is a first attempt to identify and quantify the increase in potential safety benefits, based on the assumption that robust lateral vehicle positioning has been applied to lane keeping as well as lane escaping. In addition to the potentially increased number of prevented crashes compared to traditional lane support, a robust lateral positioning system may have the potential to improve the redundancy in positioning systems. Previous research suggests several techniques to improve lateral vehicle positioning. However, further research is required, including testing for implementation of adequately improved lateral vehicle awareness to establish which techniques are appropriate.

Spine and Whiplash Injuries Related to Passenger Car Crashes in Malaysia


 
 
 Spinal injury is one of the most devastating traumas that can be sustained in a motor vehicle crash. In passenger car crashes, the most common injuries related to the spine is whiplash injury or Whiplash Associated Disorder (WAD); however, the injury was relatively unknown in Malaysia. This study explored the possibility of elucidating whiplash injury locally by studying the insurance claims made by passenger car occupants involved in traffic crashes. The objectives of the study were to investigate the prevalence and to identify the injury pattern of the spine and whiplash injury. The data were collected retrospectively from closed files of the Third-Party Bodily Injury (TPBI) insurance claims database for the year 2013-2015. Each occupants’ injuries were extracted from the medical report and were classified according to the Abbreviated Injury Scale (AIS). A total of 500 cases of passenger car crashes were obtained from the insurance database and out of the total occupants involved, 866 injured occupants were included in the analysis. The results demonstrated that spine injuries have very low occurrence in Malaysia relative to other injury types, and whiplash-specific injuries are even rarer among passenger car crash victims in Malaysia. The most common vertebra level to be affected was the cervical spine, especially the C5-C6 vertebra, and this can be seen mostly for the drivers and front passengers. The low occurrence of spine injury is comparable to other countries, but the rare whiplash injury may indicate the ‘whiplash culture’ is not prevalent in Malaysia.
 
 

Identifying key patterns in motorcycle crashes: findings from taxicab correspondence analysis

ABSTRACT Due to the absence of protective structural surrounding and advanced restraints like the motorists, motorcyclists are considered vulnerable roadway users like pedestrians and bicyclists. Per vehicle mile traveled in 2016, motorcyclist fatalities occurred 28 times more frequently than passenger car occupant fatalities. The identification of the patterns and associations between key contributing factors can help in determining strategies for motorcycle-related crash reduction. In addition to current endeavors, there is a need for newer directions in study design with newer data sources and methods. Determining the groups of core factors helps address motorcycle crashes more effectively. This study used seven years (2010–2016) of motorcycle crash data in Louisiana to determine the key relationships between the influencing factors by using Taxicab Correspondence Analysis (TCA). The analysis showed that TCA presents a dimension-reduced map of the variable categories by developing several clusters.

Motorcycle active safety systems: Assessment of the function and applicability using a population-based crash data set

Objective: Motorcycles and mopeds, often referred to as powered 2-wheelers (PTWs), play an important role in personal mobility worldwide. Despite their advantages, including low cost, space occupancy, and fuel efficiency, the risk of sustaining serious or fatal injuries is higher than that for occupants of passenger cars. The development of safety systems specific for PTWs represents a potential way to reduce casualties among riders. With the proliferation of new active and passive safety technologies, the question as to which might offer the most value is important. In this context, a prioritization process was applied to a set of PTW active safety systems to evaluate their applicability to crash scenarios alone and in combination. The systems included in the study were antilock braking (ABS), autonomous emergency braking (AEB), collision warning, curve warning, and curve assist.Methods: With the functional performance of the 5 safety systems established, the relevance of each system to specific crash configurations and vehicle movements defined by a standardized accident classification system used in Victoria, Australia, was rated by 2 independent reviewers, with a third reviewer acting as a moderator where disagreements occurred. Ratings ranged from 1 (definitely not applicable) to 4 (definitely applicable). Using population-based crash data, the number and percentage of crashes that each safety system could potentially influence, or be relevant for, was defined. Applying accepted injury costs permitted the derivation of the societal economic cost of PTW crashes and the potential reductions associated with each safety system given a theoretical crash avoidance effectiveness of 100%.Results: In the 12-year period 2000–2011, 23,955 PTW riders and 1292 pillion passengers were reported to have been involved in a road crash, with over 500 killed and more than 10,000 seriously injured; only 3.5% of riders/pillion passengers were uninjured. The total economic cost associated with these injured riders and pillion passengers was estimated to be AU$11.1 billion (US$7.70 billion; €6.67 billion). The 5 safety systems, as single solutions or in combination, were relevant to 57% of all crashes and to 74% of riders killed. Antilock braking was found to be relevant to the highest number of crashes, with incremental increases in coverage when combined with other safety systems.Conclusions: The findings demonstrate that ABS, alone and in combination with other safety systems, has the potential to mitigate or possibly prevent a high percentage of PTW crashes in the considered setting. Other safety systems can influence different crash scenarios and are also recommended. Given the high cost of motorcycle crashes and the increasing number of PTW safety technologies, the proposed approach can be used to inform the process of selection of the most suitable interventions to improve PTW safety.

Sickness absence, disability pension and permanent medical impairment among 64 000 injured car occupants of working ages: A two-year prospective cohort study

ObjectiveThere is a lack of knowledge regarding sickness absence (SA) and disability pension (DP) as consequences of road traffic injuries, and on the association between DP and permanent medical impairment (PMI). Therefore, the aim of this study was to investigate SA, DP, and PMI among injured passenger car occupants two years after a crash, and how they are associated, accounting for sociodemographics, crash-related factors, and previous SA/DP. MethodsThis prospective cohort study included 64 007 injured car occupants aged 17–62 years at the time of a crash occurring in 2001–2013, involving a car insured at Folksam Insurance Group in Sweden. Information on sociodemographics, crash-related factors, SA (in SA spells >14 days) and DP status at inclusion and at two-year follow-up, and PMI assessed by the insurance company was used. PMI grades were categorized as 1–4, 5–9, 10–19, or >19%. Logistic regression was performed to calculate odds ratios (OR) with 95% confidence intervals (CI) for DP at follow-up and for PMI, respectively. ResultsAt the time of the crash 13% were already on SA or DP. At follow-up two years after the crash, 6% among those not already on SA/DP at the time of the crash were on SA and 2% on DP. Furthermore, 8% of the total cohort had a determined PMI. Among those not already on DP at the crash, 3% with no PMI had DP at follow-up. This proportion was higher the higher PMI grade. Among individuals without already ongoing DP at the crash date, 10% of those with a PMI 1–4 ha d DP, compared to 76% among PMI ≥ 20. Already ongoing SA at the time of the crash (OR = 39.16, 95% CI 34.89–43.95) and PMI grade (PMI ≥ 5 OR = 27.44, 95% CI 23.88–31.52, reference group PMI 0) were found to be associated with DP at two years after crash. The factor most strongly associated with PMI was the model year of the car. The older the car, the higher the risk of PMI (Model year ≤ 1990 OR = 3.36, 95% CI 2.67–4.23, reference group model year 2006–2010). An association with the same direction was also found between the model year of the car and DP at follow-up. ConclusionsThe association between PMI grade and DP status at follow-up among occupants not on DP at the crash date indicates that both could be used to measure long-term consequences of road traffic injury. In this cohort, already ongoing SA at the crash date was associated with DP at the two-year follow-up, emphasizing the importance of accounting for this factor in future research.

Passenger car safety and emergency healthcare: a literature review

Health emergencies occur in passenger cars where victims do not have immediate access to either a layperson or professional, proper medical services, resulting in deterioration of their health or death. Installation of a robotic first aid system for passenger car occupants has been proposed. This paper discusses the general situation in the automotive industry pertaining to healthcare in medical emergencies. It presents the top priorities in new-car purchase with regards to vehicle safety and delves into the health emergencies that occur in passenger cars. The prevalence and effectiveness of existing forms of response to the emergencies are also discussed. Autonomous driving and its implications on vehicle safety is reviewed, along with the challenges the technology faces. Likewise, the use of robots in human surgical procedures and challenges faced by the field is discussed. Finally, robotic first aid as a research area is investigated. Findings indicate that vehicle safety is a top priority in new-car purchase. Besides trauma in road traffic accidents, car occupants also face non-trauma emergencies such as stroke or heart attack. For areas with effective emergency medical services, the greatest delays in responding to emergencies come from the reaction of patients and bystanders. Results also show that, in comparison to the myriad of faults human drivers exhibit while driving, computers are the ideal motorists. Likewise, robots show strong potential to transcend the limitations of human healthcare in surgical procedures. Like autonomous vehicle technology, robotic surgery is marred with scientific, legislative and socioeconomic challenges, but it is evident that the idea of robotics and artificial intelligence envisaged in the concepts seems to be in the right direction for public health. It is concluded that the passenger car robotic first aid system should be developed, making considerations for challenges already faced in autonomous driving and robotic surgery technologies.

Internet of things architecture for a smart passenger-car robotic first aid system

Abstract Health emergencies occur in passenger cars where victims do not have immediate access to either layperson or professional, proper medical services, resulting in deterioration of their health or death. Installation of a robotic first aid system for passenger car occupants has been proposed. This research is part of a larger work of designing the system and identifies the existing hardware and software automotive infrastructure that the robotic first aid system can functionally use. These resources are reviewed in categories of sensing, connectivity, data analysis and information exchange, which form the internet of things. Consequently, the system’s design for internet of things mechanical requirements are identified in sensing. Finally, a preliminary framework for the system’s internet of things infrastructure is established to facilitate the development of a smart robot.

Using Deep Learning in Severity Analysis of At-Fault Motorcycle Rider Crashes

Motorcyclists are vulnerable highway users. Unlike passenger vehicle occupants, motorcycle riders do not have either protective structural surrounding or the advanced restraints that are mandatory safety features in cars and light trucks. Per vehicle mile traveled, motorcyclist fatalities occurred 27 times more frequently than passenger car occupant fatalities in traffic crashes. In addition, there were 4,976 motorcycle crash-related fatalities in the U.S. in 2014—more than twice the number of motorcycle rider fatalities that occurred in 1997. It shows that, in addition to current efforts, research needs to be conducted with additional resources and in newer directions. This paper investigated five years (2010–2014) of Louisiana at-fault motorcycle rider-involved crashes by using deep learning, which is a competent tool for mapping a high-multidimensional input into a smaller multidimensional output. The current study contributes to the existing injury severity modeling literature by developing a deep learning framework, named as DeepScooter, to predict motorcycle-involved crash severities. The final deep learning model can predict severity types with 100% accuracy with training data, and with 94% accuracy with test data, which is not attainable by using a statistical method or machine learning algorithm. The intensity of severities was found to be more likely associated with rider ejection, two-way roadways with no physical separation, curved aligned roadways, and weekends. It is anticipated that the DeepScooter framework and the findings will provide significant contributions to the area of motorcycle safety.

FATAL INJURIES TO PASSENGER CAR OCCUPANTS IN ZHYTOMYR REGION BETWEEN 2008 AND 2017

The current study determines the number of passenger car occupants involved in a fatal crash in Zhytomyr region between 2008 and 2017 with due regard to the adjusted risk ratio for fatal injuries to drivers and passengers. The findings also provide a rationale for the distribution of road traffic accidents in terms of the place of a road accident and the functional type of the roadway within the national roadway system.

A novel approach to study the health consequences of road crashes

Abstract Introduction While an association between road crashes and health impairments is well documented, few studies have analysed impairments in relation to crash parameters. The aim of this paper is to describe a novel approach for studying the full complexity of road crashes which allows an analysis of the relationship between crash factors and longer-term health consequences. Methods A multidisciplinary team investigated road crashes sampled in a Swedish region. The course of events, road environment and crash configuration were studied at the scene and telephone interviews were conducted with drivers. Road users were queried about their health status 1, 6, and 12 months after the crash. To illustrate a potential use of the collected data, the relationship between crash factors and impairments for car occupants after one month was explored using multiple logistic regression. Results The sampled data included 176 crashes, 310 vehicles and 430 people. The most common crash characteristics were: multiple vehicle crashes (62%); posted speed limit of ≥ 70 km/h (65%); passenger cars (88%); driver age 25–54 years (60%); male drivers/riders (70%). The example analysis of passenger car occupants showed that having an injury with ISS ≥ 1 at the time of crash was a statistically significant predictor for impairment at one month (p Conclusions The methodology described in this paper provides information about the full spectrum of road crashes and enables novel analyses of unexplored research questions. Based on the data collected so far and the example analysis presented in the paper, recommendations have been made about future data collection. The proposed data collection methodology enables characterisation of crash factors that are associated with long-term health consequences. The ability to timely identify those at risk provides important opportunities for early intervention to reduce long-term health outcomes also from low severity crashes.

The safety potential of lane departure warning systems—A descriptive real-world study of fatal lane departure passenger car crashes in Sweden

Objective: Lane departure crashes account for a significant proportion of passenger car occupant fatalities and serious injuries. Utilizing real-world data involving fatal passenger car crashes in Sweden, the characteristics of lane departure crashes were identified and the safety potential of lane departure warning (LDW) systems was quantified.Methods: The material consisted of 104 in-depth studies of fatal passenger car crashes in 2010. The crashes were classified as single-vehicle (n = 48), head-on (n = 52), and overtaking (n = 4) crashes. These crash types were identified as crashes that could have potentially involved lane departure. A case-by-case analysis was carried out and lane departure crashes were identified and characterized using police reports and information collected by crash investigators at the Swedish Transport Administration; for example, inspections and photographs of the crash sites and of the involved vehicles. Lane departure crashes were separated from crashes where loss of control occurred pre-lane departure. Furthermore, loss of control post-lane departures were identified. When studying the pre-stage of lane departure without prior loss of control, crashes were categorized as unintentional drifting, intentional lane change, or evasive maneuver. Using previously published effectiveness information, the potential for LDW systems to prevent crashes was estimated.Results: Of all crashes with passenger car occupant fatalities in Sweden in 2010, 46% (63/138) were found to relate to lane departure without prior loss of control. These crashes accounted for 61% (63/104) of all single-vehicle, head-on, and overtaking crashes. The remaining 41 crashes were due to loss of control pre-lane departure. Unintentional drifting accounted for 81% (51/63) of all lane departure crashes without prior loss of control, which corresponded to 37% (51/138) of all fatal passenger car occupant crashes. LDW systems were found to potentially prevent 33–38 of the 100 fatal head-on and single vehicle crashes. These crashes involved drifting and occurred on roads with visible lane markings, signed posted speed limits ≥70 km/h, and without rumble strips on the corresponding lane departure side. The range of potentially prevented crashes (33–38) is due to the inclusion or exclusion of crashes involving excessive speeding.Conclusions: In this study, approximately half (51/100) of all head-on and single-vehicle crashes were identified as being a consequence of drifting, where LDW systems had the potential to prevent the majority (33–38) of these crashes. The typical lane departure crash without prior loss of control occurred on undivided roads in rural areas with signed posted speed limits ≥70 km/h, where the center and side road markings were visible.

Vehicle-related injuries in and around a medium sized Swedish City \u2013 bicyclist injuries caused the heaviest burden on the medical sector

BackgroundA data acquisition from the medical sector may give one important view of the burden on the society caused by vehicle related injuries. The official police-reported statistics may only reflect a part of all vehicle-related injured seeking medical attention.The aim is to provide a comprehensive picture of the burden of vehicle related injuries on the medical sector (2013), and to compare with official police-reported statistics and the development year 2000–2013.MethodsThe data set includes 1085 injured from the Injury Data Base at Umeå University Hospital’s catchment area with 148,500 inhabitants in 2013.ResultsBicyclists were the most frequently injured (54%). One-third had non-minor (MAIS2+) injuries, and bicyclists accounted for 58% of the 1071 hospital bed days for all vehicle-related injuries. Car occupants represented 23% of all injured, and only 9% had MAIS2+ injuries. They accounted for 17% of the hospital bed days. Motorized two wheel vehicle riders represented 11% of the injured and 39% had MAIS2+ injuries and they occupied 11% of the hospital bed days.Of the 1085 medically treated persons, 767 were injured in public traffic areas, and, therefore, should be included in the official police statistics; however, only a third (232) of them were reported by the police.The annual injury rate had not changed during 2000–2013 for bicyclists, motor-cycle riders, pedestrians or snowmobile riders. However, for passenger car occupants a decrease was observed after 2008, and for mopedists the injury rate was halved after 2009 when a licensing regulation was introduced.ConclusionThe Swedish traffic injury reducing strategy Vision Zero, may have contributed to the reduction of injured car occupants and moped riders. The official police-reported statistics was a biased data source for vehicle related injuries and the total number medically treated was in total five times higher. Bicyclists caused the heaviest burden on the medical sector; consequently, they need to be prioritized in future safety work, as recently declared in the Government plan Vision Zero 2.0.

IRI performance models for recently constructed low and medium-traffic two lane roads of the province of Biscay

Reliable pavement prediction models are needed for pavement management systems (PMS), as they are a key component to forecast future conditions of the pavement and to prioritize maintenance, rehabilitation and reconstruction strategies. The International Roughness Index (IRI) is the most used parameter worldwide for calibrating pavement roughness and measures reasonably the ride comfort perceived by occupants of passenger cars. The Regional Government of Biscay also collects this value on the road network under its control These surveys are carried out regularly in the XXI century. Several IRI performance models have been proposed by different authors and administrations, varying greatly in their comprehensiveness, the ability to predict performance with accurancy and input data requirements. The aim of this paper is to develop a roughness performance model for Biscay's roads, based on availablbe IRI data, taking into account heavy traffic volume and the age of pavement. Local characteristics as climate conditions and average rainfall are not considered. IRI performance models have been suggested for regional two lane highways with low and medium heavy traffic constructed in the last 20 years in the province of Biscay, with no treatments during their life. They can be applied for flexible pavements, but no logical coherent results have been concluded for semi-rigid pavements. DOI: http://dx.doi.org/10.4995/CIT2016.2016.4108

Can cyclist safety be improved with intelligent transport systems?

In recent years, Intelligent Transport Systems (ITS) have assisted in the decrease of road traffic fatalities, particularly amongst passenger car occupants. Vulnerable Road Users (VRUs) such as pedestrians, cyclists, moped riders and motorcyclists, however, have not been that much in focus when developing ITS. Therefore, there is a clear need for ITS which specifically address VRUs as an integrated element of the traffic system. This paper presents the results of a quantitative safety impact assessment of five systems that were estimated to have high potential to improve the safety of cyclists, namely: Blind Spot Detection (BSD), Bicycle to Vehicle communication (B2V), Intersection safety (INS), Pedestrian and Cyclist Detection System+Emergency Braking (PCDS+EBR) and VRU Beacon System (VBS). An ex-ante assessment method proposed by Kulmala (2010) targeted to assess the effects of ITS for cars was applied and further developed in this study to assess the safety impacts of ITS specifically designed for VRUs. The main results of the assessment showed that all investigated systems affect cyclist safety in a positive way by preventing fatalities and injuries. The estimates considering 2012 accident data and full penetration showed that the highest effects could be obtained by the implementation of PCDS+EBR and B2V, whereas VBS had the lowest effect. The estimated yearly reduction in cyclist fatalities in the EU-28 varied between 77 and 286 per system. A forecast for 2030, taking into accounts the estimated accident trends and penetration rates, showed the highest effects for PCDS+EBR and BSD.

Pattern of two wheeler road traffic accidents in rural setting: a retrospective study

BACKGROUND: Roads and vehicles which are for making life comfortable and faster, can result in miserable life when one meet a road traffic accident. By 2020 road traffic accident is projected to become the third leading contributor to the global burden of disease in the world and 6th place as a major cause of mortality worldwide. Motor cyclists are about 25 times more risk than passenger car occupants to die because of road traffic accidents. OBJECTIVEs of the study were, to study pattern of two wheeler road traffic accidents in rural setting. Methods: The present research is a retrospective analysis of all the two-wheeler accidents victim admitted in emergency, during the period ranging from September 2015 to February 2016. Results: Among the total 2,544 patient of RTA admitted within the study period; 1,257 patients (i.e.49.41%) were due to two-wheeler accidents. Next is pedestrian (n=516, 20.2%), light motor vehicle (n=464, 18.23%), and heavy motor vehicle accidents contribute (n=307, 12.06%). Conclusions: lack of road driving sense and lack of knowledge of traffic rules. Regarding the type of vehicles involved in these accidents, the maximum number of accidents was due to two wheeler vehicles (scooter/motorcycle). Keywords: Two wheeler RTA, Stray animals, Rural RTA

Decrease of morbidity in road traffic accidents in a high income country – an analysis of 24,405 accidents in a 21 year period

BackgroundThe WHO initiated the “Decade of Action for Road Safety” because the fatality on road traffic accidents could become the fifth leading cause of death in 2030. On the contrary, fatalities continue to decrease in high income countries. The aim of the study was to find evidence for changes in injury severity of passenger car occupants after road traffic accidents in Germany over time, and to find contributing factors. MethodsData from the German In Depth Accident Study (GIDAS), representative for Germany, was used. A total of 24.405 accidents, reported from 1991 until 2011. 44.503 adult passenger car occupants were examined. A multivariable logistic regression model was developed to find reasons for observed trends over time. ResultsThe relative decrease in mortality was 68.8% from 1991 until 2011. Between 2006 and 2011, the percentage of severely injured traffic victims was less than half, both in terms of the whole body and individual body regions. For injuries with an Abbreviated Injury Scale (AIS) ≥2, the percentage of persons with lower leg injuries declined by 72.5%, followed by the percentage of persons with pelvic injuries (61.5%), upper extremity injuries (57.7%), head injuries (54.3%), thorax injuries (50.0%), and abdomen injuries (40.0%).The multivariable regression model found 13 independent variables associated with injury prevention (e.g. seat belt use: OR 0.41, CI 95% 0.32–0.49; airbag: OR 0.86, CI 95% 0.75–0.99). The implementation of protective factors increased over time while accident constellations with a high probability for severe injury decreased over time. ConclusionThe decrease of severe injuries after road traffic accidents can be only attributed to a comprehensive approach including the enforcement of road safety policies and innovations in car engineering and emergency medicine. Traffic related measures and alcohol level control, and seat belt usage enforcement next to other technical advances are considered especially important.