Reduction In Severity Of Injury Research Articles

Advancements in Bicycle Safety: Integrating Control Sensors and Artificial Intelligence for Enhanced Airbag Innovation

Abstract: Motorcycle safety is a critical concern in traffic systems worldwide. This paper introduces a novel approach to enhancing rider safety through the integration of airless tires and advanced airbag systems, underpinned by artificial intelligence (AI) and control sensors. Airless tires contribute to vehicle stability by eliminating the risk of sudden deflation, while AI-driven airbag systems promise dynamic protection for riders during collisions. The study begins with an analysis of airless tire technology, emphasizing its impact on motorcycle stability and safety. It then transitions to the development of motorcyclespecific airbag systems, which utilize AI to process sensor data and make real-time decisions regarding airbag deployment. The effectiveness of these systems is validated through crash simulation tests and impact force measurements, demonstrating a substantial reduction in injury severity. Challenges such as cost, user acceptance, and technical constraints are thoroughly examined. The paper concludes with a discussion on future trends, including the potential for AI to predict and prevent accidents before they occur, thereby setting a new standard for motorcycle safety.

Modeling the influence of safety aid market penetration on traffic safety: Case of collision warning system for powered two-wheelers

Every year, several thousand powered two-wheeler (PTW) i.e., motorcycle, moped and scooter drivers and passengers die in traffic accidents in the EU. Despite the much higher risk of death and injuries for PTW vs. car users, there is a three-fold lack regarding collision warning technologies for PTWs: lack of research, lack of regulation and lack of availability in the market. Many injuries occur in rear-end collisions, when PTW is struck from the rear by another vehicle. In this paper we present a hybrid, multi-method simulation model that allows simulation of various situations in which a vehicle may collide with the rear end of a PTW. We have used this model to estimate the potential impact of market penetration of a novel PTW ESS + RECAS system, named MEBWS (Motorcycle Emergency Braking Warning System), within the EU on the number of traffic accidents and their consequences, which would contribute to the EU “Vision Zero” goal: “reduce road deaths to almost zero by 2050”. MEBWS has been developed at the Faculty of Information Studies in Novo mesto and patented. Simulation results using EU traffic accident data show that with 100% market penetration of the MEBWS system in the EU, the total number of PTW rear-end collisions would decrease by 29.50%. This reduction would result in fewer injuries and a decrease in economic crash costs by €43,145,172, according to the standard EU methodology. With the MEBWS system enabled, the number of traffic accidents in the standard rear-end collision emergency braking scenarios Moto, normal drive, Moto, emergency stop and Moto, not moving decreased by 33.15%, 27.76% and 28.76%, respectively. In cases where the collision could not be prevented due to slow response of the following driver or very high relative speed of the vehicles, MEBWS reduced the relative speed at impact, resulting in a reduction of injury severity by up to 11.198%, as estimated by the amount of kinetic energy released at collision.

The Effect of Immigration on Occupational Injuries: Evidence from Administrative Data*

AbstractThe task specialization literature suggests that migrant workers concentrate on physically intensive occupations, pushing natives towards less‐risky jobs. What is the effect of immigration on the severity of work‐related injuries? By matching administrative data on work‐related injuries and residence registries in Italy, this paper shows that migrant inflows lead to a reduction of physical impairment and injury‐related paid sick leave for native workers, independently from occupation and sector transitions. The effect is largest in manufacturing and construction and among the eldest employees. The analysis exploits spatial and temporal variation in foreign‐born residents' province shares and an instrumental variable strategy based on historical co‐national local settlements. To rationalize the underlying mechanism, we show that migrant workers sort into risky occupations and we study workforce composition effects. We rule out that the effect is due to higher unemployment among natives with lower education, more exposed to injury risks, or to native workers' local migration. Longitudinal worker‐level data from the Labor Force Survey show that native workers' transitions between sectors and occupations in response to immigration are not significant. Hence, our results suggest that the reduction in injury severity may result from a reallocation of riskier tasks from native workers, especially of older ages, to migrant workers, even when occupational transitions do not occur.

Factors affecting injury severity at pedestrian crossing locations with Rectangular RAPID Flashing Beacons (RRFB) using XGBoost and random parameters discrete outcome models

This paper evaluates the effectiveness of Rectangular Rapid Flashing Beacons (RRFB) on crash severity. The study used and compared XGBoost and Random Parameters Discrete Outcome Models (RPDOM) respectively. The dataset comprises of 312 pedestrian crossing locations, among which 154 treatment locations were provided with the Rectangular Rapid Flashing Beacons (RRFB) and 158 control locations without RRFB. These control locations have similar roadway, traffic, and land use characteristics of that of the treatment locations but are not treated with RRFB or other pedestrian crossing countermeasures. This study shows the impact of RRFB and other factors on severity of nighttime, pedestrian, total and rear-end crashes. Crash severity data was compiled from driver, vehicle, and event level data of each crash. Due to availability of larger number of observations for total (35,553), rear-end (15,675) and nighttime crashes (8,144) XGBoost was used, and due to less observations for pedestrian crashes (369), it was modeled using RPDOM. The results showed positive impact of RRFB for the reduction of nighttime crashes. It was noted that RRFB reduces the K and A nighttime crashes according to the SHAP values from the XGBoost model but does not have the desired significance for rear end and overall total crashes in the study area. From the RPDOM, it was seen that RRFB showed statistically significant reduction in injury severity of pedestrian crashes and nighttime crashes. To compare the two models, nighttime crashes were modeled using both the techniques, the prediction accuracy of XGBoost Model was 97% which was much greater than that of the RPDOM at 73.8% prediction accuracy. Thus, both XGBoost and the RPDOM model for showed positive impact of installing RRFB in reducing the severity of nighttime crashes.

Running Gait Training Improves Outcomes at United States Air Force Basic Military Training.

The aim is to investigate the impact of large-group, motor learning-based running gait training on injury risk in United States Air Force (USAF) Basic Military Training (BMT). A prospective quasi-experimental program evaluation is used. Medical providers taught running gait form to groups of trainees in the first week of training of BMT from August 2020 to March 2021. The main outcome measures included risk ratio of reported injuries, removal from training because of injury, and separation from service because of injury. Of BMT trainees, 2,205 underwent group, motor learning-based running gait training; this was compared with two intake groups (nA = 3,941 and nB = 2,041) who were only given introductions to sports medicine staff in a classroom setting. Reported pain complaints increased (χ2 = 27.4A and 20.83B, P < .001). Risk ratios for more severe injuries necessitating time out of training or separation from USAF were reduced, although these were statistically not significant (13%, P = .48 and 22%, P = .29, respectively). Leadership implemented gait training across BMT, and data from the following 8 weeks of intake (n = 6,223) demonstrated similar trends in increases in patient reports of pain (χ2 = 67.25, P < .001) but significantly reduced risk ratios of removal from training (32%, χ2 = 16.35, P < .001) or separation (32%, χ2 = 12.54, P < .001). While not previously shown to mitigate injury, large-group, running gait training was associated with a significant reduction in injury severity defined by training delays and separation from service in USAF BMT.

Safety Assessment and a Parametric Study of Forward Collision-Avoidance Assist Based on Real-World Crash Simulations

In this study, we selected four real-world rear-end crash scenarios with different crash characteristics. The vehicles involved in those crashes were not equipped with any crash avoidance systems. We then used the accident reconstruction method to build those crash scenarios in PC-Crash software. Then, different FCW/AEB safety algorithms have been defined for a subject vehicle model in each crash scenario and each scenario was simulated for a set of input parameters such as vehicle speed, brake intensity, and driver reaction time. The range and distribution of input parameters were extracted from the related field crash data and available literature. A total number of 16000 simulations have been conducted which produced input-output datasets for further investigations. Finally, the effects of input parameters on simulation outcomes including crash occurrence, AEB activation, injury risk, and vehicle damage have been quantified using the Boruta algorithm. The results indicated that the overall effectiveness of the AEB system was a 57% reduction of rear-end crashes, a 52% reduction of injury severity (striking vehicle’s passengers), and a 47% reduction of damages for striking vehicles. The results also showed that the available AEB algorithms were more effective for the average speed equal to or less than 80 kmph. The speed of the subject vehicle, type of AEB algorithm, sensor detection range, and driver reaction time were the most important parameters on crash outcomes. In addition, the results indicated that the performance of FCW had a direct impact on the effectiveness of the AEB system for the integrated FCW + AEB system.

Epidemiologic and clinical characteristics of severe burn patients: results of a retrospective multicenter study in China, 2011\u20132015

BackgroundSevere burns injury is a serious pathology, leading to teratogenicity and significant mortality, and it also has a long-term social impact. The aim of this article is to describe the hospitalized population with severe burns injuries in eight burn centers in China between 2011 and 2015 and to suggest future preventive strategies.MethodsThis 5-year retrospective review included all patients with severe burns in a database at eight institutions. The data collected included gender, age, month distribution, etiology, location, presence of inhalation injury, total burn surface area, depth of the burn, the length of hospitalization, and mortality. SPSS 19.0 software was used to analyze the data.ResultsA total of 1126 patients were included: 803 (71.3%) male patients and 323 (28.7%) female patients. Scalds were the most common cause of burns (476, 42.27%), followed by fire (457, 40.59%). The extremities were the most frequently affected areas, followed by the trunk. The median length of hospitalization was 30 (15, 52) days. The overall mortality rate was 14.21%.ConclusionsAlthough medical centers have devoted intensive resources to improving the survival rates of burn patients, expenditures for prevention and education programs are minimal. Our findings suggest that more attention should be paid to the importance of prevention and the reduction of injury severity. This study may contribute to the establishment of a nationwide burn database and the elaboration of strategies to prevent severe burns injury.

Influences on the Risk of Injury of Bicyclists' Heads and Benefits of Bicycle Helmets in Terms of Injury Avoidance and Reduction of Injury Severity

This study deals with the risk of injury to the bicyclist's head and the benefits of wearing a bicycle helmet in terms of reduction of injury severity or even injury avoidance. The accident data of 4,245 injured bicyclists as a randomized sample, collected by a scientific research team within the GIDAS project (German In-Depth Accident Study) were analyzed. Given that head injuries result in approximately 40% of bicycle-related crashes, helmet usage provides a sensible first-level approach for improving incidence and severity of head injuries. The effectiveness of the bicycle helmet was examined using descriptive and multivariate analysis for 433 bicyclists with a helmet and 3,812 bicyclists without a helmet. Skull fractures, severe brain injuries and skull base fractures were up to 80% less frequent for bicyclists wearing a helmet. Among individuals 40 years of age and older, a significant increase of severe head injuries occurred if no helmet was used compared to younger persons with helmet. Language: en

Patients Referred to a Norwegian Trauma Centre: effect of transfer distance on injury patterns, use of resources and outcomes.

BackgroundTriage and interhospital transfer are central to trauma systems. Few studies have addressed transferred trauma patients. This study investigated transfers of variable distances to OUH (Oslo University Hospital, Ullevål), one of the largest trauma centres in Europe.MethodsPatients included in the OUH trauma registry from 2001 to 2008 were included in the study. Demographic, injury, management and outcome data were abstracted. Patients were grouped according to transfer distance: ≤20 km, 21-100 km and > 100 km.ResultsOf the 7.353 included patients, 5.803 were admitted directly, and 1.550 were transferred. The number of transfers per year increased, and there was no reduction in injury severity during the study period. Seventy-six per cent of the transferred patients were severely injured. With greater transfer distances, injury severity increased, and there were larger proportions of traffic injuries, polytrauma and hypotensive patients. With shorter distances, patients were older, and head injuries and injuries after falls were more common. The shorter transfers less often activated the trauma team: ≤20 km -34%; 21-100 km -51%; > 100 km -61%, compared to 92% of all directly admitted patients. The mortality for all transferred patients was 11%, but was unequally distributed according to transfer distance.ConclusionThis study shows heterogeneous characteristics and high injury severity among interhospital transfers. The rate of trauma team assessment was low and should be further examined. The mortality differences should be interpreted with caution as patients were in different phases of management. The descriptive characteristics outlined may be employed in the development of triage protocols and transfer guidelines.

Improvements in passive car safety led to decreased injury severity – a comparison between the 1970s and 1990s

The purpose of this study was to characterize changes in the mechanism and pattern of injury for vehicular trauma victims with modern vehicle design. Crash and injury severity were specifically investigated to isolate the influence of these improvements in vehicle design. Since 1972, a local, prospective, assessment of vehicular trauma victims on-scene and at medical institutions providing care has been performed including the following parameters: delta-v, collision speed, type of road using, abbreviated injury scale (AIS), injury severity score (ISS), incidence of polytrauma or death. Victims (for restrained car occupants, bicyclists, pedestrians) injured between 1973 and 1978, and between 1994 and 1999 were compared. Lower crash severity (delta-v, collision speed) and injury severity (AIS, ISS, incidence of polytrauma or death) were measured for restrained car occupants, bicyclists and pedestrians during the later period. The correlation coefficient between delta-v or vehicle collision speed and ISS was higher in the earlier period for car occupants, cyclists and pedestrians. This study suggests that the observed reduction in injury severity in restrained car occupants, bicyclists and pedestrians is not only linked to the reduction of crash severity, but also related to improvements in vehicle design beyond seat-belt use. Passive car safety led to decreased injury severity--a comparison.

Prevention of Postischemic Injury in Immature Intestine by Deferoxamine

Free radical-mediated reperfusion injury has been demonstrated in ischemic neonatal bowel necrosis, but the mechanism of injury remains elusive. To determine whether such an injury can be prevented, 76 weaning rats were studied to test the effects of deferoxamine, an iron chelator, in postischemic injury. Group I ( N = 20) had a sham laparotomy without vascular occlusion. Group II ( N = 21) was subjected to 90 min of superior mesenteric artery occlusion prior to reperfusion. Group III ( N = 35) received deferoxamine 15 mg/kg intravenous prereperfusion, in addition to ischemia and reperfusion as in group II. Survival profiles for each group were determined and a scale of pathologic severity was applied and compared. Group I had 100% long-term survival and group II, 14%. Group III had an overall survival of 28% and demonstrated a prolonged postreperfusion survival profile ( P < 0.002) compared to group II. Histology was nearly identical to human necrotizing enterocolitis in degrees of bowel wall destruction and relative paucity of neutrophils. Group III showed a significant reduction in severity of injury compared to group II ( P < 0.003). We conclude that neonatal bowel ischemia conditions such as necrotizing enterocolitis may be reperfusion injuries wherein free iron plays an important role in tissue injury. Administration of an iron chelating agent under such conditions has a beneficial effect on survival and histology.

'Beverly Hills, 90210': The lap belts don't show on TV.

To the Editor. —Safety-belt wearers who sustain motor vehicle accidents have an approximate two-thirds reduction in severity of injury, hospital admissions, and hospital charges. 1 Unfortunately, young adults are among those least likely to wear safety belts. 2 "Beverly Hills, 90210" is a popular television show among young adult viewers. The stars are 17-year-old fraternal twins (one boy, one girl) who are both licensed drivers. Although these two "role models" do a lot of driving, consistent with the show's Southern California milieu, neither actor ever buckles up. The producers of this show should insist that the actors wear safety belts during the show's filming. This seemingly innocuous procedure might encourage young adult viewers to wear their safety belts and might reduce the head and facial injury rate in this age group.

'Beverly Hills, 90210': The Lap Belts Don't Show on TV

<h3>To the Editor.</h3> —Safety-belt wearers who sustain motor vehicle accidents have an approximate two-thirds reduction in severity of injury, hospital admissions, and hospital charges.¹Unfortunately, young adults are among those least likely to wear safety belts.² "Beverly Hills, 90210" is a popular television show among young adult viewers. The stars are 17-year-old fraternal twins (one boy, one girl) who are both licensed drivers. Although these two "role models" do a lot of driving, consistent with the show's Southern California milieu, neither actor ever buckles up. The producers of this show should insist that the actors wear safety belts during the show's filming. This seemingly innocuous procedure might encourage young adult viewers to wear their safety belts and might reduce the head and facial injury rate in this age group.

Prospective Study of the Effect of Safety Belts on Morbidity and Health Care Costs in Motor-Vehicle Accidents

To assess the impact of safety belt use on the extent of injuries sustained in motor-vehicle accidents and the incurred health care costs, 1364 patients were prospectively evaluated at four Chicago-area hospitals. Of these, 791 (58%) were wearing a safety belt whereas 573 (42%) were not. The mean injury severity score for safety belt wearers was 1.8 +/- 0.07 vs 4.51 +/- 0.31 in those not wearing a safety belt. Only 6.8% of safety belt wearers required admission vs 19.2% of those not wearing a safety belt. Restrained occupants incurred mean charges of $534 +/- $67 compared with $1583 +/- $201 in unrestrained occupants. Thus, safety belt wearers had a 60.1% reduction in severity of injury, a 64.6% decrease in hospital admissions, and a 66.3% decline in hospital charges. Our findings demonstrate the significant societal burden of nonuse of safety belts in terms of morbidity and the costs of medical care.

Morbidity and mortality of car occupants: comparative survey over 24 months.

The severity of injuries sustained by 2577 car occupants in road traffic accidents in the catchment area of one district accident service during February 1982 to January 1984 inclusive was assessed using the injury severity score system. In the first 12 months the mean injury severity score for front seat occupants injured in a road traffic accident was 4.94 and in the second 12 month period, after the implementation of the seat belt law, the mean injury severity score of all injured front seat occupants was 2.80. These figures indicated a reduction in injury severity of front seat occupants of 53.4% on the previous 12 month figures. The severity of injury sustained by unbelted front seat occupants and back seat passengers showed no significant change over the two years. The number of front seat occupants killed or sustaining serious injuries (injury severity score greater than 12) showed a reduction of 54% in the 12 months beginning February 1983. Front seat occupants requiring admission for injuries sustained showed a decline of 42% in the 12 months after the introduction of the seat belt law, and deaths among front seat occupants fell by 27% compared with the previous 12 months. After the implementation of seat belt legislation those front seat occupants killed or sustaining serious injuries included a significantly higher proportion of victims who were not wearing their seat belts or showed positive evidence of alcohol intake at the time of the accident. This series suggests that the incidence of serious injury or deaths among front seat occupants of cars has decreased substantially since the seat belt law became effective on 31 January 1983.