| 1. |
|
|
| 2. |
- Strandroth, Johan, 1978, et al.
(författare)
-
Correlation between Euro NCAP Pedestrian Test Results and Injury Severity in Injury Crashes with Pedestrians and Bicyclists in Sweden
- 2014
-
Ingår i: SAE Technical Papers. - 400 Commonwealth Drive, Warrendale, PA, United States : SAE International. - 0148-7191 .- 2688-3627. ; 2014-November:November
-
Tidskriftsartikel (refereegranskat)abstract
- Pedestrians and bicyclists account for a significant share of deaths and serious injuries in the road transport system. The protection of pedestrians in car-to-pedestrian crashes has therefore been addressed by friendlier car fronts and since 1997, the European New Car Assessment Program (Euro NCAP) has assessed the level of protection for most car models available in Europe. In the current study, Euro NCAP pedestrian scoring was compared with real-life injury outcomes in car-to-pedestrian and car-to-bicyclist crashes occurring in Sweden. Approximately 1200 injured pedestrians and 2000 injured bicyclists were included in the study. Groups of cars with low, medium and high pedestrian scores were compared with respect to pedestrian injury severity on the Maximum Abbreviated Injury Scale (MAIS)-level and risk of permanent medical impairment (RPMI). Significant injury reductions to both pedestrians and bicyclists were found between low and high performing cars. For pedestrians, the reduction of MAIS2+, MAIS3+, RPMI1+ and RPMI10+ ranged from 20-56% and was significant on all levels except for MAIS3+ injuries. Pedestrian head injuries had the highest reduction, 80-90% depending on level of medical impairment. For bicyclist, an injury reduction was only observed between medium and high performing cars. Significant injury reductions were found for all body regions. It was also found that cars fitted with autonomous emergency braking including pedestrian detection might have a 60-70% lower crash involvement than expected. Based on these results, it was recommended that pedestrian protection are implemented on a global scale to provide protection for vulnerable road users worldwide.
|
|
| 3. |
- Tingvall, Claes, 1953, et al.
(författare)
-
The consequences of adopting a MAIS 3 injury target for road safety in the EU: A comparison with targets based on fatalities and long-term consequences
- 2013
-
Ingår i: International Research Council on the Biomechanics of Injury Conference, IRCOBI 2013. - : International Research Council on the Biomechanics of Injury. ; , s. 1-11, s. 1-11
-
Konferensbidrag (refereegranskat)abstract
- It has been proposed in the European Union (EU) to adopt a Maximum Abbreviated Injury Scale (MAIS) of 3 or greater as the basis for a road safety target. To have a common definition of serious injury across the EU is in itself very positive. In this study, fatalities, MAIS 3+, MAIS 2+ and injuries leading to permanent medical impairment (PMI) were used to identify problem scenarios. A national data set of injuries reported to Swedish hospitals from 2007 to 2012 (STRADA) was used. Police-reported injuries were also taken into account. The results showed that, depending on the data source and injury rating method, problem scenarios differed substantially. While fatalities were dominated by vehicle occupants in high-speed environments, vulnerable road users in urban areas were in greater focus as a result of lowered thresholds for injury or impairment levels. Bicyclists in particular have many injuries at less severe, yet significant, levels. There is a particular need to consider certain diagnoses which lead, relatively often, to long-term consequences at the AIS 1 level. To achieve a better injury and consequence scenario, data from the medical system are an essential prerequisite.
|
|
| 4. |
- Boran, Colm, et al.
(författare)
-
Saving Lives with V2X versus On-Board Sensing Systems -Which will be More Effective?
- 2012
-
Ingår i: SAE Technical Papers. - 400 Commonwealth Drive, Warrendale, PA, United States : SAE International. - 0148-7191 .- 2688-3627. ; 11
-
Tidskriftsartikel (refereegranskat)abstract
- Infrastructure systems such as vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2X) communication can theoretically prevent nearly all accidents by gathering the speed, locations, and travel directions of traffic participants, and intervening to control vehicle motion as required to help prevent collisions. However, during the phase-in of the communication systems, there will be many vehicles and many roads that do not have the communication systems in place, and therefore the system will not be effective in those cases. This lack of availability is likely the main disadvantage.On-board sensing (autonomous) systems such as cameras and radar sensors may not detect all potential hazards (e.g. due to weather, or hidden hazards), but they are effective in many situations and can help prevent crashes without depending on communication with infrastructure or other vehicles.This paper evaluates and compares the effectiveness of communication and on-board sensing technology in saving lives. Various implementation scenarios and system capabilities are investigated.
|
|
| 5. |
- Jemt, Torsten, 1950, et al.
(författare)
-
Accuracy of implant-supported prostheses in the edentulous jaw: analysis of precision of fit between cast gold-alloy frameworks and master casts by means of a three-dimensional photogrammetric technique.
- 1995
-
Ingår i: Clinical Oral Implants Research. - : Wiley. - 0905-7161 .- 1600-0501. ; 6:3, s. 172-80
-
Tidskriftsartikel (refereegranskat)abstract
- Distortions of 15 routine implant-supported prostheses were measured in relation to the master casts after completion by means of a 3-dimensional (3-D) photogrammetric technique. All prostheses were designed as one-piece gold-alloy castings with resin teeth. Five of the prostheses were placed in the edentulous maxilla, and the remaining were placed in the lower jaw. Distortion of the cylinders was mostly observed in the horizontal plane (x- and y-axis) while the vertical aspect seemed to be more stable. The mean 3-D center point distortion was 42 (SD 15) and 74 (SD 38) microns for the upper and lower jaws, respectively. The measurements revealed a range of 3-D center point distortion from 16 to 80 and 15 to 165 microns for the different jaws, respectively. The corresponding 3-D mean angular distortion of the cylinders was 51 (SD 35) microns in lower and 70 (SD 75) microns in the upper jaws. A correlation was found between 3-D center point distortion and the width as well as the curvature of the implant arch, indicating more displacement the wider and the more curved the arch was. The 3-D center point distortion was also significantly higher in the upper jaws which could possibly be explained by the curvature of the implant arch and higher numbers of implants in the upper jaws. Further problems with the fit of upper jaw castings could be related to more alloy in the castings and poor alignment of implants.
|
|
| 6. |
- Jemt, Torsten, 1950, et al.
(författare)
-
Mucosal topography around implants in edentulous upper jaws. Photogrammetric three-dimensional measurements of the effect of replacement of a removable prosthesis with a fixed prosthesis.
- 1994
-
Ingår i: Clinical oral implants research. - : Wiley. - 0905-7161 .- 1600-0501. ; 5:4, s. 220-8
-
Tidskriftsartikel (refereegranskat)abstract
- A photogrammetric technique was tested to measure the topography of the mucosa around implants, placed in edentulous upper jaws. Photographs were taken of casts from 6 patients, who all had used a removable overdenture for one year. Another series of photographs was taken on new casts after the use of a fixed prosthesis for a second year. The 6 pairs of photographs were measured and compared in an analytical stereo plotter for surface contour and implant positions. The results from the measurements indicated a trend of general recession of the mucosa after one year with fixed prosthesis, both on the buccal as well as on the palatal side. The mean volume of recession was 222.4 mm3, corresponding to an average of 0.4 mm3/mm2 of mucosa. More recession was generally observed on the palatal side, but obvious variations between the patients were present. In conclusion, the photogrammetric technique was considered to be well suited for analysing tissue contours in various dental situations.
|
|
| 7. |
- Lie, Anders, 1959, et al.
(författare)
-
Are crash causation studies the best way to understand system failures – Who can we blame?
- 2024
-
Ingår i: Accident Analysis and Prevention. - 0001-4575. ; 196
-
Tidskriftsartikel (refereegranskat)abstract
- The search for common and serious single causes of road crashes naturally leads to a concentration on the road user. This is supported by a legal framework in the search for the main cause and the suspect for this cause. In prevention, we have for decades been more inclined to look for systematic improvements of all elements of the road transport system, and we direct the recommendations for actions towards system designers, organizations, products and services. In this paper the discussion about causation and prevention is broadened in the light of Vision Zero and its approach to prevention of serious and fatal injuries. We also discuss the Swedish judicial system and why the prevention approach has not been legislated or even generally accepted. Occupational health and safety legislation and road rules are compared, as well as how sustainability practices and reporting are tools to apply prevention where organizations have a natural sphere of influence that could mitigate deaths and serious injuries within value chains. It is recommended that we stop using the term causation as it is only directing actions in one direction. There is a risk that the focus on causation, in particular single causes, will deviate actions away from robust prevention countermeasures such as increased seat belt use, relevant speed limits, and well functioning roundabouts and median barriers. Furthermore, there is also a risk that important preventative actions from organizations are overlooked.
|
|
| 8. |
- Lie, Anders, 1959, et al.
(författare)
-
Automated vehicles: How do they relate to vision zero
- 2022
-
Ingår i: The Vision Zero Handbook: Theory, Technology and Management for a Zero Casualty Policy. - Cham : Springer International Publishing. ; , s. 1057-1071
-
Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- The Swedish Transport Administration (STA) work to reduce the number of suicides in the transport system. Fatalities, i.e., on roads, railways, and bridges, originate from either accidents or suicides, natural death excluded. Knowing the correct manner of death is needed to work with optimal prevention strategies. The aims are to separate fatalities due to suicides, follow the development, and implement measures for suicide prevention. Methods are developed for suicide classification and criteria for the selection in which suicides were suspected. Fatalities in level one and two of five were classified as suicides. Data from the STA's databases are used and so are data from the psychosocial investigations done by a trained investigator in the topic and with clinical experience from counselling at hospitals. 2129 persons died on the roads in Sweden, 10% (206 persons) were classified as suicides. 336 persons died after being hit by trains, 85% (284 persons) were suicides. 130 persons died by jumping from bridges. The number of suicides increases with population density. Suicide in the transport system is a major problem; firstly personal tragedies, it is also a work environment problem for truck and train drivers and for the emergency staff. It generates delays and costs for passenger and cargo transport. By analyzing the results of countermeasures in the form of obstructive barriers, the physical environment can be improved and high-risk areas can be accentuated. Restricting access to the means of suicide is important in suicide prevention. Strategies for the STA include suicide prevention in the design of new roads, railways, and bridges, as well as by identifying and reducing existing high-risk locations. Sharing the results with other authorities and organizations and cooperation within suicide prevention missions are vital for the enhancement of the overall suicide prevention work in society.
|
|
| 9. |
- Lie, Anders, 1959, et al.
(författare)
-
ISO 39001 road traffic safety management system, performance recording, and reporting
- 2022
-
Ingår i: The Vision Zero Handbook: Theory, Technology and Management for a Zero Casualty Policy. - Cham : Springer International Publishing. ; , s. 675-686
-
Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- Traffic safety has shifted from being a solely individual issue to also include responsibilities from those organizations that influences the use and quality of the road transport system. This chapter explores the background of this and presents how ISO 39001 has been introduced as a tool to manage traffic safety in organisations. Further it is setting organizational road traffic safety into context of the 3rd Global Ministerial Conference on Road Safety, the Stockholm declaration and the decision of the United Nations general Assembly. The chapter also discusses how a value chain analysis can help organisations in understanding and tackling their road safety footprint and part of their sustainability reporting.
|
|
| 10. |
- Lie, Anders, 1959, et al.
(författare)
-
Photogrammetric measurements of implant positions. Description of a technique to determine the fit between implants and superstructures.
- 1994
-
Ingår i: Clinical oral implants research. - : Wiley. - 0905-7161 .- 1600-0501. ; 5:1, s. 30-6
-
Tidskriftsartikel (refereegranskat)abstract
- A photogrammetric technique was designed to measure the position of dental implants in 3 dimensions to enable assessment of the fit of superstructures placed on the implants. A relatively simple camera set-up was developed and tested. Calibration of the camera was performed in a high-precision analytical plotter and revealed a film measurement accuracy of 0.005 mm. The achieved measuring accuracy for clear and well defined points on clinical components was found to be around 0.02 mm. To find the center points of the implants, points on the circumference were measured. These points are not well defined, which resulted in an estimation of the center point of the implant with a precision of 0.05 mm. Independent measurements of a prosthesis with 5 implants were also within the precision of 0.05 mm. The angular orientation of the top surface of the implant cylinder (abutment, brass replica of gold alloy cylinder of the framework) was measured with a precision of 0.01 radians, which corresponded to an error with a peripheral gap of about 0.03 mm. This value was about 5-10 times lower than the clinical fit between frameworks and abutments, measured in 3 randomly selected clinical cases.
|
|
