| 1. |
- 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.
|
|
| 2. |
- 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.
|
|
| 3. |
- 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.
|
|
| 4. |
- Rizzi, Matteo, 1979
(författare)
-
Can a Boxer Engine Reduce Leg Injuries Among Motorcyclists? Analysis of Injury Distributions in Crashes Involving Different Motorcycles Fitted with Antilock Brakes (ABS)
- 2015
-
Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 16:7, s. 739-746
-
Tidskriftsartikel (refereegranskat)abstract
- Objectives: Several studies have shown that motorcycle antilock braking systems (ABS) reduce crashes and injuries. However, it has been suggested that the improved stability provided by ABS would make upright crashes more frequent, thus changing the injury distributions among motorcyclists and increasing the risk of leg injuries. The overall motorcycle design can vary across different categories and manufacturers. For instance, some motorcycles are equipped with boxer-twin engines; that is, with protruding cylinder heads. A previous study based on a limited material has suggested that these could provide some leg protection; therefore, the aim of this research was to analyze injury distributions in crashes involving ABS-equipped motorcycles with boxer-twin engines compared to similar ABS-equipped motorcycles with other engine configurations.Methods: Swedish hospital and police records from 2003-2014 were used. Crashes involving ABS-equipped motorcycles with boxer-twin engines (n = 55) were compared with similar ABS-equipped motorcycles with other engines configurations (n = 127). The distributions of Abbreviated Injury Scale (AIS) 1+ and AIS 2+ were compared. Each subject's injury scores were also converted to the risk for permanent medical impairment (RPMI), which shows the risk of different levels of permanent medical impairment given the severity and location and of injuries. To compare injury severity, the mean RPMI 1+ and RPMI 10+ were analyzed for each body region and in overall for each group of motorcyclists.Results: It was found that AIS 1+, AIS 2+, and PMI 1+ leg injuries were reduced by approximately 50% among riders with boxer engines. These results were statistically significant. The number of injuries to the upper body did not increase; the mean RPMI to the head and upper body were similar across the 2 groups, suggesting that the severity of injuries did not increase either. Indications were found suggesting that the overall mean RPMI 1+ was lower among riders with boxer engines, although this result was not statistically significant. The mean values of the overall RPMI 10+ were similar.Conclusions: Boxer-twin engines were not originally developed to improve motorcycle crashworthiness. However, the present article indicates that these engines can reduce leg injuries among riders of motorcycles fitted with ABS. Though it is recommended that future research should look deeper into this particular aspect, the present findings suggest that the concept of integrated leg protection is indeed feasible and that further engineering efforts in this area are likely to yield significant savings in health losses among motorcyclists.
|
|
| 5. |
- Rizzi, Matteo, 1979, et al.
(författare)
-
Cyclist injuries leading to permanent medical impairment in sweden and the effect of bicycle helmets
- 2013
-
Ingår i: nternational Research Council on the Biomechanics of Injury Conference, IRCOBI 2013. ; , s. 412-423
-
Konferensbidrag (refereegranskat)abstract
- Cyclist injuries leading to long-term consequences are common and therefore important to identify in order to design a more sustainable road transport system. The aim of this study was to apply impairment scaling to those injuries to reflect long-term consequences. The Risk of Permanent Medical Impairment (RPMI) was measured for cyclist injuries and compared with the Injury Severity Score (ISS). Type and location of the crash as well as injury distribution were analyzed. The effect of the bicycle helmet was also calculated using induced exposure techniques. The material was Swedish hospital records for the period 2003- 2012. In total 77% of all bicycle crashes in Sweden were single bicycle crashes, most of which were not policereported. The number of impaired cyclists was more than 3 times larger than those with ISS 9+. Of all impairing injuries, almost 70% were to the upper and lower extremities. Furthermore, almost 10% were head injuries. The most common injuries to the upper extremities were to the shoulder and the wrist (AIS 2). Bicycle helmets were found to reduce head-impairing injuries by 62%, and severe impairing injuries by 68%. The effectiveness in reducing face injuries was lower (37% and 49%, respectively). Traditional prevention of cyclist injuries has been focused on helmets. However, the findings of the present study indicate a need for other strategies to also prevent other injuries, especially to the upper extremities.
|
|
| 6. |
- Rizzi, Matteo, 1979, et al.
(författare)
-
Does the improved stability offered by motorcycle antilock brakes (ABS) make sliding crashes less common? In-depth analysis of fatal crashes involving motorcycles fitted with ABS
- 2016
-
Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 17:6, s. 625-632
-
Tidskriftsartikel (refereegranskat)abstract
- Objective: This research investigated the following issue. Though several tests indicate that motorcycle ABS may increase motorcycle stability, thus reducing the risk of a sliding crash involving braking (i.e., the rider is separated from the motorcycle and slides along the road surface prior to collision), there is limited research showing to what extent sliding crashes are reduced by ABS in real-life conditions. Methods: The Swedish Transport Administration (STA) and the Norwegian Public Roads Administration (NPRA) carry out in-depth studies for all road fatalities. A total of 38 in-depth studies with ABS motorcycles were included: 22 in Sweden and 16 in Norway (2005–2014). These were compared with 98 cases in Sweden and 32 in Norway involving motorcycles of the same types but without ABS. The data sets were analyzed separately and also merged together. The difference between the proportions of sliding crashes regardless braking was analyzed; selective recruitment was handled with a sensitivity analysis. Induced exposure was used to calculate the reduction of all crashes and those involving braking. Results: Four ABS cases (11%) involved falling off the motorcycle prior to collision, and 35% of the non-ABS crashes were sliding (P =.004). The sensitivity analysis showed that the results were stable, with a relative difference of sliding crashes ranging between 65 and 78%. None of the 4 sliding crashes with ABS occurred during braking; that is, all ABS riders who braked prior to collision crashed in an upright position. In the 4 sliding cases with ABS, the riders lost control of their motorcycles: 2 while accelerating on asphalt with very poor friction, 1 while negotiating a curve with an excessive lean angle, and 1 by abruptly releasing the throttle in the middle of a curve. Although based on a limited number of cases, the distributions of sliding and upright collisions among crashes without braking were similar, thus suggesting that the crash posture would not be affected by ABS if no braking occurred. The calculations with induced exposure showed that upright crashes with braking were also reduced by ABS; all fatal crashes, regardless of braking, were reduced by 52%. Conclusions: Though this research was based on a limited material, it confirmed that sliding fatal crashes are significantly decreased by ABS. Considering that ABS will soon be mandatory in the European Union on all new motorcycles with engine displacement over 125cc, these findings should be taken into account in the future design and testing of motorcycle-friendly road barriers and integrated protection systems.
|
|
| 7. |
- 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.
|
|
| 8. |
- Rizzi, Matteo, 1979
(författare)
-
Health Losses in Motorcycle Crashes - Injury Analysis of Crashes into Road Barriers and Evaluation of Antilock Braking Systems
- 2014
-
Licentiatavhandling (övrigt vetenskapligt/konstnärligt)abstract
- Motorcycles crashes are a growing road safety problem. While the traditional safety approach has focused on protective gear and rider education, with the Vision Zero approach, the designers of the road transport system are considered responsible for its design and operation. Motorcycles are intrinsically unstable vehicles: in the case of instability, the most likely consequence is that the rider is separated from the motorcycle. The only countermeasure to avoid health losses is then the rider’s protective gear. This issue has not been addressed in the past with a holistic approach. In this thesis, the integrated chain of events was used as a theoretical framework: the chain of events leading to a crash is no longer seen in separate blocks; it is rather a process in which one factor in the early stages of the chain can affect the following ones, thus creating the conditions for other countermeasures to be effective. This thesis is based on two papers aiming to: (1) understand whether the injury outcome in motorcycle crashes into road barriers can be reduced when the motorcyclist is in an upright position prior to collision and; (2) estimate the effectiveness of motorcycle Antilock Braking Systems (ABS) in reducing injury crashes in Sweden, Italy and Spain.Study 1 used interviews of 55 Swedish motorcyclists who sustained injuries in crashes into road barriers between 2005-2009. Each subject’s injury scores were converted to the Risk for Permanent Medical Impairment (RPMI) in three levels (1%, 5% and 10%). The analysis showed that the injury severity was lower in crashes in which the motorcyclists were in an upright position during the collision. The proportion of subjects with Injury Severity Score (ISS) 16+ was 24% lower in those crashes compared to those who slid into the barrier. In addition, the share of AIS 2+ and AIS 3+ injuries were 22% and 12% lower, respectively. The mean RPMI 10+ was 51% lower, although this result was not statistically significant. However, leg injuries were more common.Study 2 used police reports from Spain (2006-2009), Italy (2009) and Sweden (2003-2012). The same motorcycle models, with ABS (n=1596) and without (n=9104) were compared with an induced exposure approach; the calculations were carried out for each country separately. Crashes involving only scooters in the Italian and Spanish databases were further analyzed. The effectiveness of Motorcycle ABS in reducing injury crashes ranged from 24% in Italy to 29% in Spain and 34% in Sweden. The reductions in severe and fatal crashes were even greater, at 34% in Spain and 42% in Sweden. The overall reductions of crashes involving ABS-equipped scooters were similar.Based on these findings, it could be hypothesized that there are two different chains of events depending on whether the motorcycle is stable (i.e. ABS-equipped) or not, given the same boundary conditions. In other words, improved stability would prevent some crashes. However, some riders will go further in the chain of events. The crash would still be unavoidable, but more favorable conditions would result by crashing in an upright position, thus providing some injury mitigating effects.KEYWORDS: Motorcycle, Powered Two Wheelers, Crash, Injury, Health Loss, Safety, Stability, Road Barrier, Antilock Braking Systems
|
|
| 9. |
- 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.
|
|
| 10. |
- Rizzi, Matteo, 1979, et al.
(författare)
-
Motorcycle crashes into road barriers: The role of stability and different types of barriers for injury outcome
- 2012
-
Ingår i: 2012 IRCOBI Conference Proceedings - International Research Council on the Biomechanics of Injury, Dublin:12 September through14 September 2012. ; , s. 328-341
-
Konferensbidrag (refereegranskat)abstract
- This research focused on motorcycle crashes into road barriers and addressed two research questions: the first to assess if injury risk for motorcyclists is affected by collisions with different types of barriers, and the second, to examine if injury outcome in these crashes can be affected by being in an upright position during the collision. Police-reported motorcycle crashes into road barriers in Sweden between 2003 and 2010 were analyzed across different barrier types, using the Fatal-Serious-Injury Ratio (FSI). In addition, 55 in-depth interviews with Swedish motorcyclists who had crashed into road barriers were included to measure threat-to-life and medical disability. The analysis of police records showed no statistically significant difference between the FSI-ratios for wire rope barriers, Kohlswa-beam and W-beam barriers, although these FSI-ratios were generally very high. The small number of in-depth case findings, however, showed that injury severity was lower in crashes in which the motorcyclists were in an upright position during the collision. The proportion of subjects with ISS 16+ was 24% lower in those crashes compared to those who slid into the barrier. In addition, AIS 2+ and AIS 3+ injuries were 22% and 12% lower, respectively. The mean Risk for Permanent Medical Impairment 10% (RPMI) was 51% lower, and leg injuries were more common although these results were not statistically significant. While the implementation of Anti-lock Brakes on motorcycles may improve stability during critical situations, further development of integrated leg protectors might still be needed.
|
|
| 11. |
- 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.
|
|
| 12. |
- 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.
|
|
| 13. |
- Rizzi, Matteo, 1979
(författare)
-
Towards a Safe System Approach to Prevent Health Loss among Motorcyclists
- 2016
-
Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- Health loss among motorcyclists is a global road safety problem for which innovative countermeasures are needed. While the traditional motorcycle safety approach has focused on protective gear and rider education, the Safe System approach adopted in Sweden and other countries implies that the road, the vehicle and the road user, in conjunction with a safe speed limit, should interact to create a safe road transport system. Motorcycles are intrinsically unstable vehicles and the most likely consequence of instability is the rider becoming separated from the motorcycle. In this case, the only countermeasures to avoid health loss are the rider’s protective gear, or a forgiving road infrastructure. The overall aim of this thesis is to understand the chain of events leading to crashes involving motorcycles with Antilock Braking Systems (ABS), compared to similar motorcycles without ABS. This resulted in five studies based on real-life crash data from Sweden, Norway, Spain and Italy. The integrated chain of events was used as a theoretical framework: the chain of events leading to a crash is no longer seen in separate blocks; rather it is a process in which one factor in the early phases of the chain can affect the following ones, thus creating conditions for other countermeasures to be effective.The findings indicated that Motorcycle ABS reduced emergency care visits by 47%. The severity of the crashes that did occur was lower, which reduced the overall risk of sustaining impairing injuries, although leg injuries were not addressed to the same extent. It was also found that almost 90% of fatal crashes with ABS were upright. This result suggests that leg injuries can be addressed by motorcycle design. An example with a specific design (i.e. boxer-twin engine) was analysed, showing that leg injuries were reduced by approximately 50%. Finally, it was found that the overall reduction of injury crashes with ABS ranged from 24% in Italy to 29% in Spain and 34% in Sweden. Essentially, it is suggested that Motorcycle ABS prevent crashes from occurring in the first place, and they also increase stability and change the phases following critical situations, making crashes that do occur more predictable. Therefore, improving motorcycle stability with ABS can create the conditions for making other safety systems more effective, motorcycle crashworthiness, for instance. It is also shown that these findings are feasible in different riding conditions and environments. This thesis can be considered a first step towards a Safe System approach for motorcycles. A more stable, ABS-fitted motorcycle provides the foundation for developing further countermeasures based on ABS. However, further research is needed to design and implement a Safe System that can address health loss among motorcyclists. While motorcycle manufacturers ought to immediately engage in a wide fitment of ABS in new motorcycles, the development of other technologies to improve stability, for instance Electronic Stability Controls (ESC) for motorcycles, will likely have significant benefits. Furthermore, the development and testing procedures of future road barriers will need to have greater focus on upright crashes, and the possibility of interacting with protectors integrated in the motorcycles. The development of motorcycle crashworthiness can be encouraged by consumer testing, i.e. the European New MotorCycle Assessment Programme (Euro NMCAP). Injury risk functions form the basis for the design of a Safe System, where the speed limit and crash protection are strictly connected. Such functions need to be developed for motorcyclists, and further research in this area should be prioritised.
|
|
| 14. |
- Savino, G., et al.
(författare)
-
Assessing the Potential Benefits of the Motorcycle Autonomous Emergency Braking Using Detailed Crash Reconstructions
- 2013
-
Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 14:SUPPL1, s. S40-S49
-
Tidskriftsartikel (refereegranskat)abstract
- Objective: The aim of this study was to assess the feasibility and quantitative potential benefits of a motorcycle autonomous emergency braking (MAEB) system in fatal rear-end crashes. A further aim was to identify possible criticalities of this safety system in the field of powered 2-wheelers (PTWs; e.g., any additional risk introduced by the system itself). Methods: Seven relevant cases from the Swedish national in-depth fatal crash database were selected. All crashes involved car-following in which a non-anti-lock braking system (ABS)-equipped motorcycle was the bullet vehicle. Those crashes were reconstructed in a virtual environment with Prescan, simulating the road scenario, the vehicles involved, their precrash trajectories, ABS, and, alternatively, MAEB. The MAEB chosen as reference for the investigation was developed within the European Commission-funded Powered Two-Wheeler Integrated Safety (PISa) project and further detailed in later studies, with the addition of the ABS functionality. The boundary conditions of each simulation varied within a range compatible with the uncertainty of the in-depth data and also included a range of possible rider behaviors including the actual one. The benefits of the MAEB were evaluated by comparing the simulated impact speed in each configuration (no ABS/MAEB, ABS only, MAEB). Results: The MAEB proved to be beneficial in a large number of cases. When applicable, the benefits of the system were in line with the expected values. When not applicable, there was no clear evidence of an increased risk for the rider due to the system. Discussion and Limitations: MAEB represents an innovative safety device in the field of PTWs, and the feasibility of such a system was investigated with promising results. Nevertheless, this technology is not mature yet for PTW application. Research in the field of passenger cars does not directly apply to PTWs because the activation logic of a braking system is more challenging on PTWs. The deployment of an autonomous deceleration would affect the vehicle dynamics, thus requesting an additional control action of the rider to keep the vehicle stable. In addition, the potential effectiveness of the MAEB should be investigated on a wider set of crash scenarios in order also to avoid false triggering of the autonomous braking. Supplemental materials are available for this article. Go to the publisher's online edition of Traffic Injury Prevention to view the supplemental file.
|
|
| 15. |
- Savino, G., et al.
(författare)
-
Further Development of Motorcycle Autonomous Emergency Braking (MAEB), What Can In-Depth Studies Tell Us? A Multinational Study
- 2014
-
Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 15, s. S165-S172
-
Tidskriftsartikel (refereegranskat)abstract
- Objective: In 2006, Motorcycle Autonomous Emergency Braking (MAEB) was developed by a European Consortium (Powered Two Wheeler Integrated Safety, PISa) as a crash severity countermeasure for riders. This system can detect an obstacle through sensors in the front of the motorcycle and brakes automatically to achieve a 0.3 g deceleration if the collision is inevitable and the rider does not react. However, if the rider does brake, full braking force is applied automatically. Previous research into the potential benefits of MAEB has shown encouraging results. However, this was based on MAEB triggering algorithms designed for motorcycle crashes involving impacts with fixed objects and rear-end crashes. To estimate the full potential benefit of MAEB, there is a need to understand the full spectrum of motorcycle crashes and further develop triggering algorithms that apply to a wider spectrum of crash scenarios. Methods: In-depth crash data from 3 different countries were used: 80 hospital admittance cases collected during 2012–2013 within a 3-h driving range of Sydney, Australia, 40 crashes with Injury Severity Score (ISS) > 15 collected in the metropolitan area of Florence, Italy, during 2009–2012, and 92 fatal crashes that occurred in Sweden during 2008–2009. In the first step, the potential applicability of MAEB among the crashes was assessed using a decision tree method. To achieve this, a new triggering algorithm for MAEB was developed to address crossing scenarios as well as crashes involving stationary objects. In the second step, the potential benefit of MAEB across the applicable crashes was examined by using numerical computer simulations. Each crash was reconstructed twice—once with and once without MAEB deployed. Results: The principal finding is that using the new triggering algorithm, MAEB is seen to apply to a broad range of multivehicle motorcycle crashes. Crash mitigation was achieved through reductions in impact speed of up to approximately 10 percent, depending on the crash scenario and the initial vehicle pre-impact speeds. Conclusions: This research is the first attempt to evaluate MAEB with simulations on a broad range of crash scenarios using in-depth data. The results give further insights into the feasibility of MAEB in different speed ranges. It is clear then that MAEB is a promising technology that warrants further attention by researchers, manufacturers, and regulators.
|
|
| 16. |
- Savino, G., et al.
(författare)
-
Triggering Algorithm based on Inevitable Collision States for Autonomous Emergency Braking (AEB) in Motorcycle-to-Car Crashes
- 2015
-
Ingår i: 2015 IEEE Intelligent Vehicles Symposium (IV). - 9781467372664 ; , s. 1195-1200
-
Konferensbidrag (refereegranskat)abstract
- This study presents a triggering algorithm for a collaborative, motorcycle-to-car collision avoidance system that slows down the car without input of the driver when the collision becomes imminent. The algorithm is based on the concept of inevitable state collisions. Example applications of the proposed algorithm were obtained via 2D computer simulations representing a data set of real crashes occurred in Italy, Sweden and Australia. Results indicated that the proposed method can apply to typical crash scenarios
|
|
| 17. |
- Sternlund, Simon, 1983, et al.
(författare)
-
The effectiveness of lane departure warning systems—A reduction in real-world passenger car injury crashes
- 2017
-
Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 18:2, s. 225-229
-
Tidskriftsartikel (refereegranskat)abstract
- Objective: The objective of this study was to estimate the safety benefits of in vehicle lane departure warning (LDW) and lane keeping aid (LKA) systems in reducing relevant real-world passenger car injury crashes. Methods: The study used an induced exposure method, where LDW/LKA-sensitive and nonsensitive crashes were compared for Volvo passenger cars equipped with and without LDW/LKA systems. These crashes were matched by car make, model, model year, and technical equipment; that is, low-speed autonomous emergency braking (AEB) called City Safety (CS). The data were extracted from the Swedish Traffic Accident Data Acquisition database (STRADA) and consisted of 1,853 driver injury crashes that involved 146 LDW-equipped cars, 11 LKA-equipped cars, and 1,696 cars without LDW/LKA systems. Results: The analysis showed a positive effect of the LDW/LKA systems in reducing lane departure crashes. The LDW/LKA systems were estimated to reduce head-on and single-vehicle injury crashes on Swedish roads with speed limits between 70 and 120 km/h and with dry or wet road surfaces (i.e., not covered by ice or snow) by 53% with a lower limit of 11% (95% confidence interval [CI]). This reduction corresponded to a reduction of 30% with a lower limit of 6% (95% CI) for all head-on and single-vehicle driver injury crashes (including all speed limits and all road surface conditions). Conclusions: LDW/LKA systems were estimated to lower the driver injury risk in crash types that the systems are designed to prevent; that is, head-on and single-vehicle crashes. Though these are important findings, they were based on a small data set. Therefore, further research is desirable to evaluate the effectiveness of LDW/LKA systems under real-world conditions and to differentiate the effectiveness between technical solutions (i.e., LDW and LKA) proposed by different manufacturers.
|
|
| 18. |
- 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.
|
|
| 19. |
- 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.
|
|
| 20. |
- Strandroth, Johan, 1978, et al.
(författare)
-
Characteristics of future crashes in Sweden – identifying road safety challenges in 2020 and 2030
- 2016
-
Ingår i: 2016 IRCOBI Conference Proceedings - International Research Council on the Biomechanics of Injury. - : International Research Council on the Biomechanics of Injury. ; , s. 47-60
-
Konferensbidrag (refereegranskat)abstract
- It has been proposed by the European Commission that the number of road fatalities within the European Union should move close to zero by 2050. In response to that, Sweden has set out to revise the national road safety targets of 2020 and 2030. In order to address future safety challenges, there is a need to consider the characteristics of future crashes. The objective of this study was therefore to quantify and investigate the characteristics of severe crashes in 2020 and 2030. Injury crashes were reduced from a baseline in 2014 to a given time in the future based on the implementation of safety interventions. The material consisted of hospital admission data with AIS diagnoses. Results show that the actions planned to be taken in Sweden between now and 2020 and 2030 will continue to increase the safety level for car occupants, but are estimated to be insufficient for vulnerable road users. It was concluded that there is a need to define a safety system for vulnerable road users that takes a holistic approach to sustainability by including both injury prevention measures and measures to encourage more health-promoting and fossil-free modes of transport.
|
|
| 21. |
- 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.
|
|
| 22. |
- 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.
|
|
| 23. |
- Strandroth, Johan, 1978, et al.
(författare)
-
The Correlation Between Pedestrian Injury Severity in Real-Life Crashes and Euro NCAP Pedestrian Test Results
- 2011
-
Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 12:6, s. 604-613
-
Tidskriftsartikel (refereegranskat)abstract
- Objective: The aim of the present study was to estimate the correlation between Euro NCAP pedestrian rating scores and injury outcome in real-life car-to-pedestrian crashes, with special focus on long-term disability. Another aim was to determine whether brake assist (BA) systems affect the injury outcome in real-life car-to-pedestrian crashes and to estimate the combined effects in injury reduction of a high Euro NCAP ranking score and BA. Methods: In the current study, the Euro NCAP pedestrian scoring was compared with the real-life outcome in pedestrian crashes that occurred in Sweden during 2003 to 2010. The real-life crash data were obtained from the data acquisition system Swedish Traffic Accident Data Acquisition (STRADA), which combines police records and hospital admission data. The medical data consisted of International Classification of Diseases (ICD) diagnoses and Abbreviated Injury Scale (AIS) scoring. In all, approximately 500 pedestrians submitted to hospital were included in the study. Each car model was coded according to Euro NCAP pedestrian scores. In addition, the presence or absence of BA was coded for each car involved. Cars were grouped according to their scoring. Injury outcomes were analyzed with AIS and, at the victim level, with permanent medical impairment. This was done by translating the injury scores for each individual to the risk of serious consequences (RSC) at 1, 5, and 10 percent risk of disability level. This indicates the total risk of a medical disability for each victim, given the severity and location of injuries. The mean RSC (mRSC) was then calculated for each car group and t-tests were conducted to falsify the null hypothesis at p
|
|
| 24. |
- Strandroth, Johan, 1978, et al.
(författare)
-
The effects of studded tires on fatal crashes with passenger cars and the benefits of electronic stability control (ESC) in Swedish winter driving
- 2012
-
Ingår i: Accident Analysis and Prevention. - : Elsevier BV. - 0001-4575. ; 45, s. 50-60
-
Tidskriftsartikel (refereegranskat)abstract
- This study set out to examine the effects of studded tires on fatal crashes on roads covered with ice orsnow in Sweden and also to investigate the extra benefits of electronic stability control (ESC) during thewinter months. Two different studies are presented in this paper. Both studies used an induced exposureapproach. In the main study, 369 in-depth studies of fatal crashes with passenger cars were analyzed todetermine whether loss-of-control (LOC) had been a major component or not. Only crashes involving carswithout ESC and equipped with approved studded or non-studded winter tires were analyzed. The additionalstudy used police-reported crashes that occurred during the winter seasons 2003–2010, involvingpassenger cars with and without ESC. While police records in Sweden do not include any tire information,it was assumed that most cars involved in crashes during the winter period would be equipped withstudded tires.Findings in the main study showed that in 64% of the fatal crashes on roads covered with ice or snowLOC had been a major component. Furthermore, in 82% of LOC crashes, the passenger car over-steeredprior to collision. Studded tires were found to have a statistically significant effect of 42% in terms of fatalcrash reduction on roads covered with ice or snow, compared to non-studded winter tires. The effecton dry or wet roads in the winter was negative, although statistically non-significant. In the additionalstudy, it was found that ESC further reduced crashes with injuries by 29%. The benefits on severe andfatal crashes were slightly greater (32%), although the lower 95% confidence limit was lower.Although studded tires were shown to reduce the risk of fatal crash involvement, compared to nonstuddedwinter tires, the proportion of LOC and over-steering among cars with studded tires was large(59% and 49%, respectively). It was therefore concluded that studded tires do not prevent all LOC crashes,while ESC has benefits in those crashes since this technology mostly addresses over-steering. This is alsosupported by the fact that the share of LOC fatal crashes is considerably lower for ESC-equipped cars.This study recommends that non-ESC cars should be fitted with studded tires if they are to be drivenon roads covered by ice or snow. If the proportion of studded tires is to be decreased on Swedish roads toreduce the about of hazardous particulates especially in built up areas, from a road safety point of viewit is recommended that this should be done in phase with the implementation of ESC on all passengercars.
|
|
| 25. |
- 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.
|
|
