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1.
  • Rizzi, Matteo, 1979, et al. (författare)
  • PROPOSED SPEED LIMITS FOR THE 2030 MOTOR VEHICLE
  • 2023
  • Ingår i: 27th ESV Conference Proceedings.
  • Konferensbidrag (refereegranskat)abstract
    • Vision Zero builds on the aspiration to keep kinetic energy below human tolerance to prevent fatalities and serious injuries. In this work, a Swedish expert group within the SAFER arena estimated the maximum safe speed limits for the 2030 motor vehicle based on the boundary conditions of vehicles, road infrastructure and human crash tolerance to achieve close to zero road fatalities and serious injuries. The present work was based on expert consensus, rather than a retrospective quantitative analysis of crash data. Different load cases were discussed separately, with the involvement of a passenger car being the common denominator. The passenger car and its collision partner were assumed to be of model year 2030, thus reflecting the base safety level of the Swedish car fleet by approximately 2050. The boundary conditions were set based on pre-crash autonomous braking ability and the maximum acceptable impact speeds that would result in a very low risk of death or serious injury among the car occupants and the car’s collision partner. In the case of car to pedestrian impacts, the acceptable impact speed was set to zero, as any impact with pedestrians can lead to serious injuries as a result of ground impacts. It was expected that the responsibility to comply with speed limits will move from the driver to the car itself, and that travel speeds will be autonomously reduced when low road friction, sight obstructions, and other challenges in the traffic environment are detected. This function was expected to be non-overridable. Lateral control was also expected to be further enhanced with lane support technologies, although it was assumed that it will be still possible to override such technologies. Over time, increased performance of vehicle safety technologies will likely be able to prevent an increasingly large proportion of crashes in all load cases. However, in line with Vision Zero design principles, human crash tolerance will always be the ultimate boundary condition to guarantee a safe outcome in a crash. As a result, the recommended maximum travel speeds in the road transport system containing motor vehicles only of model year 2030 and beyond are: Rizzi 1   5-7 km/h in pedestrian priority areas,   40 km/h in mixed traffic urban areas, if there are no obstructed sensor sightlines, e.g. due to parked vehicles along the sidewalk,   50 to 80 km/h on roads without mid- and roadside barriers,   100+ km/h on roads with continuous mid- and roadside barriers,   40 to 60 km/h in intersections, depending on vehicle mass differences. The results from this work can be used to inform the development and amendment of transport planning guidelines when moving away from the economical paradigm into Safe System boundary conditions in the setting of speed limits.
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2.
  • Stigson, Helena, 1979, et al. (författare)
  • Health status and quality of life among road users with permanent medical impairment several years after the crash
  • 2020
  • Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 21:S1, s. S43-S48
  • Tidskriftsartikel (refereegranskat)abstract
    • Objective Improvements in road infrastructure and vehicle safety have been achieved in many countries during the last decades. As the number of fatalities have dropped, the consequences of non-fatal injuries have been brought into focus. Therefore, the objective was to investigate self-reported health status and health-related quality of life several years after the crash for road-users that sustained injuries resulting in permanent medical impairment (PMI). Methods A self-administered questionnaire using instruments to measure if health, health-related quality of life and physical activity had been affected by the crash, were used. The injured road-users were identified from insurance policy holders of the Folksam Insurance Group. The response rate was 29%, a total of 2078 responses were received from the 7174 road-users with PMI that received the questionnaire. Results In total 85% were still suffering from the injuries several years after the crash (8-18 year after the crash). Furthermore, road-users with injuries to the spine were having highest pain intensity. Older road-users had poorer self-reported health status than younger road-users. Although, younger road-users had the greatest change in physical activity when comparing before and after the crash. Before the crash in total 63% were physically active while only 34% after the crash. The higher the PMI the higher it affected health several years after the crash. Conclusions The Swedish definition of serious injury, an injury leading to PMI, was found to correlate with self-reported health loss; 85% of the injured road-users reported that they still had remaining symptoms several years after the accident. The injured body region leading to PMI after an accident can vary from the body regions reported to cause long-term health loss. It was found that the higher the degree of PMI the higher the health loss. Sustaining a PMI regardless severity and injured body region has the same effects on general health for men and women. Sustaining a PMI will both lower the health-related quality of life and physical activity after the crash compared to before.
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3.
  • Strandroth, Johan, 1978, et al. (författare)
  • Correlation between Euro NCAP Pedestrian Test Results and Injury Severity in Injury Crashes with Pedestrians and Bicyclists in Sweden
  • 2014
  • Ingår i: SAE Technical Papers. - 400 Commonwealth Drive, Warrendale, PA, United States : SAE International. - 0148-7191 .- 2688-3627. ; 2014-November:November
  • Tidskriftsartikel (refereegranskat)abstract
    • Pedestrians and bicyclists account for a significant share of deaths and serious injuries in the road transport system. The protection of pedestrians in car-to-pedestrian crashes has therefore been addressed by friendlier car fronts and since 1997, the European New Car Assessment Program (Euro NCAP) has assessed the level of protection for most car models available in Europe. In the current study, Euro NCAP pedestrian scoring was compared with real-life injury outcomes in car-to-pedestrian and car-to-bicyclist crashes occurring in Sweden. Approximately 1200 injured pedestrians and 2000 injured bicyclists were included in the study. Groups of cars with low, medium and high pedestrian scores were compared with respect to pedestrian injury severity on the Maximum Abbreviated Injury Scale (MAIS)-level and risk of permanent medical impairment (RPMI). Significant injury reductions to both pedestrians and bicyclists were found between low and high performing cars. For pedestrians, the reduction of MAIS2+, MAIS3+, RPMI1+ and RPMI10+ ranged from 20-56% and was significant on all levels except for MAIS3+ injuries. Pedestrian head injuries had the highest reduction, 80-90% depending on level of medical impairment. For bicyclist, an injury reduction was only observed between medium and high performing cars. Significant injury reductions were found for all body regions. It was also found that cars fitted with autonomous emergency braking including pedestrian detection might have a 60-70% lower crash involvement than expected. Based on these results, it was recommended that pedestrian protection are implemented on a global scale to provide protection for vulnerable road users worldwide.
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4.
  • Tingvall, Claes, 1953, et al. (författare)
  • The consequences of adopting a MAIS 3 injury target for road safety in the EU: A comparison with targets based on fatalities and long-term consequences
  • 2013
  • Ingår i: International Research Council on the Biomechanics of Injury Conference, IRCOBI 2013. - : International Research Council on the Biomechanics of Injury. ; , s. 1-11, s. 1-11
  • Konferensbidrag (refereegranskat)abstract
    • It has been proposed in the European Union (EU) to adopt a Maximum Abbreviated Injury Scale (MAIS) of 3 or greater as the basis for a road safety target. To have a common definition of serious injury across the EU is in itself very positive. In this study, fatalities, MAIS 3+, MAIS 2+ and injuries leading to permanent medical impairment (PMI) were used to identify problem scenarios. A national data set of injuries reported to Swedish hospitals from 2007 to 2012 (STRADA) was used. Police-reported injuries were also taken into account. The results showed that, depending on the data source and injury rating method, problem scenarios differed substantially. While fatalities were dominated by vehicle occupants in high-speed environments, vulnerable road users in urban areas were in greater focus as a result of lowered thresholds for injury or impairment levels. Bicyclists in particular have many injuries at less severe, yet significant, levels. There is a particular need to consider certain diagnoses which lead, relatively often, to long-term consequences at the AIS 1 level. To achieve a better injury and consequence scenario, data from the medical system are an essential prerequisite.
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5.
  • Alexiou, Eirini, et al. (författare)
  • The impact of facility relocation on patients' perceptions of ward atmosphere and quality of received forensic psychiatric care
  • 2016
  • Ingår i: Journal of Forensic and Legal Medicine. - : Elsevier BV. - 1752-928X. ; 42, s. 1-7
  • Tidskriftsartikel (refereegranskat)abstract
    • In recent years, large groups of forensic psychiatric patients have been relocated into new medium-and maximum-security forensic psychiatric facilities in Sweden, where a psychosocial care approach is embedded. From this perspective and on the assumption that physical structures affect the therapeutic environment, a prospective longitudinal study was designed to investigate the impact of the facility relocation of three forensic psychiatric hospitals on patients' perceptions of ward atmosphere and quality of received forensic psychiatric care. Participants were patients over 18 years of age sentenced to compulsory forensic psychiatric treatment. Data were obtained by validated questionnaires. Overall, 58 patients (78%) answered the questionnaires at baseline with a total of 25 patients (34%) completing follow-up 1 at six months and 11 patients (15%) completing follow-up 2, one year after relocation. Approximately two-thirds of the participants at all time-points were men and their age range varied from 18 to 69. The results of this study showed that poor physical environment features can have a severe impact on care quality and can reduce the possibilities for person-centered care. Furthermore, the study provides evidence that the patients' perceptions of person-centered care in forensic psychiatric clinics are highly susceptible to factors in the physical and psychosocial environment. Future work will explore the staff's perception of ward atmosphere and the possibilities to adapt a person-centered approach in forensic psychiatric care after facility relocation. (C) 2016 Elsevier Ltd and Faculty of Forensic and Legal Medicine. All rights reserved.
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6.
  • Bálint, András, 1982, et al. (författare)
  • A test-based method for the assessment of pre-crash warning and braking systems
  • 2013
  • Ingår i: Accident Analysis and Prevention. - : Elsevier BV. - 0001-4575. ; 59, s. 192-199
  • Tidskriftsartikel (refereegranskat)abstract
    • In this paper, a test-based assessment method for pre-crash warning and braking systems is presented where the effectiveness of a system is measured by its ability to reduce the number of injuries of a given type or severity in car-to-car rear-end collisions. Injuries with whiplash symptoms lasting longer than 1 month and MAIS2+ injuries in both vehicles involved in the crash are considered in the assessment. The injury reduction resulting from the impact speed reduction due to a pre-crash system is estimated using a method which has its roots in the dose–response model. Human–machine interaction is also taken into account in the assessment. The results reflect the self-protection as well as the partner-protection performance of a pre-crash system in the striking vehicle in rear-end collisions and enable a comparison between two or more systems. It is also shown how the method may be used to assess the importance of warning as part of a pre-crash system.
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7.
  • Brolin, Karin, 1974, et al. (författare)
  • Aiming for an average female virtual human body model for seat performance assessment in rear-end impacts
  • 2015
  • Ingår i: The 24th ESV Conference Proceedings.
  • Konferensbidrag (refereegranskat)abstract
    • The female part of the population suffers more Whiplash Associated Disorders (WAD) in car crashes than males. Several studies have illustrated the need to consider the female population when developing and assessing the WAD prevention performance of advanced restraint systems in rear-end collisions. Presently only one crash test dummy is available, the average sized male BioRID. Recently a virtual dummy model of an average female, EvaRID, was developed and used in rear impact simulations. The results stressed the need for models representing the female part of the population, as well. Virtual crash simulations have become essential in traffic safety and with models of both an average male and female, further steps in addressing improved assessment of WAD prevention can be taken. The present paper presents a starting point of research aiming to develop an open-source average female Finite Element (FE) model with an anatomically detailed cervical spine. This paper provides a review of the literature to identify gender specific neck biomechanics and anatomical differences, followed by a review of published FE models of the cervical spine. Data on vertebral body dimensions (height, width, depth, spinal canal diameter, facet joint angles) have been compiled from biomechanical literature. Significant gender differences exist for the vertebral body depth and width, the spinal curvature in the seated posture, and the spinal stiffness and range of motion. All have the potential to influence the outcome of an impact and should be accounted for in the development of WAD prevention. The review of FE models of the cervical spine presented 17 models based on male geometry but only one model scaled to represent a female. An overview of the models are given with respect to the solver, geometry source, number of elements, and implementation of the facet joints, ligaments, and muscles. It is recommended that an average female model is developed with focus on; 1) the shape of the female vertebral body, especially the depth and width that provides less support area than for males,2) defining the spinal curvature representative of seated female volunteers who generally display less lordosis than males, 3) the dimensions of the spinal ligaments, rather than the material properties, to capture the larger range of motion and less spinal stiffness of female subjects compared to males, and validation to female volunteers and PMHS tests for range of motion, while failure prediction seem less gender sensitive.  
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8.
  • Carlsson, Anna, et al. (författare)
  • EvaRID : A 50th percentile female rear impact finite element dummy model
  • 2012
  • Ingår i: 2012 IRCOBI Conference Proceedings. - : International Research Council on Biomechanics of Injury. ; , s. 249-262, s. 249-262
  • Konferensbidrag (refereegranskat)abstract
    • Neck injury due to low severity vehicle crashes is of worldwide concern and the injury risk is greater for females than males. However, whiplash protection systems have shown to be more beneficial for males than females. Hence there is a need for improved tools to address female protection. The objective is to develop and evaluate a 50th percentile female rear impact crash dummy FE model. The model was based on the same design concept as the BioRID II. A scaling approach was developed and the first version, EvaRID V1.0, was implemented. Its dynamic response was compared to rear impact tests with female volunteers. The EvaRID model and volunteer tests showed good correlations until 250 ms of the head and T1 accelerations, linear displacements and head angular displacement. Considerably less T1 angular displacement was found for the EvaRID; similar results were obtained for the BioRID II. Thus, the EvaRID V1.0 and BioRID II models have limitations at low ÎŽv (7km/h). The EvaRID model demonstrated the potential to become a valuable tool when evaluating and developing seats/whiplash protection systems, however, this will require updating the joint stiffness. The model may be used as a template for the development of a physical female dummy.
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9.
  • 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.
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10.
  • 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
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11.
  • Davidsson, Johan, 1967, et al. (författare)
  • Evaluation of Seat Performance Criteria for Future Rear-end Impact Testing
  • 2013
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • In the past, EEVC WG12 and 20 have evaluated rear-impact dummies and reviewed associated injury criteria and assessment reference values for seat performance evaluations (Hynd et al. 2007 and Hynd and Carroll 2008). The BioRID II was recommended to be used in future legislative dynamic rear-end impact seat performance tests. Recommended injury criteria and assessment reference values to be used with the dummy are however still pending. This is mainly due to the incomplete understanding of the injury site and mechanisms responsible for the symptoms presented after such impacts. This lack of biomechanical data limits the possibility to evaluate any proposed injury criteria and associated reference values. The aim of this study is to address these limitations by comparing crash test dummy parameter values from performed sled tests with real-life accident data. The results are expected to indicate the injury predictability of the complete sled test method, which includes performance criteria, the use of a generic sled acceleration pulse, the use of the BioRID II and its current positioning procedure. Real-life injury risk was calculated for 32 individual car models and for 17 groups of similar seat designs from data provided by Folksam. When grouped data was introduced, i.e. by dividing applicable data into groups with similar seat designs, the reliability of the insurance data was raised, while the dummy measurements remained constant. The number of insurance cases ranges from 32 to 1023 for individual car models and from 132 to 1023 for groups with similar seat designs. Regression coefficients (r2) were calculated and the data presented graphically. Two types of injury risks were used in this study: those that had documented symptoms for more than one month and those that were classified as a permanent medical impairment as the consequence of a rear-end impact. These injury risks were compared to crash test dummy parameter values from sled tests performed with a BioRID II in 16 km/h medium Euro-NCAP pulse. It was found that the analysis of groups of similar seat designs provided the most reliable results. Analysing individual data clearly showed that the insurance cases were too low per seat model to be used in an evaluation of seat performance criteria. In conclusion, the results obtained in the analysis of individual data did not invalidate the results obtained using grouped datasets. This conclusion was based on the observation that the correlations found in the analysis of grouped datasets could exist also for individual car model data.When comparing groups of seats, the analysis showed that the Neck Injury Criterion (NIC), the maximum rearward Occipital Condyle x-displacements in a coordinate system that moves with the T1 and the maximum L1 x-acceleration were the parameters that best predicted the risk of developing permanent medical impairment, and symptoms for more than one month given that the occupant had initial symptoms following a rear-end impact. The maximum rearward head rel. T1 angular displacement, T1 x-acceleration and upper neck shear load (U.N.Fx, head r.w.) were parameters that also could predict the risk of permanent medical impairment and symptoms for more than one month. These results are supported by recent studies. In comparison with a previous report, this study includes additional seat tests data which allowed additional data points to be included in the regression analysis. An expanded insurance claim database, about three times more insurance claims, was included in the analysis, which made the results more reliable. The insurance data was compensated for differences in the definitions of short term symptoms and permanent medical impairment during the accident data sampling period. This reduced errors that could have been introduced by the market share change during the sampling period for the various vehicle models included in this study. In the future, a logistic regression including error estimation that covers all available insurance and test data should be carried out. The advantage of such an analysis would be that data could be included independent of the number of accidents. Another advantage of this is that a larger proportion of the data would be from tests and real life accidents with newer cars than those included in this study. Therefore the recommended parameters to use in seat evaluations would be more suitable for modern car seat systems.
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12.
  • Davidsson, Johan, 1967, et al. (författare)
  • Evaluation of Seat Performance Criteria for Rear-End Impact Testing
  • 2011
  • Ingår i: 22nd International Technical Conference on the Enhanced Safety of Vehicles, Washington DC, Gaylord National Conference Convention Centre, June 13 – 16, 2011. ; 22:Paper Number 11-0373, s. 14-
  • Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
    • The BioRID II has been recommended to be used in future legislative dynamic rear-end impact seat performance tests. Recommended injury criteria and assessment reference values to be used with the dummy is however still pending. This is mainly due to the incomplete understanding of the injury site and mechanisms responsible for the symptoms presented after such impacts. This lack of biomechanical data limits the possibility to evaluate any proposed injury criteria and associated reference values. The aim with this study is to address these limitations by comparing crash test dummy parameter values from performed sled tests with real-life accident data. The results are expected to indicate the injury predictability of the complete sled test method, which includes performance criteria, the use of generic sled acceleration pulse, the use of the BioRID II and its current positioning procedure, etc. Real-life injury risk was calculated for groups with similar seat designs from data provided by Folksam. By introducing grouped data, i.e. by dividing applicable data into groups with similar characteristics, the reliability of the insurance data increased while the dummy measurements remained constant. Two different injury risks were used in this study; those that had documented symptoms for more than 1 month and those that were classified as a permanent impairment as the consequence of a rear-end impact. The injury risks for the groups were compared to single crash test dummy parameter values from sled tests performed with a BioRID II in 16 kph medium Euro-NCAP pulse. In the comparison, 12 seat groups were compared with 6665 insurance cases (range from 94 to 1575 cases/group). Regression coefficients (R2) were calculated. The analysis of groups with similar seat design provided the most reliable results. The analysis showed that NIC, upper neck shear force, vertical head acceleration and lower neck bending moment were the parameters that best predicted the risk of developing permanent impairment given that the occupant had initial symptoms following a rear-end impact. Similarly, NIC, vertical head acceleration and lower neck moment were parameters that best predicted the risk of short term (> 1 month) symptoms. These results are supported by recent studies.
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13.
  • Davidsson, Johan, 1967, et al. (författare)
  • Evaluation of Seat Performance Criteria for Rear‐End Impact Testing BioRID II and Insurance Data
  • 2013
  • Ingår i: IRCOBI Conference. - 2235-3151. ; :IRC-13-15, s. 63-76
  • Konferensbidrag (refereegranskat)abstract
    • The BioRID is recommended for legislative rear‐end impact seat tests. Recommendedinjury criteria are, however, lacking; biomechanical data are limited and confines any evaluation ofproposed criteria.This study aimed at addressing these limitations by comparing BioRID II data from sled tests withreal‐life accident data. Results will evaluate injury predictability of the complete sled test method, whichincludes performance criteria, the use of a generic acceleration pulse, and the BioRID, etc.Real‐life injury risk was calculated for 17 groups of similar seat designs from data provided byFolksam. The number of insurance cases range from 150 to 1136 per group. Regression coefficientswere calculated. Two types of injury risks were used: those leading to documented symptoms of morethan one month’s duration and those classified as leading to permanent medical impairment as aconsequence of a rear‐end impact. These risks were compared to parameter values from sled testsperformed with a BioRID II at 16 km/h pulses.NIC, the maximum rearward Occipital Condyle relative T1 x‐displacements and L1 x‐acceleration bestpredicted the risk of developing permanent medical impairment and symptoms of more than onemonth, given the occupant had initial symptoms following a rear‐end impact.
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14.
  • 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.
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15.
  • Jonsson, Bertil, et al. (författare)
  • Development of Whiplash associated Disorders for adult and child occupants in cars launched since the 1980s in different impact directions
  • 2011
  • Ingår i: 2011 IRCOBI Conference Proceedings - International Research Council on the Biomechanics of Injury (;Krakow;14 -16 September 2011). - : International Research Council on the Biomechanics of Injury. ; , s. 62-72, s. 62-72
  • Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
    • Studies have shown that crashworthiness of cars addressing fatal and serious injuries has generally improved over time. However, the development regarding injuries leading to medical impairment has not been shown to the same extent. The objective was to investigate the development of Whiplash associated Disorders (WAD) leading to long-term consequences for adult front seat occupants and for children 0-12 years of age in cars introduced at different year intervals and in different impact directions separated for gender. Long-term consequences were defined as occupants with WAD symptoms at least one month and those resulting in medical impairment. The developments were studied for cars divided into intervals according to year of introduction and for frontal, side and rear-end impacts. All adult occupants (35 611) and 76% of all children (973) reporting WAD between 1998 and 2008 were selected. Approximately 2% of the children reporting initial symptoms sustained medical impairment. The corresponding figure for adult occupants was approximately 10%. Between the introduction years 1980-84 and 2000-04 the proportions of adult occupants with medical impairment dropped by approximately 70% (both males and females) in frontal and rear-end crashes, while the reduction in lateral impacts appears to be somewhat lower. For children there is a tendency that the proportion of WAD increases in newer models in frontal collisions. The result indicates that protecting children facing forward deserves more attention from the automotive industry and governmental bodies.
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16.
  • Kullgren, Anders, 1963, et al. (författare)
  • Development of whiplash associated disorders for male and female car occupants in cars launched since the 80s in different impact directions
  • 2013
  • Ingår i: International Research Council on the Biomechanics of Injury Conference, IRCOBI 2013. - : International Research Council on the Biomechanics of Injury. ; , s. 51-62, s. 51-62
  • Konferensbidrag (refereegranskat)abstract
    • The aim was to investigate the development of Whiplash Associated Disorders (WAD) leading to long-term consequences for drivers separated for gender in cars introduced at different year intervals and in different impact directions. An additional aim was to analyze the influence of various whiplash preventive concepts on WAD in rear impacts. The developments were studied for cars grouped into 5-year intervals according to year of introduction separated for frontal, side and rear-end impacts and for gender. All drivers (24,452) reporting WAD during the years 1998-2012, and those reporting symptoms > 1 month as well as those with permanent impairment, were included. Whiplash preventive concepts were grouped according to car make and concept. A reduction in risk of long-term consequences after reporting initial symptoms of WAD were found in rearend and side impacts comparing cars introduced on the market 1980-84 and 2005-2009. No reduction was found in frontal impacts. This clearly shows that more focus on preventive interventions for frontal impacts is needed. Existing seat concepts aimed at lowering the risk of WAD were found to reduce the risk of long-term consequences after reporting initial symptoms of WAD. However, seats with energy absorption in the seat back, passive seats or reactive seats are more effective for females than seats with Reactive Head Restraints, which showed no major reduction of WAD with long-term consequences compared with standard seats.
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17.
  • Kullgren, Anders, 1963, et al. (författare)
  • Effects on crash risk of automatic emergency braking systems for pedestrians and bicyclists
  • 2023
  • Ingår i: Traffic Injury Prevention. - : Taylor & Francis. - 1538-9588 .- 1538-957X. ; 24:S1, s. S111-S1115
  • Tidskriftsartikel (refereegranskat)abstract
    • OBJECTIVE: The first automatic emergency braking (AEB) system was presented in 2003 and aimed to mitigate or reduce rear-end crashes. Since then, several AEB systems aimed to reduce other collision types have been introduced and studies have shown that they reduce crash risks. The aim with this study was to evaluate crash reductions of cars fitted with AEB systems with pedestrian detection and those with bicyclist detection. METHODS: The study is based on the Swedish Traffic Accident Data Acquisition that includes road traffic accidents reported by the police and by emergency hospitals. Crashes occurring between 2015 and 2020 and with cars from model years 2015 to 2020 were included. The statistical analysis used odds ratio calculations with an induced exposure approach where the outcomes of sensitive and nonsensitive crashes were studied. The sensitive crashes were hit pedestrians and bicyclists, respectively. The nonsensitive crash type in both comparisons was struck vehicles in rear-end crashes. Evaluations were also made for different light and weather conditions and for high and low speed roads. RESULTS: Seven hundred and twelve hit pedestrians and 1,105 hit bicyclists were included, and the nonsensitive crashes consisted of 1,978 vehicles. The overall reduction on crash risk for AEB with pedestrian detection was 8% (±15%; ns) and for AEB with bicyclist detection it was 21% (±17%). When separating for light conditions, no reduction in crash risk for AEB with pedestrian detection nor for AEB with bicyclist detection could be seen in darkness. However, in daylight and twilight conditions, AEB with pedestrian detection reduced pedestrian crash risk by 18% (±19%; ns) and AEB with bicyclist detection reduced bicyclist crash risk by 23% (±19%). No significant reductions could be seen when separating for weather conditions except for a 53% (±31%) reduction for bicyclists in rain, fog, and snowfall. A larger reduction on high-speed roads (50-120 km/h) compared with low-speed roads (10-40 km/h) was also found. CONCLUSIONS: AEB systems with bicyclist detection were found to reduce the numbers of hit bicyclists, especially in daylight and twilight conditions. In darkness, no reduction for hit pedestrians or bicyclists was found.
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18.
  • Kullgren, Anders, 1963, et al. (författare)
  • Fatalities in value chains—an attempt to classify road traffic crashes in accordance with the United Nations General Assembly resolution 74/299
  • 2023
  • Ingår i: Traffic Safety Research. - 2004-3082. ; 5:Special issue
  • Tidskriftsartikel (refereegranskat)abstract
    • Large corporations are today expected or obliged to report on accidental deaths and serious injuries to employed or contracted employed as a part of reporting on sustainability and workplace safety. Data about road crashes are part of such events and are therefore, but not separately, collected and presented. In Europe, 40% to 60% of all work-related accidents resulting in death has been reported to be road traffic accidents. In 2020, the Stockholm Declaration urged all corporations to report on their safety footprint including their entire value chain. The aims of the present study were to use a new definition of safety footprint and to quantify those killed as employed and at work, and those killed in a crash where the other part was at work, as so called third parties, to transports for duty with employed drivers. The Swedish Transport Administration (STA) in-depth database of fatal crashes was used, that covers all fatalities classified as road traffic related and consists of information from the police, medical journals, autopsy reports, accident analyses performed by STA, and witness statements. All fatalities excluding suicides or those caused by sickness occurring during year 2019 were investigated (n = 214). 11% (23/214) of the fatalities occurred when the killed person was at work and 16 while commuting. 37% of the fatal accidents occurred when the killed road user or the other part was at work. In total, almost half of the fatalities in the road transport system were related to work in some way when including both the fatally injured and their collision partners. A larger proportion of non-privately owned and procured vehicles was found for the vehicles of the collision partners compared to the vehicles of the fatally injured. In approximately one third of the fatal accidents a procurement of a transport service was involved. The Swedish Work Environment Authority (SWEA) identified 10 of the 23 fatalities at work investigated and none of these accidents was found to be investigated by the police as a crime related to the work environment. In conclusion, almost half of the fatalities in the road transport system in 2019 were related to work in some way, either the fatally injured or their collision partners were at work or while commuting. When including the third-party casualties, the problem becomes much bigger and more complex. In Sweden fatalities related to work are under reported, as the SWEA does not receive basic data. Efforts are needed to improve reporting of work-related road fatalities. It was found that the police did not investigate road traffic fatalities as death at workplace. It is crucial that the police start to follow the intention of regulations linked to workplace safety. If not, the possibility to collect relevant data for organizations to report on their safety footprint is limited. It is complicated to collect, classify and analyse value chain fatal crash information, mainly due to that the police do not investigate fatal road crashes as possibly work-related events. It is recommended that organizations manage their own data collection if they wish to report on their safety footprint data.
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19.
  • Kullgren, Anders, 1963, et al. (författare)
  • The potential of vehicle and road infrastructure interventions in fatal bicyclist accidents on Swedish roads—What can in-depth studies tell us?
  • 2019
  • Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 20:sup1, s. S7-S12
  • Tidskriftsartikel (refereegranskat)abstract
    • Objective: The objective of this article is to describe the characteristics of fatal crashes with bicyclists on Swedish roads in rural and urban areas and to investigate the potential of bicycle helmets and different vehicle and road infrastructure interventions to prevent them. The study has a comprehensive approach to provide road authorities and vehicle manufacturers with recommendations for future priorities. Methods: The Swedish Transport Administration’s (STA) in-depth database of fatal crashes was used for case-by-case analysis of fatal cycling accidents (2006–2016) on rural (n = 82) and urban (n = 102) roads. The database consists of information from the police, medical journals, autopsy reports, accident analyses performed by STA, and witness statements. The potential of helmet use and various vehicle and road infrastructure safety interventions was determined retrospectively for each case by analyzing the chain of events leading to the fatality. The potential of vehicle safety countermeasures was analyzed based on prognoses on their implementation rates in the Swedish vehicle fleet. Results: The most common accident scenario on rural roads was that the bicyclist was struck while cycling along the side of the road. On urban roads, the majority of accidents occurred in intersections. Most accidents involved a passenger car, but heavy trucks were also common, especially in urban areas. Most accidents occurred in daylight conditions (73%). Almost half (46%) of nonhelmeted bicyclists would have survived with a helmet. It was assessed that nearly 60% of the fatal accidents could be addressed by advanced vehicle safety technologies, especially autonomous emergency braking with the ability to detect bicyclists. With regard to interventions in the road infrastructure, separated paths for bicyclists and bicycle crossings with speed calming measures were found to have the greatest safety potential. Results indicated that 91% of fatally injured bicyclists could potentially be saved with known techniques. However, it will take a long time for such technologies to be widespread. Conclusions: The majority of fatally injured bicyclists studied could potentially be saved with known techniques. A speedy implementation of important vehicle safety systems is recommended. A fast introduction of effective interventions in the road infrastructure is also necessary, preferably with a plan for prioritization.
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20.
  • Linder, Astrid, 1959, et al. (författare)
  • Acceleration pulses and crash severity in low velocity rear impacts—real world data and barrier tests
  • 2001
  • Ingår i: ESV Conference. Amsterdam, The Netherlands.
  • Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
    • Dummy responses in a crash test can vary depending not only on the change of velocity but also on how the impact was generated. Literature reporting how acceleration pulses can vary in cars impacted in different configurations is limited. The aim of this study was to collect and categorise different acceleration pulses in 3 different types of rear collision. The acceleration pulse resulting from a solid, 1000 kg, mobile barrier test at 40% overlap and an impact velocity of 15 km/h was studied for 33 different cars. Seven cars were impacted at 100% overlap at higher impact velocities using the same mobile barrier. Acceleration pulses from two different car types in real-world collisions producing a similar change of velocity were also analysed.The results from the barrier tests show that a similar change of velocity can be generated by a large variety of pulse shapes in low velocity rear impacts. The results from real-world collisions showed that a similar change of velocity was generated in different ways both in terms of peak and mean acceleration. The results of this study highlight the importance of knowing the acceleration pulse both when evaluating the severity of a real world crash and when designing test methods for evaluating vehicle safety performance in low velocity rear-end impacts, particularly in respect of soft tissue neck injuries.
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21.
  • Linder, Astrid, et al. (författare)
  • EvaRID : Anthropometric and biomechanical specification of a finite element dummy model of an average female for rear impact testing
  • 2011
  • Ingår i: The 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV) Washington, D.C., June 13-16, 2011. ; , s. 1-14
  • Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
    • Neck injury due to low severity vehicle crashes is of worldwide concern and it is well established that the risk of such injuries are higher for females than for males, even in similar crash conditions. In addition, recently developed protective systems have shown to be less protective of females than males. Hence there is a need for improved tools when developing and evaluating the performance of protective systems for occupants.The objective of this study was to develop a finite element model of a 50th percentile female rear impact crash dummy model. The anthropometry of the 50th percentile female was specified based on data found in the scientific published literature and is called EvaRID (Eva - female/RID - Rear Impact Dummy). EvaRID is based on the same design concept as the 50th percentile male rear impact dummy, the BioRID. A first version, EvaRID V1.0, was developed in LSDyna. The dynamic response of EvaRID V1.0 was compared to data from rear impact tests with female volunteers. It was found that it is necessary to further adjust the stiffness of the joints in the spine in order to fully mimic the motion of the volunteers. In future, the EvaRID dummy model has the potential to be a valuable tool when evaluating and developing seats and whiplash protection systems.
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22.
  • Lübbe, Nils, 1982, et al. (författare)
  • Assessment of Integrated Pedestrian Protection Systems with Forward Collision Warning and Automated Emergency Braking
  • 2015
  • Ingår i: 2015 IRCOBI Conference Proceedings - International Research Council on the Biomechanics of Injury. ; , s. 385-397
  • Konferensbidrag (refereegranskat)abstract
    • Automated Emergency Braking systems reduce impact speeds, and consequently, injuries in car‐ to‐pedestrian impacts. The development of assessment methods for these systems has received considerable attention. Forward Collision Warning systems similarly aim at reducing impact speed, but have received less attention. Casualty cost reductions of several simplified but realistic Forward Collision Warning and Automated Emergency Braking systems were calculated using simulations and a modified AsPeCSS method. Automated Emergency Braking systems were assessed to result in approximately 25% casualty cost reductions. Forward Collision Warning effectiveness ranged from “no benefit” for an audio‐visual warning system with late activation, to a benefit of 25 % casualty cost reduction for an early activating warning system including an additional short brake pulse. As Forward Collision Warning seems to have the potential to reduce pedestrian casualties of the same magnitude as Automated Emergency Braking, the authors suggest including a Forward Collision Warning assessment in a modified AsPeCSS method to rate pedestrian protection of cars.
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23.
  • Rizzi, Maria C, et al. (författare)
  • The potential of different countermeasures to prevent injuries with high risk of health loss among bicyclists in Sweden
  • 2020
  • Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 21:3, s. 215-221
  • Tidskriftsartikel (refereegranskat)abstract
    • Objective: As bicyclists account for the largest share of serious injuries in Sweden, focus to improve safety for bicyclists is needed. While knowledge about fatal bicycle crashes is rather extensive, the number of studies that have investigated non-fatal injuries is still rather limited. The aim of this study was to estimate the potential of different countermeasures to reduce crashes resulting in injuries with high risk of health-loss among cyclists in Sweden. A further aim was to describe the residual—that is, crashes that were not considered to be addressed by the analyzed countermeasures. Methods: A sample of individuals with specific injury diagnoses was drawn from the Swedish national crash database Strada. A survey form was used to collect additional information about the crash and the health-related outcomes. The potential of countermeasures currently included in the Swedish Safety Performance Indicators, as well as of countermeasures that could be described as “existing but not fully implemented” was assessed. The overall potential of all countermeasures assessed was calculated, giving a grand total without double counting. Cases that were considered not to be addressed by any of the countermeasures included (i.e., the residual crashes) were described in more detail. Results: The current Swedish Safety Performance Indicators that relate to safe cycling addressed 22% of crashes. Improved maintenance by deicing and removal of snow from bicycle infrastructure was found to have the highest potential (8%), followed by improved crashworthiness of passenger cars (5%) and safer bicycle crossings (4%). The potential for existing but not fully implemented safety improvements was 56%. The greatest potential was found for Autonomous Emergency Braking with cyclist detection for passenger cars (12%), followed by studded winter tyres for bicycles (12%), and improved maintenance on non-bicycle infrastructure (11%). In total, taking double counting into consideration, all safety improvements could address 64% of all crashes. Among the residual crashes, the majority (69%) were single bicycle crashes of which most were related to wheel locking during braking and losing balance at low speed or stationary. Conclusions: Compared with fatal crashes that involve a majority of bicycle-car crashes, the crashes leading to health-loss are mostly single bicycle crashes. Therefore, innovation and development of additional countermeasures to improve safety for bicyclists should focus on single bicycle crashes.
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24.
  • Rizzi, Matteo, 1979, et al. (författare)
  • Effectiveness of Motorcycle Antilock Braking Systems (ABS) in Reducing Crashes, the First Cross-National Study
  • 2015
  • Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 16:2, s. 177-183
  • Tidskriftsartikel (refereegranskat)abstract
    • Objectives: This study set out to evaluate the effectiveness of motorcycle antilock braking systems (ABS) in reducing real-life crashes. Since the European Parliament has voted on legislation making ABS mandatory on all new motorcycles over 125 cc from 2016, the fitment rate in Europe is likely to increase in the coming years. Though previous research has focused on mostly large displacement motorcycles, this study used police reports from Spain (2006-2009), Italy (2009), and Sweden (2003-2012) in order to analyze a wide range of motorcycles, including scooters, and compare countries with different motorcycling habits. Methods: The statistical analysis used odds ratio calculations with an induced exposure approach. Previous research found that head-on crashes were the least ABS-affected crash type and was therefore used as the nonsensitive crash type for ABS in these calculations. The same motorcycle models, with and without ABS, were compared and the calculations were carried out for each country separately. Crashes involving only scooters were further analyzed. Results: The effectiveness of motorcycle ABS in reducing injury crashes ranged from 24% (95% confidence interval [CI], 12-36) in Italy to 29% (95% CI, 20-38) in Spain, and 34% (95% CI, 16-52) in Sweden. The reductions in severe and fatal crashes were even greater, at 34% (95% CI, 24-44) in Spain and 42% (95% CI, 23-61) in Sweden. The overall reductions of crashes involving ABS-equipped scooters (at least 250 cc) were 27% (95% CI, 12-42) in Italy and 22% (95% CI, 2-42) in Spain. ABS on scooters with at least a 250 cc engine reduced severe and fatal crashes by 31% (95% CI, 12-50), based on Spanish data alone. Conclusions: At this stage, there is more than sufficient scientific-based evidence to support the implementation of ABS on all motorcycles, even light ones. Further research should aim at understanding the injury mitigating effects of motorcycle ABS, possibly in combination with combined braking systems.
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25.
  • Rizzi, Matteo, 1979, et al. (författare)
  • Injury crash reduction of low-speed Autonomous Emergency Braking (AEB) on passenger cars
  • 2014
  • Ingår i: International Research Council on the Biomechanics of Injury Conference, IRCOBI 2014; Berlin; Germany; 10 September 2014 through 12 September 2014. ; , s. 656-665
  • Konferensbidrag (refereegranskat)abstract
    • Low-speed Autonomous Emergency Braking (AEB) is a safety system designed to support passenger car drivers to avoid or mitigate the consequences of rear-end crashes, mostly in urban road environments. This study set out to evaluate the effectiveness of this technology in reducing real-life crashes, based on Swedish police-reported injury crashes 2010-2014. Cars with standard AEB were compared with non-AEB cars from the same manufacturer as well as from others. Both groups were chosen to be of similar types and weights. The statistical analysis used odds ratio calculations with an induced-exposure approach. In this case, striking rear-end crashes were considered sensitive to AEB. The non-sensitive crash types used in the analysis were struck rear-end crashes as well as all crossing crashes. Only two-car collisions were included. The results showed that the reduction of striking rear-end crashes in 50 km/h speed areas ranged between 54% and 57%. The reduction of all striking rear-end crashes, regardless of speed area, ranged between 35% and 41%. These findings were in line with previous research, although of greater magnitude as the striking and the struck car could be identified and separated. However, it should be noted that the present study calculated the overall benefits of AEB, in terms of both crash avoidance and injury mitigation.
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26.
  • Rizzi, Matteo, 1979, et al. (författare)
  • The combined benefits of motorcycle antilock braking systems (ABS) in preventing crashes and reducing crash severity
  • 2016
  • Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 17:3, s. 297-303
  • Tidskriftsartikel (refereegranskat)abstract
    • © 2016 Taylor & Francis Group, LLC. Objective: Several studies have reported the benefits of motorcycle antilock braking systems (ABS) in reducing injury crashes, due to improved stability and braking performance. Both aspects may prevent crashes but may also reduce the crash severity when a collision occurs. However, it is still unknown to what extent the reductions in injury crashes with ABS may be due to a combination of these mechanisms. Methods: Swedish hospital and police reports (2003–2012) were used. The risk for permanent medical impairment (RPMI) was calculated, showing the risk of at least 1 or 10% permanent medical impairment. In total, 165 crashes involving ABS-equipped motorcycles were compared with 500 crashes with similar motorcycles without ABS. The analysis was performed in 3 steps. First, the reduction in emergency care visits with ABS was calculated using an induced exposure approach. Secondly, the injury mitigating effects of ABS were investigated. The mean RPMI 1+ and RPMI 10+ were analyzed for different crash types. The distributions of impairing injuries (PMI 1+) and severely impairing injuries (PMI 10+) were also analyzed. In the third step, the total reduction of PMI 1+ and PMI 10+ injured motorcyclists was calculated by combining the reductions found in the previous steps. An additional analysis of combined braking systems (CBS) together with ABS was also performed. Results: The results showed that emergency care visits were reduced by 47% with ABS. In the second step, it was found that the mean RPMI 1+ and RPMI 10+ with ABS were 15 and 37% lower, respectively. Finally, the third step showed that the total reductions in terms of crash avoidance and mitigation of PMI 1+ and PMI 10+ injured motorcyclists with ABS were 67 and 55%, respectively. However, PMI 1+ and PMI 10+ leg injuries were not reduced by ABS to the same extent. Indications were found suggesting that the benefits of ABS together with CBS may be greater than ABS alone. Conclusions: This article indicated that motorcycle ABS reduced impairing injuries, mostly due to fewer emergency care visits but also due to a reduction in crash severity. This may seem reasonable as the improved stability and braking performance provided by ABS could prevent some crashes but would also decrease crash severity if a collision still occurs. As suggested by previous studies, however, the lower extremities would be more exposed in a crash with ABS. It is recommended that future research should follow up these results with additional data.
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27.
  • Sato Sakayachi, Fusako, 1979, et al. (författare)
  • Average-sized male and female rear-impact dummy models in simulations of real world cases addressing sensitivity in Whiplash associated disorder assessment
  • 2017
  • Ingår i: Conference proceedings International Research Council on the Biomechanics of Injury, IRCOBI. - 2235-3151. ; 2017-September, s. 623-641
  • Konferensbidrag (refereegranskat)abstract
    • The purpose of this study was to investigate differences in motion and load responses between the EvaRID and BioRID finite element models by reconstructing real world accidents in order to assess ATD-specific injury assessment reference values for female and male occupants. Four rear-impact crash cases in cars equipped with the same type of front seats were selected from the Folksam accident database. The cars were fitted with crash recorders and the crash pulses were accessed together with occupant data, including neck injury severity. The Whiplash Associated Disorder injury outcomes reported in the crash data were more severe for female occupants than male occupants. The accident reconstruction simulations were conducted by applying the crash pulse to a finite element model of the seat. The analysis showed that neck injury criteria values were lower for the EvaRID than the BioRID. During an impact, kinematic response differences due to differences in body size, geometry, weight distribution, joint stiffness and mass were observed between the EvaRID and BioRID, which may all contribute to the lower neck injury criteria values for the EvaRID. The accident reconstruction analyses indicated a need of separate injury criteria thresholds for each gender to assess the risk of sustaining Whiplash Associated Disorders for both male and female occupants. The method used in this study could be used on a larger amount of cases in order to establish the threshold values for females as has been established for males.
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28.
  • Siegmund, Gunter P., et al. (författare)
  • Letter to the editor
  • 2019
  • Ingår i: Spine. - Malmö : Malmö universitet. - 1528-1159 .- 0362-2436. ; 44:2, s. E133-E133:1, s. i-i
  • Tidskriftsartikel (övrigt vetenskapligt/konstnärligt)
  •  
29.
  • Stigson, H., et al. (författare)
  • A One Year Pay-as-You-Speed Trial With Economic Incentives for Not Speeding
  • 2014
  • Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 15:6, s. 612-618
  • Tidskriftsartikel (refereegranskat)abstract
    • Objective: The objective was to identify whether it was possible to change driver behavior by economic incentives and thereby reduce crash risk. Furthermore, the objective was to evaluate the participants' attitudes toward the pay-as-you-speed (PAYS) concept. Methods: A one-year PAYS trial with economic incentives for keeping speed limits using intelligent speed assistance (ISA) was conducted in Sweden during 2011-2012. The full incentive was a 30 percent discount off the insurance premium. The participants were private insurance customers and were randomized into a test group (initial n = 152, final n = 128) and a control group (initial n = 98, final n = 68). When driving, the drivers in the test group were informed and warned visually when the speed limit was exceeded. They could also follow their driving results on a personal website. The control group was not given any feedback at all. To reflect the impact of the PAYS concept the proportion of distance driven above the speed limit was compared between the 2 groups. Results: The introduction of a PAYS concept shows that the test group significantly reduced the proportion of distance driven above the speed limit. The proportion of driving at a speed exceeding 5 km/h over the speed limit was 6 percent for the test group and 14 percent for the control group. It also showed that the effect was higher the higher the violation of speed. The result remained constant over time. Conclusions: It was shown that a PAYS concept is an effective way to reduce speed violations. Hence, it has the possibility to reduce crash severity and thereby to save lives. This could be an important step toward a safer road transport system. The majority of the participants were in favor of the concept, which indicates the potential of a new insurance product in the future.
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30.
  • Stigson, H., et al. (författare)
  • Consumer testing of bicycle helmets
  • 2017
  • Ingår i: Conference proceedings International Research Council on the Biomechanics of Injury, IRCOBI. - : International Research Council on the Biomechanics of Injury. ; 2017-September, s. 173-181
  • Konferensbidrag (refereegranskat)abstract
    • Current bicycle helmet standards do not include angular acceleration, for certification even though it is known that it is the dominant cause of brain injury. The objective of this study was to develop an improved test method, including oblique impacts, to evaluate helmets sold on the European market. Four physical tests were conducted, shock absorption with straight perpendicular impact and three oblique impact tests. Computer simulations were made to evaluate injury risk. In total, 17 conventional helmets and one airbag helmet were included. All helmets except five showed a linear acceleration lower than 180 g, which corresponds to a low risk of skull fracture. The airbag helmet performed three times better than the conventional helmets (48 g vs. an average of 175 g). The simulations indicated that the strain in the grey matter of the brain during oblique impacts varied between helmets from 6% to 44%, where 26% corresponds to 50% risk for a concussion. The lowest strain was measured in the brain when the airbag helmet was tested. Helmets equipped with Multi-directional Impact Protection System (MIPS) performed better than the others. However, all helmets need to reduce rotational acceleration more effectively. A helmet that meets the current standards does not necessarily prevent concussion. 
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31.
  • Stigson, Helena, 1979, et al. (författare)
  • Differences in Long-Term Medical Consequences Depending on Impact Direction Involving Passenger Cars
  • 2015
  • Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 16, s. S133-S139
  • Tidskriftsartikel (refereegranskat)abstract
    • Objective: There is limited knowledge of the long-term medical consequences for occupants injured in car crashes in various impact directions. Thus, the objective was to evaluate whether injuries leading to permanent medical impairment differ depending on impact direction. Methods: In total, 36,743 injured occupants in car crashes that occurred between 1995 and 2011 were included. All initial injuries (n = 61,440) were classified according to the Abbreviated Injury Scale (AIS) 2005. Injured car occupants were followed for at least 3years to assess permanent medical impairment. The data were divided into different groups according to impact direction and levels of permanent impairment. The risk of permanent medical impairment was established for different body regions and injury severity levels, according to AIS. Results: It was found that almost 12% of all car occupants sustained a permanent medical impairment. Given an injury, car occupants involved in rollover crashes had the highest overall risk to sustain a permanent medical impairment. Half of the head injuries leading to long-term consequences occurred in frontal impacts. Far-side occupants had almost the same risk as near-side occupants. Occupants who sustained a permanent medical impairment from cervical spine injuries had similar risk in all impact directions (13%) except from rollover (17%). However, these injuries occurred more often in rear crashes. Most of the injuries leading to long-term consequences were classified as minor injuries by AIS for all impact directions. Conclusions: Studying crash data from a perspective of medical impairment is important to identify injuries that might not be prioritized only considering the AIS but might lead to lower quality of life for the occupant and also costs for society. These results can be used for road transport system strategies and for making priority decisions in vehicle design.
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32.
  • Stigson, H., et al. (författare)
  • How to reduce pedestrian fatalities: a case-by-case study to evaluate the potential of vehicle and road infrastructure interventions
  • 2023
  • Ingår i: Traffic Safety Research. - : Dept. of Technology & Society, Faculty of Engineering, LTH, Lund University. - 2004-3082. ; 5:Special issue
  • Tidskriftsartikel (refereegranskat)abstract
    • In line with the UN’s global goals on sustainability several initiatives are promoting walking. However, if effective interventions are not implemented an increased number of pedestrians will lead to more road casualties. It is important to take appropriate decisions on interventions to reach Vision Zero adopted by the Swedish Government. This study describes the characteristics of fatal crashes with pedestrians on Swedish roads and investigates the potential of different vehicle and road infrastructure interventions to save lives. The Swedish Transport Administration (STA) in-depth database of fatal crashes was used for a case-by-case investigation. Out of the 226 fatally injured pedestrians during 2011–2016 in Sweden the most common accident scenario was a vehicle hitting a pedestrian while crossing the road. Most crashes occurred in darkness on rural roads (63%), but for urban areas the majority (53%) occurred in daylight. In general, interventions related to vehicle speed were found to address a larger proportion of the studied pedestrian fatalities on urban roads compared to on rural roads, while separated pedestrian paths outside the carriageway were found to address a larger proportion on rural roads compared to on urban roads. The intervention with the largest total potential was pedestrian crossings with speed calming measures for the motor vehicles, which had the potential to address 36% of the identified fatalities. A reduced speed limit in combination with speed calming interventions had the potential to prevent 29% of the studied fatalities while separate pedestrian paths outside the carriageway had the potential to prevent approximately 15%. It was estimated that the vehicle safety technology with the highest potential was autonomous emergency braking with pedestrian detection for passenger cars. With this system available on all cars, 58% of the studied fatalities could potentially be prevented. Most (up to 93%) of the studied fatally injured pedestrians could potentially be saved with known vehicle safety and road infrastructural technologies. However, the analysis of the potential effect of interventions show that it will take a long time until the advanced and potentially effective vehicle safety technologies will be widely spread. This shows the importance of speeding up the implementation. A fast implementation of effective interventions in the road infrastructure is also necessary, preferably using a plan for prioritization. There are two main approaches of doing that, separating road user groups, or reducing vehicle speeds in areas with mixed rod user groups to survivable levels, which is recommended to be 30 km/h. There is a need to identify areas where most pedestrian accidents occur and then use the most effective interventions. The results of this study could be helpful in this process.
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33.
  • Stigson, H., et al. (författare)
  • Injury risk functions in frontal impacts using data from crash pulse recorders
  • 2012
  • Ingår i: Annals of Advances in Automotive Medicine; 56th Annual Scientific Conference of the Association for the Advancement of Automotive Medicine; Seattle, WA; United States; 14 October 2012 through 17 October 2012. - 1943-2461. ; 56, s. 267-276
  • Konferensbidrag (refereegranskat)abstract
    • Knowledge of how crash severity influences injury risk in car crashes is essential in order to create a safe road transport system. Analyses of real-world crashes increase the ability to obtain such knowledge. The aim of this study was to present injury risk functions based on real-world frontal crashes where crash severity was measured with on-board crash pulse recorders. Results from 489 frontal car crashes (26 models of four car makes) with recorded acceleration-time history were analysed. Injury risk functions for restrained front seat occupants were generated for maximum AIS value of two or greater (MAIS2+) using multiple logistic regression. Analytical as well as empirical injury risk was plotted for several crash severity parameters; change of velocity, mean acceleration and peak acceleration. In addition to crash severity, the influence of occupant age and gender was investigated. A strong dependence between injury risk and crash severity was found. The risk curves reflect that small changes in crash severity may have a considerable influence on the risk of injury. Mean acceleration, followed by change of velocity, was found to be the single variable that best explained the risk of being injured (MAIS2+) in a crash. Furthermore, all three crash severity parameters were found to predict injury better than age and gender. However, age was an important factor. The very best model describing MAIS2+ injury risk included delta V supplemented by an interaction term of peak acceleration and age.
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34.
  • Stigson, Helena, 1979, et al. (författare)
  • Rural road design according to the safe system approach
  • 2022
  • Ingår i: The Vision Zero Handbook: Theory, Technology and Management for a Zero Casualty Policy. - Cham : Springer International Publishing. ; , s. 947-970
  • Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
    • In this chapter, the reader is introduced to the topic of driver distraction: its definition and mechanisms; its impact on driving performance and safety; approaches to preventing it; evidence-based injury prevention and mitigation countermeasures; and new frames of reference for conceptualizing distraction as traditional driving functions and tasks become increasingly automated. Some strategies that might be considered by societal stakeholders in setting a coordinated agenda for the management of distracted driving going into the future are also presented. Until all vehicles can safely drive themselves, in all conditions, all of the time, it is unlikely that, for driver distraction, Vision Zero will be achieved. In the meantime, however, there is much that can be done to slow its spread and mitigate it effects.
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35.
  • Strandroth, Johan, 1978, et al. (författare)
  • A New Method to Evaluate Future Impact of Vehicle Safety Technology in Sweden
  • 2012
  • Ingår i: SAE Technical Papers. - 400 Commonwealth Drive, Warrendale, PA, United States : SAE International. - 0148-7191 .- 2688-3627. ; 56, s. 497-509
  • Tidskriftsartikel (refereegranskat)abstract
    • In the design of a safe road transport system there is a need to better understand the safety challenges lying ahead. One way of doing that is to evaluate safety technology with retrospective analysis of crashes. However, by using retrospective data there is the risk of adapting safety innovations to scenarios irrelevant in the future. Also, challenges arise as safety interventions do not act alone but are rather interacting components in a complex road transport system. The objective of this study was therefore to facilitate the prioritizing of road safety measures by developing and applying a new method to consider possible impact of future vehicle safety technology. The key point was to project the chain of events leading to a crash today into the crashes for a given time in the future. Assumptions on implementation on safety technologies were made and these assumptions were applied on the crashes of today. It was estimated which crashes would be prevented and the residual was analyzed to identify the characteristics of future crashes. The Swedish Transport Administration's in-depth studies of fatal crashes from 2010 involving car passengers (n=156) were used. This study estimated that the number of killed car occupant would be reduced with 53 percent from the year 2010 to 2020. Through this new method, valuable information regarding the characteristic of the future crashes was found. The results of this study showed that it was possible to evaluate future impact of vehicle safety technology if detailed and representative crash data is available.
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36.
  • Strandroth, Johan, 1978, et al. (författare)
  • Head-on collisions between passenger cars and heavy goods vehicles: Injury risk functions and benefits of autonomous emergency braking
  • 2012
  • Ingår i: 2012 IRCOBI Conference Proceedings - International Research Council on the Biomechanics of Injury, Dublin;12 September 2012 through14 September 2012. ; , s. 342-351
  • Konferensbidrag (refereegranskat)abstract
    • This study focuses on frontal crashes between passenger cars and heavy goods vehicles (HGV) in Sweden. The objectives are to estimate how risk for moderate and severe injuries (MAIS2+) for passenger car occupants correlates with change of velocity (delta v) in this type of crashes and to estimate the potential benefits of Autonomous Emergency Braking (AEB) on HGV and passenger cars in reducing injury risk. First risk curves were derived from Crash Pulse Recorder data from 85 real-world frontal collisions between passenger cars and HGV including 133 front seat occupants with AIS-coded injuries. Secondly, a case-by-case analysis was performed using 70 in-depth studies of fatal crashes collected by the Swedish Transport Administration. The possible additional braking time and impact speed reduction with AEB was calculated. Finally, the calculated speed reduction with AEB was applied on the derived risk functions in order to estimate the injury reduction. Results showed that with a given delta v the injury risk for car occupants was higher in frontal collisions with HGV than in similar collisions with another passenger car. AEB activated on HGV and passenger cars in frontal collisions could possibly reduce the closing velocity by approximately 30 km/h on average, which would result in a 73% reduction of MAIS2+ injuries on the passenger car occupants.
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37.
  • Svensson, Mats, 1960, et al. (författare)
  • Difference in Female and Male Whiplash Injury Risk – Indications from Seat Testing and From Fluid Dynamics Modelling of Nerve Injury Mechanisms
  • 2016
  • Ingår i: Proceeding of the 13th International Forum of Automotive Traffic Safety (INFATS), Hangzhou, China, November 24-26. ; , s. 473-476
  • Konferensbidrag (refereegranskat)abstract
    • Whiplash Associated Disorder (WAD) is still one of the most poorly understood traffic injuries.Cervical dorsal root ganglion lesion is a potential cause of WAD. This short communication covers factorsthat potentially contribute to the difference in WAD risk between female and male car occupants in rearimpacts.A prototype female rear impact dummy and the male BioRID II dummy were used. In parallel a 3D modelof the ganglion and the intervertebral bridging veins was developed in CFD software. The T1 x-accelerationwas mostly higher in the female dummy, coinciding with the time of strongest pressure magnitudes.Car seats interacted differently with the female compared the male dummy. Increased early T1acceleration of the female indicates a stronger pressure magnitude in the vertebral canal. Increased pressureswere also found with more female-like neck joint properties.The results points to the need to complete
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38.
  • Svensson, Mats, 1960, et al. (författare)
  • Final report EEVC European Enhanced Vehicle-safety Committee Ad-Hoc Group on Whiplash Injuries and EEVC WG12 Advanced Anthropometric Adult Crash Dummies
  • 2002
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • SummarySeveral proposals for a test procedure for neck injury protection assessment have beenpublished. A good deal of data are available to serve as a basis for the choice of; test set-up(e.g. full vehicle test, sled test), accident severity (delta-v, acceleration characteristic) andcrash dummy type.There is however a lack of information regarding the choice of a neck injury criterion and atolerance level. There are however promising activities under way, for instance in the ongoingEU-project "Whiplash II".The EEVC ad-hoc working group on whiplash injuries recommends that a new EEVC activityon rear impact is established. Although much research work has taken place there are stillsignificant gaps in the knowledge base, before a full regulatory test procedures can be fullyadopted. The ad-hoc group feels that a new EEVC activity would have an important role toplay in initiating and evaluating new research to fill these gaps.Future tasks for any new EEVC activity would include:a) Test proceduresb) Test devices (crash dummies).c) Assessment criteriad) Validation
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