| 1. |
- Albertsson, Pontus, et al.
(författare)
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Litteraturöversikt Skadehändelser relaterade till busstrafik : Buss-OLA - en trafiksäker bussfärd
- 2003
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The aim of this literature review was to describe the pattern of injuries and fatalities related to bus traffic. Furthermore, the aim was to identify possible future measurements for improvement of passive safety in buses. Bus crashes were presented in international literature virtually in as many ways as there were articles on the topic. Hence, the authors used the term bus incidents, in order to cover all types of injuries related to bus traffic. In this review only M2 and M3 buses, i.e. buses over 3.5 tonnes were included. In the vast majority of OECD countries, less than 1 % of the vehicle fleet was constituted of buses. Bus passenger's average person kilometres represented 10 % of the total road vehicle person kilometres annually.The number of fatalities and injured in bus incidents have been stable recent years in EU. The fatality risk is ten times lower for bus passengers compared with car occupants. Of all traffic fatalities, bus fatalities represented 0.3-0.5 %. The most frequent injury localisations from all types of bus crashes were lower limb (35 %), upper limb (33 %) and head/face (28 %). Rollovers occurred in almost all cases of severe crashes. Projection, total ejection, partial ejection, intrusion and smoke inhalation were the main injury mechanism. Three major injury groups in severe bus crashes were thoracic injuries, massive injuries and pelvic fractures.Heavy wind seemed to be capable of affecting the bus dynamics, particularly on highly built buses (e.g. as high as 4.3 meters). Unprotected road users were hit by buses in about 1/3 of all cases in Sweden. Side impact was most common for local buses (38 %). Boarding and alighting were contributing to injuries in about 1/3 of all cases. If the coach has more than one section it seems that the upper section is more exposed to risk for injuries than the lower section.Safety belts can improve the passive safety in buses. The 2-point belt prevents passenger ejection but in frontal crashes the jack knife effect could cause head and thoracic injuries. However, the 3- point belt provides the best restraint in rollovers and frontal crashes, as it keeps the passenger remained seated.
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| 2. |
- Aldman, Bertil, et al.
(författare)
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Huvudstöd
- 1971
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- I denna rapport anges frekvensen av och principerna för skydd mot skador på huvud och hals för förare och passagerare i bilar vid påkörning bakifrån. Resultaten av en undersökning över hur några av de vanligaste skyddssystem som f n finns i Sverige och Finland svarar mot dessa principer redovisas och diskuteras.Termen huvudstöd har, i analogi med utländskt språkbruk (eng headrests, ty Kopfstützen) , använts för sådana skyddssystem. Den i allmänt språkbruk vanliga benämningen nackstöd har undvikits då den i olika sammanhang bedömts vara mindre adekvat. Den alternativa benämningen nackskydd, som föreslagits i pressen, betecknar enligt svensk standard den del av klädseln på motoristhjälmar som täcker nacken och har därför bedömts som mindre lämplig för den typ av skyddssystem som här avses.
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| 3. |
- Anund, Anna, et al.
(författare)
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Child safety in cars : Literature review
- 2003
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- In order to study child safety in cars, international literature was reviewed with respect to road vehicle transportation for children, with the focus being on the age up to 12 years. The review included literature in English and Swedish. Furthermore, the review was limited to focus on results from Australia, the U.K., the USA and Sweden. To ensure that all children are protected as passengers in cars, several aspects needed to be considered.Within this study, the focus was, hence, on legal aspects and recommendations, traffic fatalities and serious injuries, the safety consequences for children due to the car development (airbags (SRS) and installation systems), use and misuse of child restraint systems (CRS) regarding medical, technical and user aspects, measurements for improvements, e.g. campaigns and, finally, children with disabilities. The review focused mainly on literature from 1990 until today. The main conclusions were that:Available statistics show that rearward facing CRS is a good preventive measure to take for enhancement of traffic safety.Impacts from the in-safety development of cars on choosing and mounting safety devices for children were found to be a crucial issue.Children exposed to an airbag deployment can be fatally injured, despite being seated in an approved child restraint system.In Sweden and the U.K. the level of child restraint usage among infants and small children was found to be at least 95% in the front seat and approximately at the same level in the rear seat. Even though the levels of usage in several countries were high, the level of misuse was alarmingly high (90%).The road transportation of children with disabilities was found to be complex and insufficiently described in the literature.
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| 4. |
- Carlsson, Anna K, 1966, et al.
(författare)
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Barns Skallskador vid Olyckor i Personbil
- 2016
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Ingår i: Transportforum, January 12–13, 2016; Linköping, Sweden.
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)
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| 5. |
- Carlsson, Anna K, 1966, et al.
(författare)
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Review of Child Car Occupant Fatalities in Sweden During Six Decades
- 2013
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Ingår i: Proceedings: IRCOBI Conference; September 11-13; Gothenburg, Sweden. ; , s. 1-14
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Konferensbidrag (refereegranskat)abstract
- The development of fatal outcome was reviewed based on crash data including all fatally injured 0–14 year old car occupants in Sweden during 1956–2011 and put in relation to general improvements in vehicle and road safety and implementation of restraint systems.The review revealed a substantial decrease in crash‐related fatalities among 0–14 year old car occupants during the past three decades, representing a significant drop of 83% compared to the highest scores in the 1960s–70s. During 1992–2011, a total of 194 crash‐related fatalities were registered; the majority occurred on high‐speed roads. Head injury was a primary cause of death, in a total of 54% of all cases. Two fifths of the crashes involved a single car, while three fifths involved other vehicles. In total, 24% of the children were unrestrained, and 59% of those were ejected during crashes. Among the restrained children, 56% were considered to be appropriately restrained according to Swedish recommendations. Crash severity, complex crash situation, fire and drowning were factors that contributed to the fatal outcome, even though the restraint usage was considered to be optimal.
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