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1.	Ahlgren, Ewa, 1959-, et al. (författare) Patients with Coronary Artery Disease Are Active Car Drivers Both Before and Soon After Heart Surgery 2002 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 3:3, s. 205-208 Tidskriftsartikel (refereegranskat)abstract Cognitive ability is essential for the fitness to drive. Impaired cognitive functions are common after cardiac surgery. Little is known about driving habits and influence of postoperative cognitive decline on driving performance in these patients. The aim of this study was to investigate the extent of driving activity of patients before and after cardiac surgery. Ninety-seven cardiac surgical patients were interviewed about their driving habits before and 12 weeks after surgery. The mean age was 66. Before the operation, 78% were active car drivers. They drove several times a week including longer than 100 km distances. After the operation, 64% continued to drive and most of them (69%) had commenced driving within 6 weeks. The majority (79%) reported unchanged driving habits, while 13 patients (21%) had reduced their driving activity due to the cognitive symptoms they experienced. Patients with coronary artery disease are active car drivers both before and after heart surgery. Further evaluation of the ability of these patients to drive is required if we are to give advice and apply restrictions in the interest of traffic safety.
2.	Ahlm, Kristin, et al. (författare) Driver's alcohol and passenger's death in motor vehicle crashes 2006 Ingår i: Traffic Injury Prevention. - : Taylor & Francis. - 1538-9588 .- 1538-957X. ; 7:3, s. 219-223 Tidskriftsartikel (refereegranskat)abstract OBJECTIVE: Previous studies on alcohol involvement associated with fatal injury in traffic crashes have focused on the drivers, but the passenger's view is not well known. This study (1) analyzes the relationship between passenger's death and alcohol inebriation of the driver and (2) estimates the role of alcohol as the cause of a crash by examining who was at fault, sober, or inebriated.METHOD: The study includes all motor vehicle passengers (n = 420) who died in crashes in Sweden 1993 through 1996 and were medicolegally autopsied. Autopsy reports from the Departments of Forensic Medicine, including toxicological analyses, and police reports were studied. Presence of alcohol among drivers was based on blood and breath tests.RESULTS: One-fifth of the fatally injured passengers and one-fifth of the tested drivers were under the influence of alcohol. The youngest drivers had the highest prevalence of drunken driving. Drivers at fault were alcohol positive in 21% of these crashes and drivers were not at fault in 2% of these crashes. In 53% of the crashes where both the passenger and driver were alcohol positive, the passenger had a lower alcohol concentration than the driver. Children (<16 years) comprised 15% of the killed passengers. Notably, the children were riding with a driver who was under influence of alcohol in 13% of these crashes. Alcohol involvement was not tested in half of the surviving drivers.CONCLUSIONS: The data show that 20% of both passengers and drivers were under the influence of alcohol. Increased testing of surviving drivers regarding alcohol and other drugs is recommended.
3.	Al-Reesi, H, et al. (författare) Economic growth, motorization, and road traffic injuries in the Sultanate of Oman, 1985-2009 2013 Ingår i: Traffic injury prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 14:3, s. 322-328 Tidskriftsartikel (refereegranskat)
4.	Albertsson, Pontus, et al. (författare) Evaluation of Insight Training of Ambulance Drivers in Sweden Using DART : a New E-learning Tool 2011 Ingår i: Traffic Injury Prevention. - : Taylor & Francis. - 1538-9588 .- 1538-957X. ; 12:6, s. 621-629 Tidskriftsartikel (refereegranskat)abstract Objective: The aim of the study was to evaluate whether a new e-learning tool for insight training of ambulance drivers can have an effect on drivers’ driving behaviors, perceived driving competence, competence to assess risks, self-reflection, and safety attitudes.Methods: A quasi-experimental study design, with participants nonrandomly assigned into a control and intervention group, was used. The intervention group participated in the insight-training course and the control group did not. Both groups completed a self- and peer assessment online questionnaire before and after the training.Results: The main finding is that the ambulance drivers assessed themselves through the instruments after the training, with the e-learning tool Driver Access Recording Tool (DART), as safer drivers in the areas of speed adaptation, closing up, and overtaking. In the answers from the group-based evaluation, the ambulance drivers responded that they were more reflective/analytical, had increased their risk awareness, and had changed their driving behaviors.Conclusions: After insight training, the ambulance drivers in this study assessed themselves as safer drivers in several important areas, including speed adaptation, closing up, and overtaking. In future training of ambulance drivers there should be more focus on insight training instead of previous training focusing on maneuvering capabilities.
5.	Andersson, Marianne, 1969, et al. (författare) Evaluation of the Head Kinematics of the Q3 Model and a Modified Q3 Model by Means of Crash Reconstruction 2012 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 13:6, s. 600-611 Tidskriftsartikel (refereegranskat)abstract Objective: One objective of this study is to evaluate the head kinematics of the Q3 model. Another objective is to evaluate the effect on head kinematics of increased thoracic spine flexibility; more humanlike mass distribution; and more humanlike body geometry in the Q3 model. The evaluations were based on the head kinematics of children deduced from real crashes and on new data of mass distribution and updated body dimensions for 3-year-olds. Methods: The head kinematics of the Q3 model was evaluated by comparing the Q3 model's head displacement response with the deduced response of 3-year-old children in real crashes. To do so, data from crashes were collected. The data were used to develop the mathematical vehicle and restraint system models (MADYMO, TASS, the Netherlands). Three crashes involving 3-year-old children in frontal impacts were reconstructed. The models were run 35 times each (one model per crash), each time with a different setting to each of the variables for which the exact value was not known. Examples of those variables include crash pulse, initial dummy position, and initial seat belt position. Two versions of the Q3 model were used: one that correlated with the Q3 ATD and one that was modified regarding anthropometry and thoracic flexibility. The basis for the updated anthropometry was new data regarding characteristic dimensions and mass distribution collected at a Swedish hospital. Results: In the anthropometry study, 26 children were measured. The main differences between the average of the measured children and the Q3 model were found in the mass distribution of the torso and thighs: the Q3's pelvis was too heavy and the thorax, abdomen/lumbar spine, and thighs were too light. Another difference was identified in the buttock-knee length. Two of the 3 reconstructed crashes had confirmed head impacts. The Q3 model responded with head kinematics that reflected the deduced courses of events for the real children in one of 3 crashes (the one without head impact). The modified Q3 model reflected the real children in 2 of 3 crashes. Conclusions: In high-severity, straight frontal crashes, the Q3 model predicted non-head impact adequately. However, in oblique frontal crashes, the Q3 model did not sufficiently predict the head impacts. The modified Q3 model predicted the head impacts better than the Q3 model did. Greater flexibility of the thorax and redistributed mass made a positive difference regarding the head kinematics.
6.	Andersson, Marianne, 1969, et al. (författare) Parameter study for child injury mitigation in near side impacts through FE simulations 2012 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 13:2, s. 182-192 Tidskriftsartikel (refereegranskat)abstract Objective: The objective of this study is to investigate the effects by crash related car parameters on head and chest injury measures for 3- and 12-year-old children in near side impacts.Methods: The evaluation was made by using a model of a complete passenger car which was impacted laterally by a barrier. The car model was validated in two crash conditions: the IIHS and the USNCAP side impact tests. The SID-IIs and the HBM3 (THUMS 3-yo) finite element models were used for the parametric investigation (HBM3 on a booster). The car parameters were: vehicle mass, side impact structure stiffness, a head airbag, a thorax-pelvis airbag, and a seat belt with pretensioner. The studied dependent variables were: resultant head linear acceleration, resultant head rotational acceleration, chest viscous criterion, rib deflection, and relative velocity at head impact. The chest measurements were only considered for the SID-IIs.Results: The head airbag had the greatest effect on the head measurements for both of the occupant models. On average, it reduced the peak head linear acceleration by 54 g for the HBM3 and 78 g for the SID-IIs. The seat belt had the second greatest effect on the head measurements; the peak head linear accelerations were reduced on average by 39 g (HBM3) and 44 g (SID-IIs). The high stiffness side structure increased the SID-IIs head acceleration, while it had marginal effect on the HBM3. The vehicle mass had marginal effect on SID-IIs head accelerations, while the lower vehicle mass caused 18 g higher head acceleration for HBM3 and the greatest rotational acceleration. The thorax-pelvis airbag, the vehicle mass and the seat belt pretensioner affected the chest measurements the most. The presence of a thorax-pelvis airbag, high vehicle mass and a seat belt pretensioner all reduced the chest VC and peak rib deflection in the SID-IIs.Conclusions: The head and thorax-pelvis airbags have the potential to reduce injury measurements for both the SID-IIs and the HBM3, provided that the airbag properties are designed to consider these occupant sizes also. The seat belt pretensioner is also effective, provided that the lateral translation of the torso is managed by other features. The importance of lateral movement management is greater the smaller the occupant is. Light vehicles require interior restraint systems of higher performance than heavy vehicles do to achieve the same level of injury measures for a given side structure.
7.	Andersson, Marianne, 1969, et al. (författare) Rear Seat Child Safety in Near-Side Impacts: A Modeling Study of Common Sitting Positions 2013 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 14:2, s. 198-208 Tidskriftsartikel (refereegranskat)abstract Objective: The purpose of this study was to evaluate and propose improvements to the injury mitigation systems, in near-side impacts, for 6 common sitting positions of young adolescents using a previously validated model. Methods: The evaluation was made by using a model of a complete passenger car, including head and thorax–pelvis air bags, which was impacted laterally by a barrier in 2 load cases. The SID-IIs finite element model was used for the evaluations and was seated in 6 different positions in the rear outboard seat: the nominal anthropomorphic test device (ATD) position, 1 inboard position, 3 outboard positions, and 1 braking (forward) position. These positions have previously been identified as common sitting positions in awake and asleep children. The studied dependent variables were head injury criterion (HIC) 36, resultant head linear acceleration, resultant head rotational acceleration, chest viscous criterion, and chest deflection. Results: The lowest head injury measures were seen in the braking positions and in the nominal ATD position, and the highest were seen in the inboard and outboard positions. The lowest chest injury measures were recorded in the inboard and nominal ATD positions, and the highest were recorded in the outboard and braking positions. The occupant in the outboard positions interfered with the air bags during their deployment. The occupant in inboard and braking positions tended to push the curtain air bag over the windowsill. Conclusions: Studies that investigate the injury mitigation effects in common sitting positions, beyond the nominal ATD position, are essential to highlight means to provide improved and robust safety for child occupants. This study was based on the SID-IIs 5th percentile female, which has very similar anthropometry to a 50th percentile 12-year-old. Therefore, the conclusions of this study are applicable to many 11-year-olds up to young adolescents, as well as to small females.The outboard and inboard positions of this study resulted in the highest head injury measures. Although all of the injury measures were only slightly higher than the nominal position, the trends suggest that, in near-side impacts, these positions should be discouraged. The extensively outboard positions resulted in unfavorable air bag positioning during deployment. The inboard position resulted in head strikes further forward of the nominal one; the curtain air bags need inflated cells at all locations of head strike.
8.	Antona, Jacobo, 1981, et al. (författare) Effect of Aging on Brain Injury Prediction in Rotational Head Trauma - A Parameter Study with a Rat Finite Element Model 2015 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 16, s. S91-S99 Tidskriftsartikel (refereegranskat)abstract Objective: The aim of this study was to investigate the possible effects of age-related intracranial changes on the potential outcome of diffuse axonal injuries and acute subdural hematoma under rotational head loading.Methods: A simulation-based parametric study was conducted using an updated and validated finite element model of a rat head. The validation included a comparison of predicted brain cortex sliding with respect to the skull. Further, model material properties were modified to account for aging; predicted tissue strains were compared with experimental data in which groups of rats in 2 different lifecycle stages, young adult and mature adult, were subjected to rotational trauma. For the parameter study, 2 age-dependent factors-brain volume and region-specific brain material properties-were implemented into the model. The models young adult and old age were subjected to several injurious and subinjurious sagittal plane rotational acceleration levels. Results: Sequential analysis of the simulated trauma progression indicates that an increase in acute subdural hematoma injury risk indicator occurs at an early stage of the trauma, whereas an increase in diffuse axonal injury risk indicators occurs at a later stage. Tissue stiffening from young adult to mature adult rats produced an increase in strain-based thresholds accompanied by a wider spread of strain distribution toward the rear part of the brain, consistent with rotational trauma experiments with young adult and mature adult rats. Young adult to old age brain tissue softening and brain atrophy resulted in an increase in diffuse axonal injuries and acute subdural hematoma injury risk indicators, respectively. Conclusions: The findings presented in this study suggest that age-specific injury thresholds should be developed to enable the development of superior restraint systems for the elderly. The findings also motivate other further studies on age-dependency of head trauma.
9.	Antonson, Hans, et al. (författare) Crash Barriers and Driver Behavior : A Simulator Study 2013 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 14:8, s. 874-880 Tidskriftsartikel (refereegranskat)abstract Objective: The study examines how drivers experience a conventional W-beam guardrail (metal crash barrier) along both sides of narrow versus wider roads (single carriageway with 2 lanes) in terms of stress, feelings, and driving patterns and whether subjective experience concurs with the actual driving patterns captured by the quantitative data.Methods: The study used different methods to capture data, including the VTI Driving Simulator III (speed and lateral vehicle position) in conjunction with electrocardiogram (ECG) data on heart rate variability (HRV) and questionnaires (oral during driving and written after driving). Eighteen participants-8 men and 10 women-were recruited for the simulator study and the simulator road section was 10 km long.Results: Driving speeds increased slightly on the wider road and on the road with a crash barrier, and the lateral driving position was nearer to the road center on the narrower road and on the road with a crash barrier. The HRV data did not indicate that participants experienced greater stress due to road width or due to the presence of a crash barrier. Participant experience captured in the oral questionnaires suggested that road width did not affect driver stress or driving patterns; however, the written questionnaire results supported the simulator data, indicating that a wider road led to increased speed. None of the participants felt that crash barriers made them feel calmer.Conclusions: We believe that there is a possibility that the increased speed on roads with crash barriers may be explained by drivers’ sense of increased security. This study demonstrates that an experimental design including experience-based data captured using both a simulator and questionnaires is productive. It also demonstrates that driving simulators can be used to study road features such as crash barriers. It seems more than likely that features such as street lamps, signs, and landscape objects could be tested in this way. © 2013 Copyright Taylor and Francis Group, LLC.
10.	Anund, Anna, et al. (författare) Stakeholders' Opinions on a Future In-Vehicle Alcohol Detection System for Prevention of Drunk Driving 2015 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 16:4, s. 336-344 Tidskriftsartikel (refereegranskat)abstract Introduction: There is a common understanding that driving under the influence of alcohol is associated with higher risk of being involved in crashes with injuries and possible fatalities as the outcome. Various countermeasures have therefore from time to time been taken by the authorities to prevent drunk driving. One of them has been the alcohol interlock. Up to now, interlocks have mainly been used by previously convicted drunk drivers and in the commercial road transport sector, but not in private cars. Objective and Method: New technology has today reached a level where broader implementation might be possible. To our knowledge, however, little is known about different stakeholders' opinions of a broader implementation of such systems. In order to increase that knowledge, we conducted a focus group study to collect in-depth thoughts from different stakeholders on this topic. Eight focus groups representing a broad societal span were recruited and conducted for the purpose. Results and Conclusions: The results show that most stakeholders thought that an integrated system for alcohol detection in vehicles might be beneficial in lowering the number of drunk driving crashes. They said that the system would probably mainly prevent driving by people who unintentionally and unknowingly drive under the influence of alcohol. The groups did, however, not regard the system as a final solution to the drunk driving problem, and believed that certain groups, such as criminals and alcoholics, would most likely find a way around the system. Concerns were raised about the risk of increased sleepy driving and driving just under the legal blood alcohol concentration (BAC) limit. The results also indicate that stakeholders preferred a system that provides information on the BAC up to the legal limit, but not for levels above the limit; for those, the system should simply prevent the car from starting. Acceptance of the system depended on the reliability of the system, on its ability to perform fast sampling, and on the analytical process, as well as the system's more or less inconspicuous placement and user-friendliness. The stakeholders thought that drivers would probably not voluntarily demand the system. So if broad implementation was desired, it would have to be made compulsory by legislation. As an incentive to increase demand, lower taxes and insurance premiums were suggested.
11.	Arbogast, KB, et al. (författare) Naturalistic driving study of rear seat child occupants: Quantification of head position using a Kinect™ sensor 2016 Ingår i: Traffic injury prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 1717 Suppl 1, s. 168-174 Tidskriftsartikel (refereegranskat)
12.	Axelsson, A, et al. (författare) Characteristics of bicycle crashes among children and the effect of bicycle helmets 2019 Ingår i: Traffic injury prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 20:sup3, s. S21-S26 Tidskriftsartikel (refereegranskat)
13.	Baker, Gretchen, 1994, et al. (författare) Kinematics and shoulder belt engagement of children on belt-positioning boosters during evasive steering maneuvers 2018 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 19:S1, s. S131-S138 Tidskriftsartikel (refereegranskat)abstract Objective: To increase the protection of child passengers in crashes preceded by evasive steering, understanding of how children interact with the seat belt in such situations is essential. This study aims to quantify child kinematics and describe child-to-restraint interaction during evasive steering maneuvers. Methods: Eighteen child volunteers (aged 5–10) were seated on the rear seat of a passenger vehicle. A professional driver made repeatable sharp turns at 50 km/h. Children were restrained by the seat belt on a booster cushion (BC) and on an integrated booster cushion (IBC). Kinematics of the nasion and upper sternum were analyzed with video tracking software and shoulder belt (SB) engagement and position were evaluated. Results: Children moved laterally inboard, and SB-to-body interaction was influenced by booster and stature. Shorter children displayed initial SB positions closer to the neck with less instances of gap between the SB and the lower torso, resulting in more curved belt paths on the IBC. On the BC, shorter children had less of the SB in contact with the torso and straight belt paths were observed throughout steering. Taller children generally had the SB initially mid-shoulder with less instances of gap, resulting in curved belt paths at initial and maximum displacements on both boosters. Children loaded the shoulder belt by axially rotating their torso into the SB more often on the IBC compared to BC. The SB generally stayed on the shoulder, with 89% of slip-off instances occurring for shorter children on the BC. Shorter children on the BC had the largest average inboard nasion displacement (120 mm). Taller children on the BC had the lowest average inboard displacement of the nasion (100 mm). All children initially displaced on average 90 mm inboard with their upper sternum. Conclusions: Initial SB position on the shoulder and torso differed with booster and stature, which influenced how children engaged with the seat belt during steering. Children with less SB initially in contact with the torso moved laterally behind the belt, resulting in straighter SB paths and outboard motion of the SB on the shoulder (often ending far out or slipped off). When more of the SB was initially in contact with the torso, children tended to engage the SB more, moving with the belt and causing the SB path to become more curved, resulting in less inboard head displacement and less outboard motion of the SB on the shoulder. Enhanced understanding of how evasive steering affects the kinematic response of children provides valuable data for protection of children in real-world situations.
14.	Beck, Olof, et al. (författare) First evaluation of the possibility of testing for drugged driving using exhaled breath sampling 2019 Ingår i: Traffic Injury Prevention. - : TAYLOR & FRANCIS INC. - 1538-9588 .- 1538-957X. ; 20:3, s. 238-243 Tidskriftsartikel (refereegranskat)abstract Objective: Driving under the influence of psychoactive drugs causes an increased risk for accidents. In combating this, sobriety tests at the roadside are common practice in most countries. Sampling of blood and urine for forensic investigation cannot be done at the roadside and poses practical problems associated with costs and time. An alternative specimen for roadside testing is therefore warranted and the aerosol particles in exhaled breath are one such alternative.Methods: The present study investigated how the exhaled breath sample compared with the routine legal investigations of blood and urine collected from suspects of drugged driving at 2 locations in Sweden. Exhaled breath was collected using a simple filter collection device and analyzed with state-of-the-art mass spectrometry technique.Results: The total number of cases used for this investigation was 67. In 54 of these cases (81%) the results regarding a positive or negative drug test result agreed and in 13 they disagreed. Out of these, the report from the forensic investigation of blood/urine was negative in 21 cases. In 6 of these, analytical findings were made in exhaled breath and these cases were dominated by the detection of amphetamine. In 7 cases a positive drug test from the forensic investigation was not observed in the breath sample and these cases were dominated by detection of tetrahydrocannabinol in blood. In total, 45 samples were positive with breath testing and the number of positives with established forensic methods was 46.Conclusion: The promising results from this study provide support to exhaled breath as a viable specimen for testing of drugged driving. The rapid, easy, and convenient sampling procedure offers the possibility to collect a drug test specimen at the roadside. The analytical investigation must be done in a laboratory at present because of the need for a highly sensitive instrument, which is already in use in forensic laboratories. The analytical work is not more challenging than for blood or oral fluid and should not cause an increase in cost. However, more studies need to be done before exhaled breath drug testing can be applied routinely for drugged driving investigation.
15.	Bohman, Katarina, 1970, et al. (författare) A comparison of seat belt fit and comfort experience between elderly and younger front seat passengers in cars 2019 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 20:sup2, s. S7-S12 Tidskriftsartikel (refereegranskat)abstract Objective : The purpose was to study how occupant age affects seat belt fit and comfort by comparing older adults and younger occupants in the front seat of a passenger vehicle. Methods : An exploratory user study was performed for the front seat of a stationary large passenger vehicle in a laboratory environment, including 11 older (aged 72–81) and 11 younger (aged 25–30) participants. Each participant first entered the vehicle and buckled up in a predefined seat position. Next, they adjusted the seat to their preferred seat position and buckled up again. Anthropometric data were collected on height, weight, and waist and hip circumferences. Photographs and measurements were taken of seat/seat belt positions and posture, and structured interviews were conducted regarding comfort perceptions of the 2 tested scenarios, including previous experience and awareness of seat belt usage and discomfort experienced as passengers in cars. Results : Nonoptimal belt fit included shoulder belt on the shoulder edge or close to the neck or lap belt over the abdomen. Five of 11 older adults had nonoptimal belt fit in the predefined position, and in the preferred position 7 older adults had nonoptimal belt fit. Only one showed safety awareness and recognized the nonoptimal belt fit in the preferred position. In the younger group, 4 of 11 had nonoptimal belt fit in the predefined position and 4 in the preferred position. Two acknowledged the nonoptimal belt fit. Older adult participants with a more pronounced kyphotic posture had the upper part of the shoulder belt positioned closer to the suprasternal notch compared to younger participants. Older adults were also more likely to have the lower part of the shoulder belt higher up on the abdomen compared to younger participants. Participants with higher body mass indexes (BMIs) were more likely to have the shoulder belt higher up on the abdomen, independent of age and gender. When the shoulder belt was positioned higher up on the abdomen the upper portion of the shoulder belt was routed closer to the throat. Older adults preferred to sit higher up to achieve a better field of vision compared to younger adults. Conclusions : The change in body posture due to aging influences belt fit. Older adults seemed less aware of safety related to belt fit. Increased BMI influenced shoulder belt fit, independent of age. These findings are important when designing restraint systems to ensure safety for all occupants.
16.	Bohman, K, et al. (författare) Head injury causation scenarios for belted, rear-seated children in frontal impacts 2011 Ingår i: Traffic injury prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 12:1, s. 62-70 Tidskriftsartikel (refereegranskat)
17.	Bohman, Katarina, et al. (författare) Long-Term Medical Consequences for Child Occupants 0 to 12 Years Injured in Car Crashes 2014 Ingår i: Traffic Injury Prevention. - : Taylor & Francis. - 1538-9588 .- 1538-957X. ; 15:4, s. 370-378 Tidskriftsartikel (refereegranskat)abstract Objective: There is limited knowledge of the long-term medical consequences for children injured in car crashes. Thus, in the event of injury, the aim of the study was to specify patterns and risks of injuries resulting in permanent medical impairment of children (0-12years) for different body regions and injury severity levels, according to Abbreviated Injury Scale (AIS). The aim was also to compare the impairment outcome with adults. Methods: Data were obtained from the Folksam insurance company, including reported car crashes from 1998 to 2010 with at least one injured child 0-12years of age. In all, 2619 injured children with 3704 reported medical diagnoses were identified. All injuries were classified according to the AIS 2005 revision. If the child had not recovered within 1 year postinjury an assessment of permanent medical impairment (PMI) was made by one or several medical specialists. Results: In all, 55 children sustained 59 injuries resulting in PMI of which 75 percent were at AIS 1 or AIS 2. The head and cervical spine were the body regions sustaining the most injuries resulting in PMI. Sixty-eight percent of all injuries resulting in PMI were AIS 1 injuries to the cervical spine, with the majority occurring in frontal or rear impacts. Given an injury to the cervical spine, the risk of injuries resulting in PMI was 3 percent, and older children (6years) had a significantly higher risk (3% versus 1%) than younger children. The head was the second most commonly injured body region with injuries resulting in PMI (12/59), which were predominantly AIS 2+. In addition, mild traumatic brain injuries at AIS 1 were found to lead to PMI. Whereas for children the injuries leading to PMI were primarily limited to the head and cervical spine, adults sustained injuries that led to PMI from a more diverse distribution of body regions. Conclusion: The pattern of injuries resulting in permanent medical impairment is different for children and adults; therefore, safety priorities for children need to be based on child data. The majority of those injuries leading to PMI were at lower AIS levels. Furthermore, AIS 1 cervical spine and AIS 1+ head injuries should be given priority concerning mitigation of long-term consequences for children.
18.	Bohman, K, et al. (författare) Misuse of booster cushions among children and adults in Shanghai-an observational and attitude study during buckling up 2016 Ingår i: Traffic injury prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 17:7, s. 743-749 Tidskriftsartikel (refereegranskat)
19.	Bohman, K, et al. (författare) Pretensioner loading to rear-seat occupants during static and dynamic testing 2014 Ingår i: Traffic injury prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 1515 Suppl 1, s. S111-S118 Tidskriftsartikel (refereegranskat)
20.	Brolin, Karin, et al. (författare) The effect of muscle activation on neck response 2005 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 6:1, s. 67-76 Tidskriftsartikel (refereegranskat)abstract Prevention of neck injuries due to complex loading, such as occurs in traffic accidents, requires knowledge of neck injury mechanisms and tolerances. The influence of muscle activation on outcome of the injuries is not clearly understood. Numerical simulations of neck injury accidents can contribute to increase the understanding of injury tolerances. The finite element (FE) method is suitable because it gives data on stress and strain of individual tissues that can be used to predict injuries based on tissue level criteria. The aim of this study was to improve and validate an anatomically detailed FE model of the human cervical spine by implement neck musculature with passive and active material properties. Further, the effect of activation time and force on the stresses and strains in the cervical tissues were studied for dynamic loading due to frontal and lateral impacts. The FE model used includes the seven cervical vertebrae, the spinal ligaments, the facet joints with cartilage, the intervertebral disc, the skull base connected to a rigid head, and a spring element representation of the neck musculature. The passive muscle properties were defined with bilinear force-deformation curves and the active properties were defined using a material model based on the Hill equation. The FE model's responses were compared to volunteer experiments for frontal and lateral impacts of 15 and 7 g. Then, the active muscle properties where varied to study their effect on the motion of the skull, the stress level of the cortical and trabecular bone, and the strain of the ligaments. The FE model had a good correlation to the experimental motion corridors when the muscles activation was implemented. For the frontal impact a suitable peak muscle force was 40 N/cm2 whereas 20 N/cm2 was appropriate for the side impact. The stress levels in the cortical and trabecular bone were influenced by the point forces introduced by the muscle spring elements; therefore a more detailed model of muscle insertion would be preferable. The deformation of each spinal ligament was normalized with an appropriate failure deformation to predict soft tissue injury. For the frontal impact, the muscle activation turned out to mainly protect the upper cervical spine ligaments, while the musculature shielded all the ligaments disregarding spinal level for lateral impacts. It is concluded that the neck musculature does not have the same protective properties during different impacts loadings.
21.	Buendia, Ruben, 1982, et al. (författare) Deriving heart rate variability indices from cardiac monitoring : An indicator of driver sleepiness 2019 Ingår i: Traffic Injury Prevention. - : Taylor & Francis. - 1538-9588 .- 1538-957X. ; 20:3, s. 249-254 Tidskriftsartikel (refereegranskat)abstract Objective: Driver fatigue is considered to be a major contributor to road traffic crashes. Cardiac monitoring and heart rate variability (HRV) analysis is a candidate method for early and accurate detection of driver sleepiness. This study has 2 objectives: to evaluate the (1) suitability of different preprocessing strategies for detecting and removing outlier heartbeats and spectral transformation of HRV signals and their impact of driver sleepiness assessment and (2) relation between common HRV indices and subjective sleepiness reported by a large number of drivers in real driving situations, for the first time.Methods: The study analyzed >3,500 5-min driving epochs from 76 drivers on a public motorway in Sweden. The electrocardiograph (ECG) data were recorded in 3 studies designed to evaluate the physiological differences between awake and sleepy drivers. The drivers reported their perceived level of sleepiness according to the Karolinska Sleepiness Scale (KSS) every 5 min. Two standard methods were used for identifying outlier heartbeats: (1) percentage change (PC), where outliers were defined as interbeat intervals deviating >30% from the mean of the four previous intervals and (2) standard deviation (SD), where outliers were defined as interbeat interval deviating >4 SD from the mean interval duration in the current epoch. Three standard methods were used for spectral transformation, which is needed for deriving HRV indices in the frequency domain: (1) Fourier transform; (2) autoregressive model; and (3) Lomb-Scargle periodogram. Different preprocessing strategies were compared regarding their impact on derivation of common HRV indices and their relation to KSS data distribution, using box plots and statistical tests such as analysis of variance (ANOVA) and Student’s t test.Results: The ability of HRV indices to discriminate between alert and sleepy drivers does not differ significantly depending on which outlier detection and spectral transformation methods are used. As expected, with increasing sleepiness, the heart rate decreased, whereas heart rate variability overall increased. Furthermore, HRV parameters representing the parasympathetic branch of the autonomous nervous system increased. An unexpected finding was that parameters representing the sympathetic branch of the autonomous nervous system also increased with increasing KSS level. We hypothesize that this increment was due to stress induced by trying to avoid an incident, because the drivers were in real driving situations.Conclusions: The association of HRV indices to KSS did not depend on the preprocessing strategy. No preprocessing method showed superiority for HRV association to driver sleepiness. This was also true for combinations of methods for frequency domain HRV indices. The results prove clear relationships between HRV indices and perceived sleepiness. Thus, HRV analysis shows promise for driver sleepiness detection.
22.	Buendia, Ruben, et al. (författare) Driver sleepiness detection in real driving situations 2016 Ingår i: Traffic Injury Prevention. - 1538-9588 .- 1538-957X. ; 17, s. 222-223 Tidskriftsartikel (refereegranskat)abstract Driver fatigue is considered to be a major contributor to road traffic crashes. Cardiac monitoring and heart rate variability (HRV) analysis is a candidate method for early and accurate detection of driver sleepiness. This study has 2 objectives:to evaluate the suitability of different preprocessing strategies for detecting and removing outlier heartbeats and spectral transformation of HRV signals and their impact of driver sleepiness assessment,relation between common HRV indices and subjective sleepiness reported by a large number of drivers in real driving situations, for the first time.The study analyzed >3,500 5-min driving epochs from 76 drivers on a public motorway in Sweden. The electrocardiograph (ECG) data were recorded in 3 studies designed to evaluate the physiological differences between awake and sleepy drivers. The drivers reported their perceived level of sleepiness according to the Karolinska Sleepiness Scale (KSS) every 5 min. Two standard methods were used for identifying outlier heartbeats: (1) percentage change (PC), where outliers were defined as interbeat intervals deviating >30% from the mean of the four previous intervals and (2) standard deviation (SD), where outliers were defined as interbeat interval deviating >4 SD from the mean interval duration in the current epoch. Three standard methods were used for spectral transformation, which is needed for deriving HRV indices in the frequency domain: (1) Fourier transform; (2) autoregressive model; and (3) Lomb-Scargle periodogram. Different preprocessing strategies were compared regarding their impact on derivation of common HRV indices and their relation to KSS data distribution, using box plots and statistical tests such as analysis of variance (ANOVA) and Student's t test.The results prove clear relationships between HRV indices and perceived sleepiness. Thus, HRV analysis shows promise for driver sleepiness detection.
23.	Buendia, Ruben, 1982, et al. (författare) Driver sleepiness detection in real driving situations 2016 Ingår i: Traffic Injury Prevention. - 1538-957X .- 1538-9588. ; 17, s. 222-223 Tidskriftsartikel (övrigt vetenskapligt/konstnärligt)
24.	Bylund, Per-Olof, et al. (författare) Injuries in special transportation services for elderly and disabled--a multi-methodology approach to estimate incidence and societal costs. 2007 Ingår i: Traffic Inj Prev. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 8:2, s. 180-8 Tidskriftsartikel (refereegranskat)
25.	Candefjord, Stefan, 1981, et al. (författare) On-Scene Injury Severity Prediction (OSISP) Algorithm for Truck Occupants 2015 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 16, s. 190-196 Tidskriftsartikel (refereegranskat)abstract The aim of this study is to develop an on-scene injury severity prediction (OSISP) algorithm for truck occupants using only accident characteristics that are feasible to assess at the scene of the accident. The purpose of developing this algorithm is to use it as a basis for a field triage tool used in traffic accidents involving trucks. In addition, the model can be valuable for recognizing important factors for improving triage protocols used in Sweden and possibly in other countries with similar traffic environments and prehospital procedures.Methods:The scope is adult truck occupants involved in traffic accidents on Swedish public roads registered in the Swedish Traffic Accident Data Acquisition (STRADA) database for calendar years 2003 to 2013. STRADA contains information reported by the police and medical data on injured road users treated at emergency hospitals. Using data from STRADA, 2 OSISP multivariate logistic regression models for deriving the probability of severe injury (defined here as having an Injury Severity Score [ISS]>15)were implemented for light and heavy trucks; that is, trucks with weight up to 3,500 kg and ≥16,500 kg, respectively. A 10-fold cross-validation procedure was used to estimate the performance of the OSISP algorithm in terms of the area under the receiver operating characteristic curve (AUC).Results:The rate of belt use was low, especially for heavy truck occupants. The OSISP models developed for light and heavytrucks achieved cross-validation AUC of 0.81 and 0.74, respectively. The AUC values obtained when the models were evaluated on all data without cross-validation were 0.87 for both light and heavy trucks. The difference in the AUC values with and without use of cross-validation indicates overfitting of the model, which may be a consequence of relatively small data sets. Belt use stands out asthe most valuable predictor in both types of trucks; accident type and age are important predictors for light trucks.Conclusions:The OSISP models achieve good discriminating capability for light truck occupants and a reasonable performance for heavy truck occupants. The prediction accuracy may be increased by acquiring more data. Belt use was the strongest predictor of severe injury for both light and heavy truck occupants. There is a need for behavior-based safety programs and/or other means to encourage truck occupants to always wear a seat belt.
26.	Candefjord, Stefan, 1981, et al. (författare) Prehospital transportation decisions for patients sustaining major trauma in road traffic crashes in Sweden 2016 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 17:S1, s. 16-20 Tidskriftsartikel (refereegranskat)abstract Objective: The objective of this study was to evaluate the proportion and characteristics of patients sustaining major trauma in road traffic crashes (RTCs) who could benefit from direct transportation to a trauma center (TC).Methods: Currently, there is no national classification of TC in Sweden. In this study, 7 university hospitals (UHs) in Sweden were selected to represent a TC levelI or levelII. These UHs have similar capabilities as the definition for level I and level II TC in the United States. Major trauma was defined as Injury Severity Score (ISS) > 15. A total of 117,730 patients who were transported by road or air ambulance were selected from the Swedish TRaffic Accident Data Acquisition (STRADA) database between 2007 to 2014. An analysis of the patient characteristics sustaining major trauma in comparison with patients sustaining minor trauma (ISS < 15) was conducted. Major trauma patients transported to a TC versus non-TC were further analysed with respect to injured body region and road user type.Results: Approximately 3% (n = 3, 411) of patients sustained major trauma. Thirty-eight percent of major trauma patients were transported to a TC, and 62% were transported to a non-TC. This results in large proportions of patients with Abbreviated Injury Scale (AIS) 3+ injuries being transported to a non-TC. The number of AIS 3+ head injuries for major trauma patients transported to a TC versus non-TC were similar, whereas a larger number of AIS 3+ thorax injuries were present in the non-TC group. The non-TC major trauma patients had a higher probability of traveling in a car, truck, or bus and to be involved in a crash in a rural location.Conclusions: Our results show that the majority of RTC major trauma patients are transported to a non-TC. This may cause unnecessary morbidity and mortality. These findings can guide the development of improved prehospital treatment guidelines, protocols and decision support systems.
27.	Carlsson, Anna K, 1966, et al. (författare) Acute injuries resulting from accidents involving powered mobility devices (PMDs)-Development and outcomes of PMD-related accidents in Sweden 2019 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 20:5, s. 484-491 Tidskriftsartikel (refereegranskat)abstract Objective: Powered mobility devices (PMDs) are commonly used as aids for older people and people with disabilities, subgroups of vulnarable road users (VRUs) who are rarely noted in traffic safety contexts. However, the problem of accidents involving PMD drivers has been reported in many countries where these vehicles have become increasingly popular.The aim of this study is to extract and analyze national PMD-related accident and injury data reported to the Swedish Traffic Accident Data Acquisition (STRADA) database. The results will provide valuable insight into the risks and obstacles that PMD drivers are exposed to in the traffic environment and may contribute to improving the mobility of this group in the long term.Methods: The current study is based on data from 743 accidents and 998 persons. An analysis was performed on a subset of data (N=301) in order to investigate the development of accidents over a period of 10 years. Thereafter, each accident in the whole data set was registered as either single (N=427) or collision (N=315).Results: The results show that there was a 3-fold increase in the number of PMD-related accidents reported to STRADA during the period 2007-2016.With regard to single accidents, collisions, as well as fatalities, the injury statistics were dominated by males. Single accidents were more common than collisions (N=427 and N=316, respectively) and the level of injury sustained in each type of accident is on par. The vast majority of single accidents resulted in the PMD driver impacting the ground (87%), due to either PMD turnover (71%) or the driver falling out of the PMD (16%). The reason for many of the single accidents was a difference in ground level (34%, typically a curb).Cars, trucks, or buses were involved in 67% of collision events; these occured predominantly at junctions or intersections (70%).Abbreviated Injury Scale (AIS) 3+ injuries were dominated by hip and head injuries in both single accidents and collision events.Conclusions: The present study shows that further research on PMD accidents is required, with regard to both single accidents and collision events. To ensure that appropriate decisions are made, future work should follow up on injury trends and further improve the quality of PDM-related accident data. Improved vehicle stability and design, increased usage of safety equipment, proper training programs, effective maintenance services, and development of a supporting infrastructure would contribute to increased safety for PMD drivers.
28.	Carlsson, Anna K, 1966, et al. (författare) Anthropometric Specifications, Development, and Evaluation of EvaRID : A 50th Percentile Female Rear Impact Finite Element Dummy Model 2014 Ingår i: Traffic Injury Prevention. - : Taylor & Francis. - 1538-9588 .- 1538-957X. ; 15:8, s. 855-865 Tidskriftsartikel (refereegranskat)abstract Objectives: Whiplash-associated disorders (WADs), or whiplash injuries, due to low-severity vehicle crashes are of great concern in motorized countries and it is well established that the risk of such injuries is higher for females than for males, even in similar crash conditions. Recent protective systems have been shown to be more beneficial for males than for females. Hence, there is a need for improved tools to address female WAD prevention when developing and evaluating the performance of whiplash protection systems. The objective of this study is to develop and evaluate a finite element model of a 50th percentile female rear impact crash test dummy.Methods: The anthropometry of the 50th percentile female was specified based on literature data. The model, called EvaRID (female rear impact dummy), was based on the same design concept as the existing 50th percentile male rear impact dummy, the BioRID II. A scaling approach was developed and the first version, EvaRID V1.0, was implemented. Its dynamic response was compared to female volunteer data from rear impact sled tests.Results: The EvaRID V1.0 model and the volunteer tests compared well until ~250 ms of the head and T1 forward accelerations and rearward linear displacements and of the head rearward angular displacement. Markedly less T1 rearward angular displacement was found for the EvaRID model compared to the female volunteers. Similar results were received for the BioRID II model when comparing simulated responses with experimental data under volunteer loading conditions. The results indicate that the biofidelity of the EvaRID V1.0 and BioRID II FE models have limitations, predominantly in the T1 rearward angular displacement, at low velocity changes (7 km/h). The BioRID II model was validated against dummy test results in a loading range close to consumer test conditions (EuroNCAP) and lower severity levels of volunteer testing were not considered.The EvaRID dummy model demonstrated the potential of becoming a valuable tool when evaluating and developing seats and whiplash protection systems. However, updates of the joint stiffness will be required to provide better correlation at lower load levels. Moreover, the seated posture, curvature of the spine, and head position of 50th percentile female occupants needs to be established and implemented in future models.
29.	Carlsson, Anna K, 1966, et al. (författare) Dynamic kinematic responses of female volunteers in rear impacts and comparison to previous male volunteer tests 2011 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 12:4, s. 347-357 Tidskriftsartikel (refereegranskat)abstract Objectives: The objective was to quantify dynamic responses of 50th percentile females in rear impacts and compare to those from similar tests with males. The results will serve as a basis for future work with models, criteria, and safety systems.Methods: A rear impact sled test series with 8 female volunteers was performed at velocity changes of 5 and 7 km/h. The following dynamic response corridors were generated for the head, T1 (first thoracic vertebra) and head relative to T1: (1) accelerations in posterior-anterior direction, (2) horizontal and vertical displacements, (3) angular displacements for 6 females close to the 50th percentile in size. Additionally, the head-to-head restraint distance and contact time and neck injury criterion (NIC) were extracted from the data set. These data were compared to results from previously performed male volunteer tests, representing the 50th percentile male, in equivalent test conditions. T-tests were performed with the statistical significance level of.05 to quantify the significance of the parameter value differences for the males and females.Results: At 7 km/h, the females showed 29 percent earlier head-to-head restraint contact time (p =.0072); 27 percent shorter horizontal rearward head displacement (p =.0017); 36 percent narrower head extension angle (p =.0281); and 52 percent lower NIC value (p =.0239) than the males in previous tests. This was mainly due to 35 percent shorter initial head-to-head restraint distance for the females (p =.0125). The peak head acceleration in the posterior-anterior direction was higher and occurred earlier for the females.Conclusions: The overall result indicated differences in the dynamic response for the female and male volunteers. The results could be used in developing and evaluating a mechanical and/or mathematical average-sized female dummy model for rear impact safety assessment. These models can be used as a tool in the design of protective systems and for further development and evaluation of injury criteria. Â© 2011 Taylor & Francis Group, LLC.
30.	Carlsson, Anna K, 1966, et al. (författare) Motion of the Head and Neck of Female and Male Volunteers in Rear Impact Car-to-Car Impacts 2012 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 13:4, s. 378-387 Tidskriftsartikel (refereegranskat)abstract Objectives: The objectives of this study were to quantify and compare dynamic motion responses between 50th percentile female and male volunteers in rear impact tests. These data are fundamental for developing future occupant models for crash safety development and assessment.Methods: High-speed video data from a rear impact test series with 21 male and 21 female volunteers at 4 and 8 km/h, originally presented in Siegmund et al. (1997), were used for further analysis. Data from a subset of female volunteers, 12 at 4 km/h and 9 at 8 km/h, were extracted from the original data set to represent the 50th percentile female. Their average height was 163 cm and their average weight was 62 kg. Among the male volunteers, 11 were selected, with an average height of 175 cm and an average weight of 73 kg, to represent the 50th percentile male. Response corridors were generated for the horizontal and angular displacements of the head, T1 (first thoracic vertebra), and the head relative to T1. T-tests were performed with the statistical significance level of.05 to quantify the significance of the differences in parameter values for the males and females.Results: Several differences were found in the average motion response of the male and female volunteers at 4 and 8 km/h. Generally, females had smaller rearward horizontal and angular motions of the head and T1 compared to the males. This was mainly due to shorter initial head-to-head restraint distance and earlier head-to-head restraint contact for the females. At 8 km/h, the female volunteers showed 12 percent lower horizontal peak rearward head displacement (P =.018); 22 percent lower horizontal peak rearward head relative to T1 displacement (P =.018); and 30 percent lower peak head extension angle (P =.001). The females also had more pronounced rebound motion.Conclusions: This study indicates that there may be characteristic differences in the head-neck motion response between 50th percentile males and females in rear impacts. The exclusive use of 50th percentile male rear impact dummies may thus limit the assessment and development of whiplash prevention systems that adequately protect both male and female occupants. The results of this study could be used in the development and evaluation of a mechanical and/or computational average-sized female dummy model for rear impact safety assessment. These models are used in the development and evaluation of protective systems. It would be of interest to make further studies into seat configurations featuring a greater head-to-head restraint distance. Â© 2012 Copyright Taylor and Francis Group, LLC.
31.	Carlsson, Anna K, 1966, et al. (författare) Real World Adjustments of Driver Seat and Head Restraint in Saab 9-3 Vehicles 2017 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 18:4, s. 398-405 Tidskriftsartikel (refereegranskat)abstract ObjectiveWhiplash-associated disorder (WAD), commonly denoted whiplash injury, is a worldwide problem. These injuries occur at relatively low changes of velocity (typically
32.	Dukic, Tania, et al. (författare) Effects of electronic billboards on driver distraction. 2013 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 14:5, s. 469-76 Tidskriftsartikel (refereegranskat)abstract OBJECTIVE: There is an increase in electronic advertising billboards along major roads, which may cause driver distraction due to the highly conspicuous design of the electronic billboards. Yet limited research on the impact of electronic billboards on driving performance and driver behavior is available. The Swedish Transport Administration recently approved the installation of 12 electronic billboards for a trial period along a 3-lane motorway with heavy traffic running through central Stockholm, Sweden. The aim of this study was to evaluate the effect of these electronic billboards on visual behavior and driving performance.METHOD: A total of 41 drivers were recruited to drive an instrumented vehicle passing 4 of the electronic billboards during day and night conditions. A driver was considered visually distracted when looking at a billboard continuously for more than 2 s or if the driver looked away from the road for a high percentage of time. Dependent variables were eye-tracking measures and driving performance measures.RESULTS: The visual behavior data showed that drivers had a significantly longer dwell time, a greater number of fixations, and longer maximum fixation duration when driving past an electronic billboard compared to other signs on the same road stretches. No differences were found for the factors day/night, and no effect was found for the driving behavior data.CONCLUSION: Electronic billboards have an effect on gaze behavior by attracting more and longer glances than regular traffic signs. Whether the electronic billboards attract too much attention and constitute a traffic safety hazard cannot be answered conclusively based on the present data.
33.	Eriksson, Jenny, 1975-, et al. (författare) An analysis of cyclists' speed at combined pedestrian and cycle paths 2019 Ingår i: Traffic Injury Prevention. - : Taylor & Francis. - 1538-9588 .- 1538-957X. ; 20:sup3, s. 56-61 Tidskriftsartikel (refereegranskat)abstract Objective: In Sweden, cyclists, pedestrians, and moped riders share the space on combined pedestrian and cycle paths, and their speeds may differ greatly. As a starting point, this article studies the speed component and how cyclists' speed varies at pedestrian and cycle paths depending on the day, week, and year; road user composition; and road design.Methods: Three data sources were used: 1) Existing measurements of cycle speed and flow at 17 sites in 3 different Swedish municipalities; 2) complementary measurements of cycle speed and flow at 5 sites; and 3) roadside observations of bicycle types at these 5 new sites.Results: The average speed of cyclists on the paths varied between 12.5 and 26.5 km/h. As expected, the lower average speeds were found in uphill directions, near intersections, and on paths with high pedestrian flows. The higher speeds were found in downhill directions and on commuter routes. In all, 70%-95% of road users observed on pedestrian and cycle paths were cyclists, and 5%-30% were pedestrians. The 2 sites with the highest proportion of electric-assisted bicycles and racer bicycles also had the highest average speeds.Conclusions: The relationship between bicycle type and measured speed was not entirely clear, but the results suggest that paths with higher proportions of electric and racer bicycles have higher average speeds. There also appears to be a connection between average speed and the width of the distribution; that is, the higher the average speed, the wider the speed distribution. More research is needed on how speed levels and speed variance affect accident risk.
34.	Fahlstedt, Madelen, et al. (författare) Comparison of multibody and finite element human body models in pedestrian accidents with the focus on head kinematics. 2016 Ingår i: Traffic Injury Prevention. - : Taylor & Francis. - 1538-9588 .- 1538-957X. ; 17:3 Tidskriftsartikel (refereegranskat)abstract OBJECTIVE: The objective of this study was to compare and evaluate the difference in head kinematics between the TNO and THUMS models in pedestrian accident situations.METHODS: The TNO pedestrian model (version 7.4.2) and the THUMS pedestrian model (version 1.4) were compared in one experiment setup and 14 different accident scenarios where the vehicle velocity, leg posture, pedestrian velocity, and pedestrian's initial orientation were altered. In all simulations, the pedestrian model was impacted by a sedan. The head trajectory, head rotation, and head impact velocity were compared, as was the trend when various different parameters were altered.RESULTS: The multibody model had a larger head wrap-around distance for all accident scenarios. The maximum differences of the head's center of gravity between the models in the global x-, y-, and z-directions at impact were 13.9, 5.8, and 5.6 cm, respectively. The maximum difference between the models in head rotation around the head's inferior-superior axis at head impact was 36°. The head impact velocity differed up to 2.4 m/s between the models. The 2 models showed similar trends for the head trajectory when the various parameters were altered.CONCLUSIONS: There are differences in kinematics between the THUMS and TNO pedestrian models. However, these model differences are of the same magnitude as those induced by other uncertainties in the accident reconstructions, such as initial leg posture and pedestrian velocity.
35.	Forcolin, Fabio, et al. (författare) Comparison of outlier heartbeat identification and spectral transformation strategies for deriving heart rate variability indices for drivers at different stages of sleepiness 2018 Ingår i: Traffic Injury Prevention. - : Taylor & Francis. - 1538-9588 .- 1538-957X. ; 19, s. S112-S119 Tidskriftsartikel (refereegranskat)abstract Objective: Appropriate preprocessing for detecting and removing outlier heartbeats and spectral transformation is essential for deriving heart rate variability (HRV) indices from cardiac monitoring data with high accuracy. The objective of this study is to evaluate agreement between standard preprocessing methods for cardiac monitoring data used to detect outlier heartbeats and perform spectral transformation, in relation to estimating HRV indices for drivers at different stages of sleepiness.Methods: The study analyzed more than 3,500 5-min driving epochs from 76 drivers on a public motorway in Sweden. Electrocardiography (ECG) data were recorded in 3 studies designed to evaluate the physiological differences between awake and sleepy drivers. The Pan-Tompkins algorithm was used for peak detection of heartbeats from ECG data. Two standard methods were used for identifying outlier heartbeats: (1) percentage change (PC), where outliers were defined as interbeat interval deviating >30% from the mean of the 4 previous intervals, and (2) standard deviation (SD), where outliers were defined as interbeat interval deviating >4 SD from the mean interval duration in the current epoch. Three standard methods were used for spectral transformation, which is needed for deriving HRV indices in the frequency domain; these methods were (1) the Fourier transform; (2) an autoregressive model; and (3) the Lomb-Scargle periodogram. The preprocessing methods were compared quantitatively and by assessing agreement between estimations of 13 common HRV indices using Bland-Altman plots and paired Student's t-tests.Results: The PC method detected more than 4times as many outliers (0.28%) than SD (0.065%). Most HRV indices derived using different preprocessing methods exhibited significant systematic (P <.05) and substantial random variations.Conclusions: The standard preprocessing methods for HRV data for outlier heartbeat detection and spectral transformation show low levels of agreement. This finding implies that, prior to designing algorithms for detection of sleepy drivers based on HRV analysis, the impact of different preprocessing methods and combinations thereof on driver sleepiness assessment needs to be studied.
36.	Forsman, Åsa, et al. (författare) Co-operation between police and social treatment services offering treatment to drink and drug drivers : experience in Sweden 2011 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 12:1, s. 9-17 Tidskriftsartikel (refereegranskat)abstract Objective: To describe and analyze a measure that has been introduced in Sweden with the objective of quickly offering treatment for the alcohol or drug problems suspected drink or drug drivers may have. The goal of the measure is that every suspected drink or drug driver shall, as soon as apprehended by the police, be offered contact with the social services or the dependency care and treatment service, which can offer a consultation and, if needed, suitable treatment.Method: Interviews and questionnaire surveys, as well as forms that describe the treatment received by each individual case.Results: About 20 percent of all those who receive the offer from the police accept contact with the social services or the care and treatment service, and approximately 40 percent of these also attend the consultation. There is a favorable fundamental attitude to the method among the participating authorities. However, some shortcomings in application are revealed. One example concerns drug drivers who are offered contact with the social services or the care and treatment service to a considerably lesser extent than drink drivers. Another neglected group are the people who are at first suspected of drink driving but are later found to have an alcohol concentration below the legal limit. Compared with those who have an alcohol concentration above the legal limit, this group is offered contact to a lesser extent and also have a lower propensity to accept the offer.Conclusions: The results indicate a strong support for the method from involved authorities, but participation could be improved by giving more attention to neglected groups.
37.	Forsman, Åsa, 1972-, et al. (författare) Injury crashes and the relationship with disease causing excessive daytime sleepiness 2021 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 22:4, s. 272-277 Tidskriftsartikel (refereegranskat)abstract Objective: The objective of this study was to understand the relationship between some of the most common diseases that are known to contribute to excessive daytime sleepiness (EDS) and traffic injury crashes. Specific focus was on the relationship between disease and crash type (single-vehicle or multiple-vehicle crash) and between disease and injury severity.Methods: This registry-based study considered all passenger car drivers involved in a crash in Sweden between 2011 and 2016 who were 40 years or older at the time of the crash (n = 54,090). For each crash-involved driver, selected medical diagnoses registered from 1997 until the day before the crash were extracted from the National Patient Register. The drivers were assigned to 1 of 4 groups, depending on prior diseases: sleep apnea (SA; group 1, n = 2,165), sleep disorders (group 2, n = 724), Parkinson's or epilepsy (group 3, n = 645) and a reference group (group 4, n = 50,556). Logistic regression analysis compared single-vehicle crashes with multiple-vehicle crashes and moderately/severely injured drivers with slightly/uninjured drivers.Results: Drivers with EDS-related diseases (groups 1-3) had higher probability of a single-vehicle crash than a multiple-vehicle crash compared to the reference group. The most sizeable effect was found for Parkinson's/epilepsy with an odds ratio (OR) of 2.5 (confidence interval [CI], 2.1-3.0). For multiple-vehicle crashes, the probability of a moderate/severe injury was higher for drivers with other sleep disorders (OR = 1.5; CI, 1.0-2.2) and Parkinson's/epilepsy (OR = 1.6; CI, 1.1-2.3) compared to the reference group.Conclusions: This study has made first steps toward understanding the relationship between some of the most common diseases that are known to contribute to EDS and crashes. Having Parkinson's/epilepsy, in particular, elevated the probability of a single-vehicle crash compared to a multiple-vehicle crash. A single-vehicle crash was seen as indicative of causing a crash; thus, having Parkinson's/epilepsy could be interpreted as a risk factor for crash involvement. Having Parkinson's/epilepsy, as well as other sleep disorders, was also related to more severe outcomes in multiple-vehicle crashes, given that a crash occurred. This was not identified in single-vehicle crashes.
38.	Fredriksson, R, et al. (författare) Potential of pedestrian protection systems--a parameter study using finite element models of pedestrian dummy and generic passenger vehicles 2011 Ingår i: Traffic injury prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 12:4, s. 398-411 Tidskriftsartikel (refereegranskat)
39.	Gales, Nathalie, et al. (författare) Muscle pathologies after cervical spine distortion-like exposure-a porcine model 2013 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 14:8, s. 828-834 Tidskriftsartikel (refereegranskat)abstract Objective: Histological evaluation of porcine posterior cervical muscles after a forceful translational and extensional head retractionsimulating high-speed rear end impact.Methods: Four anesthetized pigs were exposed to a cervical spine distortion (CSD)-like motion in a lying position. After 2 differentsurvival times of 4 and 6 h (posttrauma), the pigs were euthanized and tissue sampling of posterior cervical muscles was performed.A standard histological staining method involving paraffin-embedded sections was used to analyze the muscles, focusing on injurysigns like hemorrhage and inflammatory cell reaction. A pig that was not subjected to impact was used as a control pig and wassubjected to the same procedure to exclude any potential artifacts from the autopsy.Results: The differentiation of 8 different posterior neckmuscles in the dissection process was successful in more than 50 percent foreach muscle of interest. Staining and valid analysis was possible from all extracted samples. Muscle injuries to the deepest posteriorneck muscles could be found, especially in the musculus obliquus samples, which showed laminar bleedings in 4 out of 4 samples.In addition, in 4 out of 4 samples we were able to see increased cellular reactions. The splenius muscle also showed bleeding in all 4samples.All animals showed muscle injury signs in more than three quarters of analyzed neck muscles. Differences between survival timesof 4 and 6 h in terms of muscular injury were not of primary interest and could not be found.Conclusions: By simulating a CSD-like motion we were able to confirm injuries in the posterior cervical muscles under severeloading conditions.
40.	Ghaffari, Ghazaleh, 1985, et al. (författare) Female kinematics and muscle responses in lane change and lane change with braking maneuvers 2021 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 22:3, s. 236-241 Tidskriftsartikel (refereegranskat)abstract Objective: The primary aim of this article is to extensively study female occupant kinematics and muscle activations in vehicle maneuvers potentially occurring in precrash situations and with different seat belt configurations. The secondary aim is to provide validation data for active human body models (AHBMs) of female occupants in representative precrash loading situations. Methods: Front seat female passengers wearing a 3-point seat belt, with either standard or pre-pretensioning functionality, were subjected to multiple autonomously carried-out lane change and lane change with braking maneuvers while traveling at 73 km/h. This article quantifies the head center of gravity and T1 vertebra body (T1) linear and rotational displacements. This article also includes surface electromyography (EMG) data collected from 38 muscles in the neck, torso, and upper and lower extremities, all normalized by maximum voluntary contraction (MVC). The raw EMG data were filtered, rectified, and smoothed. Separate Wilcoxon signed-rank tests were performed on EMG onset and amplitude as well as peak displacements of head and T1 considering 2 paired samples with the belt configuration as an independent variable. Results: Significantly smaller lateral and forward displacements for head and T1 were found with the pre-pretensioner belt versus the standard belt (P <.05). Averaged muscle activity, mainly in the neck, lumbar extensor, and abdominal muscles, increased up to 16% MVC immediately after the vehicle accelerated in the lateral direction. Muscles in the right and left sides of the body displayed differences in activation time and amplitude relative to the vehicle’s lateral motion. For specific muscles, lane changes with the pre-pretensioner belt resulted in earlier muscle activation onsets and significantly smaller activation amplitudes compared to the standard belt (P <.05). Conclusions: The presented results from female passengers complement the previously published results from male passengers subjected to the same loading scenarios. The data provided in this article can be used for validation of AHBMs of female occupants in both sagittal and lateral loading scenarios potentially occurring prior to a crash. Additionally, our results show that a pre-pretensioner belt decreases muscle activation onset and amplitude as well as forward and lateral displacements of head and T1 compared to a standard belt, confirming previously published results.
41.	Ghaffari, Ghazaleh, 1985, et al. (författare) Passenger muscle responses in lane change and lane change with braking maneuvers using two belt configurations: Standard and reversible pre-pretensioner 2019 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 20:sup1, s. S43-S51 Tidskriftsartikel (refereegranskat)abstract Objective : The introduction of integrated safety technologies in new car models calls for an improved understanding of the human occupant response in precrash situations. The aim of this article is to extensively study occupant muscle activation in vehicle maneuvers potentially occurring in precrash situations with different seat belt configurations. Methods : Front seat male passengers wearing a 3-point seat belt with either standard or pre-pretensioning functionality were exposed to multiple autonomously carried out lane change and lane change with braking maneuvers while traveling at 73 km/h. This article focuses on muscle activation data (surface electromyography [EMG] normalized using maximum voluntary contraction [MVC] data) obtained from 38 muscles in the neck, upper extremities, the torso, and lower extremities. The raw EMG data were filtered, rectified, and smoothed. All muscle activations were presented in corridors of mean ± one standard deviation. Separate Wilcoxon signed ranks tests were performed on volunteers’ muscle activation onset and amplitude considering 2 paired samples with the belt configuration as an independent factor. Results : In normal driving conditions prior to any of the evasive maneuvers, activity levels were low (<2% MVC) in all muscles except for the lumbar extensors (3–5.5% MVC). During the lane change maneuver, selective muscles were activated and these activations restricted the sideway motions due to inertial loading. Averaged muscle activity, predominantly in the neck, lumbar extensor, and abdominal muscles, increased up to 24% MVC soon after the vehicle accelerated in lateral direction for all volunteers. Differences in activation time and amplitude between muscles in the right and left sides of the body were observed relative to the vehicle’s lateral motion. For specific muscles, lane changes with the pre-pretensioner belt were associated with earlier muscle activation onsets and significantly smaller activation amplitudes than for the standard belt (P <.05). Conclusions : Applying a pre-pretensioner belt affected muscle activations; that is, amplitude and onset time. The present muscle activation data complement the results in a preceding publication, the volunteers’ kinematics and the boundary conditions from the same data set. An effect of belt configuration was also seen on previously published volunteers’ kinematics with lower lateral and forward displacements for head and upper torso using the pre-pretensioner belt versus the standard belt. The data provided in this article can be used for validation and further improvement of active human body models with active musculature in both sagittal and lateral loading scenarios intended for simulation of some evasive maneuvers that potentially occur prior to a crash.
42.	Gustafsson, Markus, et al. (författare) Risk of Permanent Medical Impairment (RPMI) in Car Crashes Correlated to Age and Gender 2015 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 16:4, s. 353-361 Tidskriftsartikel (refereegranskat)abstract Objective:As fatalities from car crashes decrease, focus on medical impairment following car crashes becomes more essential. This study assessed the risk of permanent medical impairment based on car occupant injuries. The aim was to study whether the risk of permanent medical impairment differs depending on age and gender.Methods:In total, 36,744 injured occupants in car crashes that occurred between 1995 and 2010 were included. All initial injuries (n = 61,440) were classified according to the Abbreviated Injury Scale (AIS) 2005. If a car occupant still had residual symptoms 3years after a crash, the case was classed as a permanent medical impairment. In total, 5,144 injuries led to permanent medical impairment. The data were divided into different groups according to age and gender as well as levels of permanent impairment. The risk of permanent medical impairment was established for different body regions and injury severity levels, according to the AIS.Results:The cervical spine was the body region that had the highest number of diagnoses, and occupants who sustained injuries to the upper and lower extremities had the highest risk of medical impairment for both genders. Females aged 60 and above had a higher risk of permanent medical impairment from fractures in the extremities compared to males in the same age group and younger females. Females aged 44 or younger had a higher risk of permanent medical impairment from whiplash-associated disorders (WAD) than males in the same age group. Minor and moderate injuries (AIS 1-2) had a higher risk of permanent medical impairment among older car occupants compared to younger ones.Conclusions:Differences in long-term outcome were dependent on both gender and age. Differences between age groups were generally greater than between genders. The vast majority of permanent medical impairments resulted from diagnoses with a low risk of fatality. The results emphasize the impact of age and gender in long-term consequences from car crashes. They could be used when designing safety technology in cars as well as to improve health care by contributing to better allocation of rehabilitation resources following trauma.
43.	Gustafsson, Susanne, et al. (författare) The Swedish Joint Action Method against Drink Driving : A Study of Suspected Drink Drivers' Own Experiences 2016 Ingår i: Traffic Injury Prevention. - : Taylor & Francis. - 1538-9588 .- 1538-957X. ; 17:6, s. 558-563 Tidskriftsartikel (refereegranskat)abstract In Sweden, a joint action method called SMADIT is in use, where the police quickly offer help from the social services or the dependency care and treatment service to suspected drink drivers. One conclusion from this paper is that SMADIT, as an innovative method that can be deployed more rapidly than other alcohol-impaired driving countermeasures, should be considered as a good complement to conventional methods to deal with drink driving.The objective of this paper is to analyse the experiences of suspected drink drivers who accepted the offer of help, and what it meant for them. To enable comparisons over time, in-depth interviews were conducted with twelve suspected drink drivers on two occasions with one year between.To varying degrees the informants knew about their alcohol problems, but were unsure if they would have sought help by themselves. Therefore, the original ideas of the method with an initial contact with the social services or the dependency care and treatment service within 24 hours, was found to be important. However, the results also showed that some of the informants needed some time before the first meeting as they were in shock from the drink driving incident or in need of sleep.Results also shows that an encouraging attitude among the police, the social services, and the dependency care and treatment service is important for the success of the SMADIT method. The informants are satisfied with the method, and in retrospect the incident and the SMADIT offer of help are described as a turning point in their lives. One year after being offered help the informants had gained insights into the harm they could have done to other road users when they drove while drunk.
44.	Han, Y., et al. (författare) Effects of Vehicle Impact Velocity, Vehicle Front-End Shapes on Pedestrian Injury Risk 2012 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 13:5, s. 507-518 Tidskriftsartikel (refereegranskat)abstract Objective: This study aimed at investigating the effects of vehicle impact velocity, vehicle front-end shape, and pedestrian size on injury risk to pedestrians in collisions with passenger vehicles with various frontal shapes. Method: A series of parametric studies was carried out using 2 total human model for safety (THUMS) pedestrian models (177 and 165 cm) and 4 vehicle finite element (FE) models with different front-end shapes (medium-size sedan, minicar, one-box vehicle, and sport utility vehicle [SUV]). The effects of the impact velocity on pedestrian injury risk were analyzed at velocities of 20, 30, 40, and 50 km/h. The dynamic response of the pedestrian was investigated, and the injury risk to the head, chest, pelvis, and lower extremities was compared in terms of the injury parameters head injury criteria (HIC), chest deflection, and von Mises stress distribution of the rib cage, pelvis force, and bending moment diagram of the lower extremities. Result: Vehicle impact velocity has the most significant influence on injury severity for adult pedestrians. All injury parameters can be reduced in severity by decreasing vehicle impact velocities. The head and lower extremities are at greater risk of injury in medium-size sedan and SUV collisions. The chest injury risk was particularly high in one-box vehicle impacts. The fracture risk of the pelvis was also high in one-box vehicle and SUV collisions. In minicar collisions, the injury risk was the smallest if the head did not make contact with the A-pillar. Conclusion: The vehicle impact velocity and vehicle front-end shape are 2 dominant factors that influence the pedestrian kinematics and injury severity. A significant reduction of all injuries can be achieved for all vehicle types when the vehicle impact velocity is less than 30 km/h. Vehicle designs consisting of a short front-end and a wide windshield area can protect pedestrians from fatalities. The results also could be valuable in the design of a pedestrian-friendly vehicle front-end shape.
45.	Hasselberg, M, et al. (författare) Socioeconomic background and road traffic injuries: a study of young car drivers in Sweden 2003 Ingår i: Traffic injury prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 4:3, s. 249-54 Tidskriftsartikel (refereegranskat)
46.	Holmgren, A, et al. (författare) Predominance of illicit drugs and poly-drug use among drug-impaired drivers in Sweden 2007 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 8:4, s. 361-367 Tidskriftsartikel (refereegranskat)abstract Objective. After Sweden's zero-tolerance law came into force (1 July 1999), the number of cases of driving under the influence of drugs (DUID) submitted by the police for toxicological analysis increased more than 10-fold. This prompted an in-depth investigation into the kinds of drugs used by DUID offenders, whether licit or illicit, and the frequency of their occurrence. Methods. All blood samples from DUID suspects sent by the police for toxicological analysis over a 4-year period (2001-2004) were investigated (N = 22,777 cases). Specimens of blood or urine were subjected to a broad screening analysis by immunoassay methods aimed at detecting amphetamines, cannabis, opiates, cocaine metabolite, and the major benzodiazepines. All positive results from the screening stage were verified by use of more specific analytical methods (e.g., GC-MS, LC-MS, GC-FID, and GC-NPD). Results. Between 80 and 85% of all the blood samples contained at least one banned substance and many contained two or more therapeutic and/or illicit drugs. About 15% of cases were negative for drugs, although these frequently (30-50%) contained ethanol above the legal limit for driving in Sweden, which is 0.20 mg/g (0.02 g%). Amphetamine was the most prominent illicit drug seen in 55-60% of cases either alone or together with other drugs of abuse. Stimulants like cocaine and/or its metabolite were infrequently encountered (1.2% of cases). The next most prevalent illicit drug was cannabis, with positive results for tetrahydrocannabinol (THC) in blood either alone (4%) or together with other psychoactive substances (20%). Morphine, codeine, and/or 6-acetyl morphine were identified in 2% of all DUID suspects, being indicative of heroin abuse. The major prescription drugs identified in blood were benzodiazepines (10%) as exemplified by diazepam, alprazolam, nitrazepam, and flunitrazepam. Drugs for treating insomnia, zolpidem and zopiclone, were also identified in blood samples from DUID suspects over the study period. Other therapeutic agents were encountered in only 1-2% of all cases. Conclusions. The dramatic increase in DUID after the zero-tolerance law came into force probably reflects enhanced police activity and more enthusiasm to apprehend and charge individuals for this offence. Illicit drugs, particularly amphetamine and cannabis, and poly-drug use were predominant compared with use of scheduled prescription drugs. The typical DUID offender in Sweden abuses central stimulants, particularly amphetamine, and has probably done so over many years. Options for treating offenders for their underlying substance abuse problem should be considered instead of the more conventional penalties for drug-impaired driving.
47.	Holmqvist, Kristian, 1976, et al. (författare) IMPROVING HYBRID III INJURY ASSESSMENT IN STEERING WHEEL RIM TO CHEST IMPACTS USING RESPONSES FROM FINITE ELEMENT HYBRID III AND HUMAN BODY MODEL 2014 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 15:2, s. 196-205 Tidskriftsartikel (refereegranskat)abstract Objective: The main aim of this study was to improve the quality of injury risk assessments in steering wheel rim to chest impacts when using the Hybrid III crash test dummy in frontal heavy goods vehicle (HGV) collision tests. Correction factors for chest injury criteria were calculated as the model chest injury parameter ratios between finite element (FE) Hybrid III, evaluated in relevant load cases, and the Total Human Model for Safety (THUMS). This is proposed to be used to compensate Hybrid III measurements in crash tests where steering wheel rim to chest impacts occur.Methods: The study was conducted in an FE environment using an FE-Hybrid III model and the THUMS. Two impactor shapes were used, a circular hub and a long, thin horizontal bar. Chest impacts at velocities ranging from 3.0 to 6.0m/s were simulated at 3 impact height levels. A ratio between FE-Hybrid III and THUMS chest injury parameters, maximum chest compression C-max, and maximum viscous criterion VCmax, were calculated for the different chest impact conditions to form a set of correction factors. The definition of the correction factor is based on the assumption that the response from a circular hub impact to the middle of the chest is well characterized and that injury risk measures are independent of impact height. The current limits for these chest injury criteria were used as a basis to develop correction factors that compensate for the limitations in biofidelity of the Hybrid III in steering wheel rim to chest impacts.Results: The hub and bar impactors produced considerably higher C-max and VCmax responses in the THUMS compared to the FE-Hybrid III. The correction factor for the responses of the FE-Hybrid III showed that the criteria responses for the bar impactor were consistently overestimated. Ratios based on Hybrid III and THUMS responses provided correction factors for the Hybrid III responses ranging from 0.84 to 0.93. These factors can be used to estimate C-max and VCmax values when the Hybrid III is used in crash tests for which steering wheel rim to chest interaction occurs.Conclusions: For the FE-Hybrid III, bar impacts caused higher chest deflection compared to hub impacts, although the contrary results were obtained with the more humanlike THUMS. Correction factors were developed that can be used to correct the Hybrid III chest responses. Higher injury criteria capping limits for steering wheel impacts are acceptable. Supplemental materials are available for this article. Go to the publisher's online edition of Traffic Injury Prevention to view the supplemental file.
48.	Huang, Jing, et al. (författare) The correlation between drivers’ road familiarity and glance behavior using real vehicle experimental data and mathematical models 2024 Ingår i: Traffic Injury Prevention. - 1538-957X .- 1538-9588. ; 25:5, s. 705-713 Tidskriftsartikel (refereegranskat)abstract Objective: Road familiarity is an important factor affecting drivers’ visual features. Analyzing the quantitative correlation between drivers’ road familiarity and visual features in complex environment is of great help to improve driving safety. However, there are few relevant studies. This paper takes urban plane intersection as the environmental object to explore the correlation between drivers’ glance behavior and road familiarity, and conducts research on the quantitative evaluation model of road familiarity based on this correlation. Method: First, a real vehicle experiment was carried out to record the eye movement data of 24 drivers with different road familiarity. The driver’s visual field plane was divided into 10 areas of interest (AOIs) based on the driver’s perspective. Three measures, including average glance duration, number of glances, and fixation transition probabilities between AOIs at urban plane intersections, were extracted. Finally, based on the experimental results, the driver road familiarity evaluation model was constructed using the factor analysis method. Results: There are significant differences between unfamiliar and familiar drivers regarding the average glance duration toward the forward (FW) area, the left window (LW) area, the left rearview mirror (LVM) area and the left forward (LF) area, the number of glances toward the other (OT) area, and the fixation transition probabilities of LW→RF (right forward), LF→LF, LF→FW, FW→LW, FW→FW, FW→RVM (right rearview mirror). The comprehensive evaluation results show that the accuracy rate of the driver road familiarity evaluation model reached 83%. Conclusions: This paper revealed that there is a strong correlation between drivers’ road familiarity and drivers’ glance behavior. Based on this correlation, we can include road familiarity as a part of drivers’ working status and establish a high accuracy evaluation model of driver road familiarity. The conclusion of this paper can provide some reference for the humanized design and improvement of advanced driving assistance system, which is of great significance for reducing the driving workload of drivers and improving the driving safety.
49.	Huertas Leyva, Pedro, 1977, et al. (författare) E-bikers’ braking behavior: Results from a naturalistic cycling study 2019 Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 20:sup3, s. 62-67 Tidskriftsartikel (refereegranskat)abstract The number of e-bike users has significantly increased over the past few years and with it the associated safety concerns. In fact, e-bikes are faster than traditional ones and more prone to be in conflict with road users, so that e-bike riders may need to perform avoidance manoeuvres more frequently than traditional riders. Braking is the most common avoidance manoeuvre, but also a complex and critical task in emergency situations, since cyclists must reduce speed in a short time while maintaining their balance. The aim of this study is to understand the braking strategies of e-bikers in real-world traffic environment and to assess the road safety implications. This paper used data from the E-bikeSAFE naturalistic study to investigate 1) how cyclists use front and rear brakes during routine cycling and 2) whether this behaviour changes during unexpected conflicts with other road users. In most of events requiring a braking manoeuvre, cyclists used one brake at a time during routine cycling, favouring one of the two brakes according to a personal pre-established pattern. However, different cyclists exhibited different braking strategies and the favoured brake varied among cyclists (66% favoured the rear brake and 16% the front brake). Only a few cyclists (16%) did not show a clear preference, using rear brake, front brake, or combined braking (both brakes at the same time) non-systematically, suggesting that the selection of what brake to use was based on the characteristics of the specific scenario that the cyclist experienced rather than personal preference. In a subset of unexpected conflicts, combined braking became more prevalent for most of the cyclists; still, when combined braking was not applied, cyclists continued to use the favoured brake of routine cycling. The kinematic analysis revealed that, when larger decelerations were required, cyclists more frequently used combined braking instead of single braking. The results provide new insights into the behaviour of e-bikers and support the development of safety measures including guidelines and best practices for the optimal use of front and rear brakes. The results may also inform the design of braking systems that may sreduce the complexity of the braking operation.
50.	Iraeus, Johan, 1973-, et al. (författare) Analysis of Delta Velocity and PDOF by Means of Collision Partner and Structural Involvement in Real-Life Crash Pulses With Modern Passenger Cars 2014 Ingår i: Traffic Injury Prevention. - : Taylor & Francis. - 1538-9588 .- 1538-957X. ; 15:1, s. 56-65 Tidskriftsartikel (refereegranskat)abstract Objective: In the widely used National Automotive Sampling System (NASS)-Crashworthiness Data System (CDS) database, summary metrics that describe crashes are available. Crash angle or principal direction of force (PDOF) is estimated by the crash examiner and velocity changes (V) in the x- and y-directions are calculated by the WinSMASH computer program using PDOF and results from rigid barrier crash testing combined with deformations of the crashed car. In recent years, results from event data recorders (EDRs) have been added to the database. The aim of this study is to compare both PDOF and V between EDR measurements and WinSMASH calculations. Methods: NASS-CDS inclusion criteria were model-year 2000 through 2010 automobiles, frontal crashes with V higher than 16km/h, and the pulse entirely recorded in the EDR module. This resulted in 649 cases. The subject vehicles were further examined and characterized with regard to frontal structure engagement (large or small overlap) as well as collision properties of the partner (impact location; front, side, or back) or object. The EDR crash angle was calculated as the angle between the lateral and longitudinal V at the time of peak longitudinal V. This angle was compared to the NASS-CDS investigator's estimated PDOF with regard to structural engagement and the collision partner or object. Multiple linear regression was used to establish adjustment factors on V and crash angle between the results calculated based on EDR recorded data and that estimated in NASS-CDS. Results: According to this study, simulation in the newest WinSMASH version (2008) underestimates EDR V by 11 percent for large overlap crashes and 17 percent for small overlap impacts. The older WinSMASH version, used prior to 2008, underestimated each one of these two groups by an additional 7 percentage points. Another significant variable to enhance the prediction was whether the crash examiner had reported the WinSMASH estimated V as low or high. In this study, none of the collision partner groups was significantly different compared to front-to-front impacts. However, with a larger data set a couple of configurations may very well be significantly different. In this study, the crash angle denoted by PDOF in the NASS database underestimates the crash angle calculated from recent EDR modules by 35 percent. Conclusion: On average the V and crash angle are underestimated in NASS-CDS when analyzing the data based on collision partner/object and structural engagement. The largest difference is found in small overlap crashes and the least difference in collision scenarios similar to barrier tests. Supplemental materials are available for this article. Go to the publisher's online edition of Traffic Injury Prevention to view the supplemental file.

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