Pedestrian Traffic Accidents Research Articles

Analysis of the elderly pedestrian traffic accidents in urban scenarios: the case of the Spanish municipalities

As the elderly population grows, there is a greater concern for their safety on the roads. This is particularly important for elderly pedestrians who are more vulnerable to accidents. In Spain, one of the most aged countries in the world, the elderly accounted for 70% of all pedestrian deaths in 2019. In this study, the focus was on analysing the occurrence of elderly pedestrian-vehicle collisions in Spanish municipalities and how it is related to the built environment. The study used the hurdle negative binomial model to analyse the number of elderly and non-elderly pedestrian accidents per municipality in 2016-2019. The exploratory analysis showed that cities above 50,000 inhabitants were safer for the elderly, and larger provincial capitals had lower elderly pedestrian traffic accident rates. The occurrence of all pedestrian traffic accidents was linked to the socio-demographic features. For elderly pedestrians, land use was found to be influential, with a lower proportion of land covered by manufacturing and service activities linked to a smaller number of accidents. Results showed that improving road safety for older pedestrians may not necessarily compromise the situation for the rest of population. Hence, policymakers should focus on infrastructure improvements adapted to the needs of elderly pedestrians.

Parametric analysis of craniocerebral injury mechanism in pedestrian traffic accidents based on finite element methods

PurposeThe toughest challenge in pedestrian traffic accident identification lies in ascertaining injury manners. This study aimed to systematically simulate and parameterize 3 types of craniocerebral injury including impact injury, fall injury, and run-over injury, to compare the injury response outcomes of different injury manners. MethodsBased on the total human model for safety (THUMS) and its enhanced human model THUMS-hollow structures, a total of 84 simulations with 3 injury manners, different loading directions, and loading velocities were conducted. Von Mises stress, intracranial pressure, maximum principal strain, cumulative strain damage measure, shear stress, and cranial strain were employed to analyze the injury response of all areas of the brain. To examine the association between injury conditions and injury consequences, correlation analysis, principal component analysis, linear regression, and stepwise linear regression were utilized. ResultsThere is a significant correlation observed between each criterion of skull and brain injury (p < 0.01 in all Pearson correlation analysis results). A 2-phase increase of cranio-cerebral stress and strain as impact speed increases. In high-speed impact (> 40 km/h), the Von Mises stress on the skull was with a high possibility exceed the threshold for skull fracture (100 MPa). When falling and making temporal and occipital contact with the ground, the opposite side of the impacted area experiences higher frequency stress concentration than contact at other conditions. Run-over injuries tend to have a more comprehensive craniocerebral injury, with greater overall deformation due to more adequate kinetic energy conduction. The mean value of maximum principal strain of brain and Von Mises stress of cranium at run-over condition are 1.39 and 403.8 MPa, while they were 1.31, 94.11 MPa and 0.64, 120.5 MPa for the impact and fall conditions, respectively. The impact velocity also plays a significant role in craniocerebral injury in impact and fall loading conditions (the p of all F-test < 0.05). A regression equation of the craniocerebral injury manners in pedestrian accidents was established. ConclusionThe study distinguished the craniocerebral injuries caused in different manners, elucidated the biomechanical mechanisms of craniocerebral injury, and provided a biomechanical foundation for the identification of craniocerebral injury in legal contexts.

Relationship Between General Health Domains and Pedestrian Safety Behavior: A Cross-Sectional Study

Background: Traffic injuries are one of the top ten leading causes of mortality worldwide that impose a substantial burden on the health and economy of nations. Among all traffic users, pedestrians are the most vulnerable, accounting for a significant share of injuries and fatalities resulting from traffic accidents. Numerous factors contribute to pedestrian traffic accidents, with unsafe pedestrian behavior being one of the most critical factors. Objectives: Various factors can influence the traffic behavior of pedestrians. Therefore, this study aimed to examine the relationship between demographic characteristics, the general health status of pedestrians, and their traffic behavior. Methods: In this cross-sectional study, after obtaining ethical approval and participants’ consent, data were collected from eligible individuals. The data included participants’ demographic information and their responses to the 28-question General Health Questionnaire (GHQ-28) and the Pedestrian Behavior Questionnaire (PBQ). Linear regression analysis was performed to assess the relationships between demographic variables, general health domains, and the total score obtained from the PBQ. Results: Among the 1 421 participants in the study, 720 (50.7%) were female and 1 310 (92.2%) were under the age of 60. In terms of marital status, 979 individuals were married (69.5%), and 368 (26.2%) were single. The overall score of the general health of the participants was high in 623 individuals (43.8%), moderate in 666 individuals (46.9%), low in 122 individuals (8.6%), and very low in 10 individuals (0.7%). The mean (standard deviation) score of pedestrian behavior was also 57.89 (±11.9). There was a significant relationship between female gender, age of 15-29 years, being single, and domains of general health (somatic symptoms, anxiety assessment, social dysfunction assessment, and depression assessment) with the overall score of pedestrian behavior. Additionally, a significant relationship was found between the overall score of the participants’ general health and the overall score of their pedestrian behavior. Conclusions: There is a significant relationship between demographic characteristics and various domains of the general health of pedestrians and their behavior. Paying attention to this issue in policymaking and conducting further studies to identify other factors affecting pedestrian traffic behavior to prevent traffic injuries seems necessary.

Analysis of Factors Influencing Pedestrian Traffic Accidents on Community Roads

Analysis of Factors Influencing Pedestrian Traffic Accidents on Community Roads

대구광역시 어린이 및 노인 보행자의 교통사고 영향 요인 분석

A pedestrian traffic accident is a collision between a pedestrian and a moving vehicle that occurs within the surrounding road environment. The traffic accident data and secondary data from Daegu were collected and utilized between January 2014 and December 2019. The traffic accident data was divided into children, ordinary, and seniors according to the age of pedestrians. A classification model was applied to determine the ranking of the influencing factors. SMOTE was used to address the imbalance in traffic accidents among children and seniors compared to ordinary. The multinomial logistic regression model (MLR), random forest (RF), GBM, and XGBoost were considered classification models. The classification performance of RF, XGBoost, and GBM using ensemble-based decision trees was superior to that of the MLR. The results showed that the important variables for explaining pedestrian traffic accidents were as follows: children pedestrians suffered between 13:00 and 20:00 on sunny days in densely populated industrial complex areas. On the other hand, senior pedestrians faced higher risks of vehicle accidents between 9:00 and 12:00 on sunny days, mainly at intersections in downtown areas with traditional markets. As for the important influencing factors derived from the research, the number of educational institutions, the number of vehicle registrations, precipitation, the number of academies, the number of parks, and the number of facilities for the elderly ranked high accordingly.

Characteristics and Clinical Outcomes of Elderly Patients with Trauma Treated in a Local Trauma Center

Purpose: This study aimed to investigate the characteristics of elderly patients who visited a non-regional trauma center to examine the effects of old age on the clinical outcomes of patients.Methods: The medical charts of 159 patients with trauma who visited the National Health Insurance Service Ilsan Hospital between March 2020 and February 2022 were retrospectively analyzed.Results: Of the 159 patients, 41 were assigned to the elderly patient group (EPG) and 118 were assigned to the non-elderly patient group (NEPG). The average age of patients in each group was 75.5 and 38.2 years in the EPG and the NEPG, respectively. Comparing the injury mechanism between the two groups, pedestrian traffic accidents (TA) were the most common (24.4%), followed by slipping (19.5%), motorcycle TA, and bicycle TA (14.6%) in EPG. In the NEPG, motorcycle TA (28.0%) was the most common, followed by car TA (27.1%), and fall injury (16.9%), with a significant difference between the two groups (&lt;i&gt;p&lt;/i&gt; &lt; 0.001). The significant differences between the two groups were the injury severity score (ISS; &lt;i&gt;p&lt;/i&gt; = 0.004), severe trauma (&lt;i&gt;p&lt;/i&gt; = 0.045), intensive care unit admission (&lt;i&gt;p&lt;/i&gt; = 0.028), emergency operation (&lt;i&gt;p&lt;/i&gt; = 0.034), and mortality (&lt;i&gt;p&lt;/i&gt; = 0.013). The statistically significant risk factors for mortality were old age (&lt;i&gt;p&lt;/i&gt; = 0.024) and chest injury (&lt;i&gt;p&lt;/i&gt; = 0.013).Conclusion: Patients in the EPG compared with the NEPG group showed different injury mechanisms. The EPG has a higher severity and mortality rate than the NEPG.

Research on the influencing factors of elderly pedestrian traffic accidents considering the built environment

Research on the influencing factors of elderly pedestrian traffic accidents considering the built environment

Multiclass Classification by Various Machine Learning Algorithms and Interpretation of the Risk Factors of Pedestrian Accidents Using Explainable AI

Pedestrian injuries and fatalities due to traffic accidents remain at a high level. Therefore, the need for efforts to reduce this ratio is on the rise. Machine learning models can facilitate the exploration of the various factors that influence the occurrence of pedestrian accidents. In this study, we used data on pedestrian traffic accidents classified into three categories of injury severity: minor, severe, and fatal. To compare the performance of various types of models, logistic regression, Naïve Bayes, XGBoost, CatBoost, and LightGBM were used for analysis. Five machine learning methods were applied to the analysis, and hyperparameter tuning was performed to improve the performance of the model. The performances of the five models were 0.688, 0.577, 0.705, 0.708, and 0.707, respectively, and LightGBM showed the best classification accuracy at 0.708 in this study. Based on SHAP (Shapley additive explanation), one of the explainable artificial intelligence (XAI) techniques, we were able to obtain the variable importance of the LightGBM model, through which we identified the main factors affecting each level of injury severity. In addition, by using LIME (local interpretable model‐agnostic explanation), another XAI technique, it was found that the age of the driver and pedestrian was the factor that had the most significant influence on the model’s classification prediction. Specifically, as the size of the vehicle increases, the severity of the accident increases. When the driver is older, the severity of the accident is small, and when the driver is young, the severity of the accident is high.

A Geographical and Temporal Risk Evaluation Method for Red-Light Violations by Pedestrians at Signalized Intersections: Analysis and Results of Suzhou, China.

Red-light violations of pedestrians crossing at signal intersections is one of the key factors in pedestrian traffic accidents. Even though there are various studies on pedestrian behavior and pedestrian traffic conflicts, few focus on the risk of different crosswalks for the violating pedestrian group. Due to the spatio-temporal nature of violation risk, this study proposes a geographical and temporal risk evaluation method for pedestrian red-light violations, which combines actual survey and video acquisition. First, in the geographical-based risk evaluation, the pedestrian violation rate at signal intersections is investigated by Pearson correlation analysis to extract the significant influencing factors from traffic conditions, built environment, and crosswalk facilities. Second, in the temporal-based risk evaluation, the survival analysis method is developed to quantify the risk of pedestrian violation in different scenarios as time passes by. Finally, this study selects 16 typical signalized intersections in Suzhou, China, with 881 pedestrian crosswalk violations from a total size of 4586 pedestrians as survey cases. Results indicate that crossing distance, traffic volume on the crosswalk, red-light time, and crosswalk-type variables all contribute to the effect of pedestrian violation from a geographical perspective, and the installation of waiting refuge islands has the most significant impact. From the temporal perspective, the increases in red-light time, number of lanes, and traffic volume have a mitigating effect on the violations with pedestrian waiting time increases. This study aims to provide a development-oriented path by proposing an analytical framework that reconsiders geographical and temporal risk factors of violation. The findings could help transport planners understand the effect of pedestrian violation-related traffic risk and develop operational measures and crosswalk design schemes for controlling pedestrian violations occurring in local communities.

보행로 안전성 구축을 위한 보행자용 보호펜스의 배치 현황 및 입면 디자인 표현특성에 관한 연구

When people decide that the route to their destination is inefficient, they jaywalk when it is annoying or difficult to move across the road through crosswalks, overpasses, or underground sidewalks. At this time, among various pedestrian safety facilities, it is believed that the pedestrian protection fence, which prevents pedestrians from leaving, will need to be managed by acting as a kind of wall that separates roads and pedestrians. Pedestrian traffic accidents are not simple, but can occur at various locations such as crosswalks, pedestrians, and street corners, and public transportation stops (subways, buses, and taxis), so pedestrian protection fences should be carefully arranged according to the size and characteristics of each road. In addition, it is judged that the characteristics of the elevation design expression should also be considered as the proportion of the pedestrian protection fence continues to increase visually and directly affects the urban aesthetics. Therefore, this study aims to understand the arrangement status of the pedestrian protection fence and to analyze the characteristics of various elevation design expressions. In the conclusion, it is necessary to consider the harmony of the elevation design along with the overall arrangement. Therefore, it is necessary to establish a clear boundary between vehicles and pedestrians in consideration of the characteristics of the deployed area at the same time as a simple and concise formative plan prioritizing functions, and it is time to promote safety awareness through strong visual effects. At this time, if the overall harmony is well achieved, aesthetic beauty can be given to the walking path, so it is judged that a pleasant walking environment with safety and balance of aesthetics will be formed.

공공디자인 관점에서의 교통안전디자인 사업 평가 연구

The development of transportation in the diversified and diversified urban environment also occurs, and the importance of traffic safety for drivers and pedestrians continues to emerge. It is very important to consider strategic projects as basic local governments are establishing promotion plans centered on implementation plans by reflecting the problems of the realistic urban environment at the spatial management level. Bucheon-si is a densely populated city and is developing a cultural perspective, and it is trying to create a safe environment through active cooperation with the light rail department to prevent accidents of various classes such as pedestrian traffic accidents, children, and the elderly. In order to evaluate traffic safety design projects, elements were derived and evaluated by categorizing safety design principles and public design project evaluation indicators, and Bucheon-si showed insignificant response status for all traffic safety strategic projects except for traffic safety in child protection zones. Therefore, when establishing a traffic safety design strategic project, it was concluded that an indicator that can preferentially evaluate the matters of safety is needed.

Evaluation of Exclusive Pedestrian Phase Safety Performance at One-Level Signalized Intersections in Vilnius

This work aims to identify the effectiveness of one-level signalized intersections with exclusive pedestrian phases in terms of vehicle-pedestrian crashes resulting in pedestrian injury or fatality. The work analyzes and evaluates specific exclusive pedestrian phases without diagonal crossing possibility at one-level signalized intersections in the city of Vilnius. Anonymized data on traffic accidents from the Lithuanian Police Department Accident Register were used for safety analysis purposes. The traffic accident data cover all traffic accidents with dead or injured persons. The traffic accident data was analyzed with the help of QGIS for selected time intervals (before and after analysis). The density of traffic accidents was calculated with the help of the comparative analysis method at 11 signalized intersections in Vilnius City, where an exclusive pedestrian phase without diagonal crossing was implemented. An exclusive pedestrian phase with diagonal crossing is usually implemented to increase pedestrian safety at a signalized intersection with a high pedestrian intensity. The analysis carried out indicates that the specific exclusive pedestrian phase without diagonal crossings in Vilnius reduced pedestrian traffic accidents by up to 100%. No traffic accidents occurred after the installation of the exclusive pedestrian phase at intersections where there were no pedestrian accidents prior to the installation.

Changes in the characteristics of trauma patients after the early COVID-19 outbreak: A retrospective study of a regional level 1 trauma center in Republic of Korea.

Gyeonggi-do (Gyeonggi province) has the second highest number of coronavirus disease (COVID-19) cases in the Republic of Korea after Seoul, with approximately 25% of the COVID-19 patients as of January 2021. Our center is a level I trauma center located in south Gyeonggi-do, and we aimed to evaluate whether the characteristics of trauma patients changed after the COVID-19 pandemic.We retrospectively reviewed the trauma patients registered with the Korea Trauma Database of the Center from February 2019 to January 2021. The patients were dichotomized into pre-coronavirus disease (pre-COVID) and coronavirus disease (COVID) groups, and their trauma volumes, injury characteristics, intentionality, and outcomes were compared.A total of 2628 and 2636 patients were included in the pre-COVID and COVID groups, respectively. During the COVID-19 period, motorcycle accidents, bicycle accidents, and penetrating injury cases increased, and pedestrian traffic accidents, slips, and injury by machines decreased. The average daily number of patients in the COVID group was lower in March (5.6 ± 2.6/day vs 7.2 ± 2.4/day, P = .014) and higher in September (9.9 ± 3.2/day vs 7.7 ± 2.0/day, P = .003) compared to the pre-COVID group. The COVID group also had a higher ratio of direct admissions (67.5% vs 57.2%, P < .001), proportion of suicidal patients (4.1% vs 2.7%, P = .005), and injury severity scores (14 [9–22] vs 12 [4–22], P < .001) than the pre-COVID group. The overall mortality (4.7% vs 4.9%, P = .670) and intensive care unit length of stay (2 [0–3] days vs 2 [0–4] days, P = .153) was not different between the 2 groups.Although the total number of patients did not change, the COVID-19 pandemic affected the number of monthly admissions and the injury mechanisms changed. More severely injured patients were admitted directly to the trauma center.

Predicting Pedestrian Traffic Accidents Using an Gis-Compatible‎ Integrated Predictive Model ‎Based on Local Risk Factors

Predicting Pedestrian Traffic Accidents Using an Gis-Compatible‎ Integrated Predictive Model ‎Based on Local Risk Factors

Impact of obesity on the severity of trauma in patients injured in pedestrian traffic accidents.

Studies on the relationship between obesity and injuries, especially those sustained in pedestrian traffic accidents, are lacking. We aimed to assess the effects of obesity on the severity of injury at the time of admission to the emergency room in patients who experienced pedestrian traffic accidents. This study included trauma patients registered in the Korean Trauma Database from July 1, 2018 to December 31, 2020, whose mechanism of injury was pedestrian traffic accidents and who were treated at a single institution. Those aged below 15 years were excluded. Patients were assigned to nonobese and obese groups based on a body mass index of 25 kg/m2. An Injury Severity Score of 25 or greater was considered to indicate a critical injury. In total, 679 cases of pedestrian traffic accidents were registered during the study period, and 543 patients were included in the final analysis. Of them, 360 patients (66.3%) and 183 patients (33.7%) were categorized as nonobese and obese, respectively. The median age was significantly higher in the nonobese group than in the obese group (60 vs. 58 years). Multivariate analysis demonstrated that the odds ratio for critical injury in obese patients was 1.59 (95% confidence interval, 1.01-2.48) compared with nonobese patients. Obesity affected the likelihood of sustaining severe injuries in pedestrian traffic accidents. Future studies should analyze the effects of body mass index on the pattern and severity of injuries in patients with more diverse injury mechanisms using large-scale data.

The impact of COVID-19 on trauma patients and orthopedic trauma operations at a single focused training center for trauma in Korea.

The objective of this study was to determine the effects of coronavirus disease 2019 (COVID-19) on the volume of trauma patients, the number of orthopedic trauma operations, and the severity of injuries. We also investigated the correlations between social distancing and these variables. This was a retrospective review of trauma patient cases at a single focused training center for trauma in Korea from January 2017 to April 2021. The COVID-19 group included patients treated from January 1 to April 30 in 2020 and 2021, and the control group included patients treated during the same months from 2017 to 2019. The volume of trauma patients according to the level of social distancing was evaluated among patients treated from August 2, 2020 to November 23, 2020. The study included 3,032 patients who presented to the emergency department with traumatic injuries from January to April 2017 to 2021. The average number of patients was 646.7 and 546.0 in the control and COVID-19 groups, respectively. The percentage of patients injured in traffic accidents (TAs) decreased from 25.0% to 18.2% (P<0.0001). The proportions of in-car TAs and pedestrian TAs also decreased from 6.7% and 10.8% to 3.5% and 6.0%, respectively (P=0.0002 and P<0.0001). The percentage of bicycle TAs increased from 2.4% to 4.0% (P=0.0128). The proportion of patients with an Injury Severity Score above 15 and the mortality rate did not change significantly. As the level of social distancing increased, the number of trauma patients and the number of trauma injuries from TAs decreased. The number of orthopedic trauma operations also depended on the social distancing level. The number of trauma patients presenting to the emergency department decreased during the COVID-19 period. The volume of trauma patients and orthopedic trauma operations decreased as the social distance level increased.

Effectiveness of Pedestrian Safety Service Provision Using Sensing Technology

In this study, we describe the results of an analysis of the effectiveness of providing pedestrian safety services, in terms of reducing pedestrian traffic accidents. We conducted our analysis by investigating the speed of vehicles at two different demonstration points, where the same system and service were provided. For this purpose, we selected a child protection zone and a point on a general road section where a raised crossing is installed. We conducted vehicle speed surveys at the point adjacent to the crosswalk and the points where the driver is expected to be fully provided with information, in order to examine the change in vehicle approach speed, depending on the provision of the service. Overall, the analysis showed that the vehicle’s speed at the point and approaching speed decreased when the pedestrian safety service was provided; however, the effect was more pronounced in the child protection zone, considering the characteristics of the demonstration points. From these results, we conclude that it is necessary to provide services and develop guidelines considering the surrounding environment, such as traffic safety facilities and road safety facilities, according to the characteristics and classification of each point, in order to provide efficient pedestrian safety services.

Gender Differences in Pedestrians’ Traffic Behaviors in Iran: A Study from a Candidate Safe Community

Background: Although the number of pedestrian traffic accidents is decreasing worldwide, more than one-third of traffic fatalities in Iran are related to pedestrians. High-risk behaviors of pedestrians increase their vulnerability to road traffic injuries. Objectives: This study aimed to investigate gender differences in adopting safe pedestrian behaviors in Tabriz, Iran. Methods: This cross-sectional study was carried out among pedestrians aged 18 years and over (n = 508) living in the second municipal district of Tabriz, Iran. The stratified random sampling method was used to recruit a representative sample of adults from 23 July to 21 November 2019. A standardized, structured questionnaire was used for evaluating traffic behaviors in five domains (i.e., adhering to traffic rules, pedestrians’ traffic violations, positive pedestrian behaviors, pedestrians’ distraction, and pedestrians’ aggressive behaviors). The data was analyzed by SPSS version 22 using independent t-test, regression, chi-square, and ANOVA tests. Results: Overall, 58.5% of the participants were female. Women had significantly higher scores in three domains of pedestrian traffic behaviors (i.e., no traffic violations, not being distracted, and not having aggressive behavior) than men (P &lt; 0.001). Additionally, married women and women with higher education levels earned significantly higher scores than others in total pedestrian traffic behaviors. There were significant differences between men and women regarding the use of a personal car and walking daily more than an hour (P &lt; 0.05). Conclusions: Our findings suggest gender differences in the five dimensions of pedestrian traffic behaviors in Iran. Gender-specific risk reduction strategies in the Iranian pedestrians’ safety intervention programs may promote safe traffic behaviors of pedestrians.

PERSONALIZED CUSTOMIZATION METHOD OF HYBRID HUMAN MODEL FOR PEDESTRIAN-VEHICLE ACCIDENT RECONSTRUCTION

Traffic accident reconstruction is a reverse dynamic problem, which requires hundreds of iterations to reconstruct the whole process of accident. However, in current pedestrian-vehicle accident reconstructions, it is difficult to quickly establish a pedestrian model based on specific cases, and it is hard to solve the contradiction between calculation accuracy and calculation time. In this paper, a personalized pedestrian customization method is proposed. First, the pedestrian structure is divided into independent modules according to obvious bony markers. For each independent module, multi-body (MB) model and finite element (FE) model are established, respectively. Then the appropriate modules are selected to form the whole hybrid pedestrian model. This method can customize the structure of pedestrian model according to the injury characteristics of pedestrians in specific accidents, and customize the parameters of pedestrian model according to the height and weight of pedestrians. The impact simulation tests are carried out on hybrid pedestrian models to verify the reliability of the models. The proposed method can effectively improve the modeling efficiency of pedestrian models and the reconstruction quality of pedestrian traffic accidents.

Epidemiology and Clinical Patterns of Ocular Trauma at a Level 1 Trauma Center in Korea.

BackgroundTo evaluate the patterns of distribution and clinical manifestations of ocular injuries referred to the level 1 trauma center of Pusan National University Hospital (PNUH) in Korea.MethodsWe analyzed 254 of 4,287 patients who were referred to the Department of Ophthalmology at the level 1 trauma center of the PNUH, from January 2016 through December 2018. Data on the incidence of ocular injuries, sex, age, monthly and seasonal distribution, day and time of injury, side of injury, cause, residence of patients, referral time to an ophthalmologist and subsequent examination time, final visual acuity (VA), and complications were obtained from medical records and retrospectively reviewed. The patients were grouped according to their main diagnosis using the Birmingham Eye Trauma Terminology System (BETTS) and Ocular Trauma Score (OTS).ResultsThe incidence of ocular injuries with major trauma was higher in men (n = 207, 81.5%), the median age at time of injury was 54 years, and Pusan recorded the most cases. The incidences of ocular injury were 1.47/100,000, 1.57/100,000, 1.48/100,000 in 2016, 2017 and 2018, respectively. The most common cause was by a motorbike accident, followed by a pedestrian traffic accident and falls. According to the BETTS classification, open-globe injuries represented 4% of cases, closed-globe injuries represented 12.6%, and other injuries represented 83.1%. Open-globe injuries were significantly associated with low final VA (P = 0.01). In the OTS, 79.4% of patients received 4 or 5 points and 13.7% of patients received 1 or 2 points. The patients who received 1 or 2 points in the OTS score showed final VA below hand movement (P < 0.001), except for two patients. Lid laceration and low initial VA were highly correlated with poor final VA (P < 0.001).ConclusionThis is the first study on the epidemiology and clinical manifestations in trauma patients with ocular injuries at a level 1 trauma center. The incidences of ocular injuries with major trauma were about 1.47–1.57/100,000. BETTS, OTS, lid laceration and initial VA were associated with final VA. We expect our study to provide a basis of data for the evaluation, prevention, and management of ocular injuries in patients with systemic trauma.