| 1. |
- Tingvall, Claes, 1953, et al.
(author)
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Saving lives beyond 2020: The next steps
- 2022
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In: The Vision Zero Handbook: Theory, Technology and Management for a Zero Casualty Policy. - Cham : Springer International Publishing. ; , s. 789-839
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Book chapter (other academic/artistic)abstract
- Road safety analysis can be used to understand what has been successful in the past and what needs to be changed in order to be successful to reduce severe road trauma going forward and ultimately what's needed to achieve zero. This chapter covers some of the tools used to retrospectively evaluate real-life benefits of road safety measures and methods used to predict the combined effects of interventions in a road safety action plan as well as to estimate if they are sufficient to achieve targets near-term and long-term. Included are also a brief overview of methods to develop boundary conditions on what constitutes a Safe System for different road users. Further to that, the chapter lists some arguments for the need of high-quality mass and in-depth data to ensure confidence in the results and conclusions from road safety analysis. Finally, a few key messages are summarized.
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| 2. |
- Amin, Khabat, et al.
(author)
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Fall- and collision-related injuries among pedestrians in road traffic environment : A Swedish national register-based study
- 2022
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In: Journal of Safety Research. - : Elsevier. - 0022-4375 .- 1879-1247. ; 81, s. 153-165
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Journal article (peer-reviewed)abstract
- Objective: To investigate the burden of pedestrian injuries, including pedestrian fall injuries (PFI), compared to other transport-related injuries in Sweden and document their characteristics in terms of demographics, causes, type of injuries, and severity level with a focus on long-term consequences. Methods: Data were retrieved from the national Swedish Traffic Accident Data Acquisition register. A total of 361,531 fatalities and injuries were reported by emergency hospitals during 2010–2019, of which 127,804 were pedestrians (35%). We assessed the magnitude of PFIs and conducted comparative analyses to assess differences compared to other types of road users regarding sex, age, severity level, injury circumstances, hospital care, causes of accidents, and type of injuries. Results: Pedestrians were the second largest group of traffic-related deaths in Sweden after car occupants and accounted for just over a quarter of all fatal accidents in the road traffic environment. Of the total number of pedestrian fatalities, three out of four have been in collision accidents and the others in fall-related accidents. In terms of injuries, pedestrians were the largest group among all road users, regardless of the type of accident. PFIs accounted for a third of all injuries in the road traffic environment and nearly half of all injuries resulting in permanent medical impairment (i.e., 2.2 times more long-term consequences among PFIs compared to injured car occupants). Females (particularly middle-aged and older) and older adults were overrepresented, and most PFIs occurred on urban and municipal roads. The causes were often related to maintenance (e.g., slippery surfaces such as ice, snow, leaves or gravel together with uneven pavements and roads are the cause three out of four of PFIs). Among collision injuries, the representation was almost equal for sex and age. Conclusions: Injuries and fatalities among pedestrians are a considerable issue in the road traffic environment in Sweden. Contrary to other traffic groups, the incidence has not decreased over time, meaning that this issue must be met with specific measures and address the specific risk factors they are associated with. Practical Application: Including fall accidents in the definition of traffic accidents increases the chances of getting better information about the accidents and taking preventive measures.
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| 3. |
- Bohman, Katarina, et al.
(author)
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Long-Term Medical Consequences for Child Occupants 0 to 12 Years Injured in Car Crashes
- 2014
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In: Traffic Injury Prevention. - : Taylor & Francis. - 1538-9588 .- 1538-957X. ; 15:4, s. 370-378
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Journal article (peer-reviewed)abstract
- Objective: There is limited knowledge of the long-term medical consequences for children injured in car crashes. Thus, in the event of injury, the aim of the study was to specify patterns and risks of injuries resulting in permanent medical impairment of children (0-12years) for different body regions and injury severity levels, according to Abbreviated Injury Scale (AIS). The aim was also to compare the impairment outcome with adults. Methods: Data were obtained from the Folksam insurance company, including reported car crashes from 1998 to 2010 with at least one injured child 0-12years of age. In all, 2619 injured children with 3704 reported medical diagnoses were identified. All injuries were classified according to the AIS 2005 revision. If the child had not recovered within 1 year postinjury an assessment of permanent medical impairment (PMI) was made by one or several medical specialists. Results: In all, 55 children sustained 59 injuries resulting in PMI of which 75 percent were at AIS 1 or AIS 2. The head and cervical spine were the body regions sustaining the most injuries resulting in PMI. Sixty-eight percent of all injuries resulting in PMI were AIS 1 injuries to the cervical spine, with the majority occurring in frontal or rear impacts. Given an injury to the cervical spine, the risk of injuries resulting in PMI was 3 percent, and older children (6years) had a significantly higher risk (3% versus 1%) than younger children. The head was the second most commonly injured body region with injuries resulting in PMI (12/59), which were predominantly AIS 2+. In addition, mild traumatic brain injuries at AIS 1 were found to lead to PMI. Whereas for children the injuries leading to PMI were primarily limited to the head and cervical spine, adults sustained injuries that led to PMI from a more diverse distribution of body regions. Conclusion: The pattern of injuries resulting in permanent medical impairment is different for children and adults; therefore, safety priorities for children need to be based on child data. The majority of those injuries leading to PMI were at lower AIS levels. Furthermore, AIS 1 cervical spine and AIS 1+ head injuries should be given priority concerning mitigation of long-term consequences for children.
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| 4. |
- Boström, Ola, 1963, et al.
(author)
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Comparison of car seats in low speed rear-end impacts using the BioRID dummy and the new neck injury criterion (NIC).
- 2000
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In: Accident Analysis and Prevention. ; 32:2, s. 321-328
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Journal article (peer-reviewed)abstract
- Long-term whiplash associated disorders (WAD) 1-3 sustained in low velocity rear-end impacts is the most common disability injury in Sweden. Therefore, to determine neck injury mechanisms and develop methods to measure neck-injury related parameters are of importance for current crash-safety research. A new neck injury criterion (NIC) has previously been proposed and evaluated by means of dummy, human and mathematical rear-impact simulations. So far, the criterion appears to be sensitive to the major car and collision related risk factors for injuries with long-term consequences. To further evaluate the applicability of NIC, four seats were tested according to a recently proposed sled-test procedure. 'Good' as well as 'bad' seats were chosen on the basis of a recently presented disability risk ranking list. The dummy used in the current tests was the Biofidelic Rear Impact Dummy (BioRID). The results of this study showed that NICmax values were generally related to the real-world risk of long-term WAD 1-3. Furthermore, these results suggested that NICmax calculated from sled tests using the BioRID dummy can be used for evaluating the neck injury risk of different car seats.
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| 5. |
- Boström, Ola, 1963, et al.
(author)
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Prediction of neck injuries in rear impacts based on accident data and simulations
- 1997
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In: PROCEEDINGS OF THE 1997 INTERNATIONAL IRCOBI CONFERENCE ON THE BIOMECHANICS OF IMPACT. ; , s. 251-264
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Conference paper (peer-reviewed)abstract
- Whiplash associated disorders, occurring in car accidents, are an increasing problem worldwide. According to real-life data from police records, the struck car's velocity change (delta V) and occupant gender are two of the most important factors related to Abbreviated Injury Scale (AIS) 1 neck injuries. In this study, a new rear-impact ranking of cars based on 4432 police reported accidents is presented. The ranking concerns the relative neck injury risk and compensates for the influences of car weight and gender. Moreover, some important factors influencing the risk of AIS 1 neck injury are proposed. These include: the stiffness, damping and yielding characteristics of the seat back, the muscle response of the occupant, and the delta V of the struck car and acceleration pulse. Using a mathematical model it is shown that the influence from these factors can be explained by a recently proposed neck injury criterion (NIC). This criterion is based on the neck motion at the passage of full neck retraction. The NIC, based on a number of volunteer tests, is analysed and validated. The consequence of injury outcome of an observed overall seat back stiffening is also discussed. In conclusion, for delta V below 20 km/h, real-life data show that the geometry of the head restraint is of minor importance. A seat back with low yielding limit or soft performance may be preferable. Moreover, the new NIC seems to be a good predictor of real-life neck injuries.
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| 6. |
- Gustafsson, Markus, et al.
(author)
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Risk of Permanent Medical Impairment (RPMI) in Car Crashes Correlated to Age and Gender
- 2015
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In: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 16:4, s. 353-361
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Journal article (peer-reviewed)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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| 7. |
- Hjort, Mattias, 1972-, et al.
(author)
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Jämförelse av vinter och sommardäck på barmark sommartid : tester, riskanalys och djupstudier
- 2015
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Reports (other academic/artistic)abstract
- Allt fler bilister har ersatt sina dubbade vinterdäck med dubbfria. Eftersom det inte är olagligt att köra med odubbade vinterdäck på sommaren väljer ett stort antal förare att låta vinterdäcken sitta på även sommartid. Syftet med denna studie har varit att undersöka skillnad i väggrepp mellan vinter- och sommardäck sommartid, samt att uppskatta tänkbara trafiksäkerhetseffekter av att använda vinterdäck sommartid. En fältstudie genomfördes där väggrepp mättes på torr och våt asfalt med olika typer av däck. Resultaten visade att vinterdäcken (odubbade av Nordisk typ) i genomsnitt resulterade i 15–20 procent längre bromssträckor jämfört med sommardäcken. Skaderiskanalyser genomfördes för tre olika typer av trafikolyckor: bakifrånkollision, frontalkollision och påkörning av fotgängare. Studien visade på ökningar av skaderisken vid användning av vinterdäck istället för sommardäck för alla tre olyckstyperna. Vid låga kollisionshastigheter är den absoluta riskökningen liten kanske bara ett fåtal procent, medan den relativa ökningen kan vara stor, ibland upp till en fördubbling av risken. Djupstudier av dödsolyckor sommartid indikerade en riskökning på 3 procent vid användning av vinterdäck sommartid jämfört med sommardäck. Detta resultat är dock inte statistiskt signifikant.
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| 8. |
- Jonsson, Bertil, et al.
(author)
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The risk of whiplash-induced medical impairment in rear-end impacts for males and females in driver seat compared to front passenger seat
- 2013
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In: IATSS Research. - : Elsevier. - 0386-1112. ; 37:1, s. 8-11
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Journal article (peer-reviewed)abstract
- The objective of this study was to study whiplash injury outcome in front-seat occupants in rear-end impacts using double paired comparison technique. The combination of gender, seated position, and outcome was analyzed. Folksam, a Swedish insurance company, has a database of whiplash injuries. A questionnaire was used to collect study data. The response rate was 81%. The inclusion criteria included medical impairment one year after the impact, as judged by medical specialists. The study included rear-end impacts between 1990 and 1999 that resulted in at least one permanent neck injury impairment; in total, 430 impacts with 860 occupants and 444 impairments. Of those suffering impairment, 302 were female and 142 male; 235 were seated in the driver's seat and 209 in the front passenger seat. Relative risk estimates for impairing whiplash injury, by gender and seated position:1.Driver male (DM)/passenger female (PF) relative risk = 0.5 n = 2182.Driver male (DM)/passenger male (PM) relative risk = 1.4 n = 573.Driver female (DF)/passenger female (PF) relative risk = 2.5 n = 1024.Driver female (DF)/passenger male (PM) relative risk = 4.6 n = 67.Females had a relative risk of medical impairment of 3.1 compared to men after adjustment for the average increased risk in the driver position. The driver position had a doubled relative risk compared to the front passenger position. As a conclusion it may be of value to take risk differences between male and female occupants and between driver and front passenger positions into account in future automotive car and seat construction.
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| 9. |
- Krafft, Maria
(author)
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Non-fatal injuries to car occupants : injury assessment and analysis of impacts causing short- and long-term consequences with special reference to neck injuries
- 1998
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Doctoral thesis (other academic/artistic)abstract
- This thesis addresses non-fatal injuries leading to disability following motor vehicle collisions. The main focus is on minor (AIS 1) neck injuries, also called whiplash injuries. The purpose is to describe the distribution of disabilities among car occupants over time and to study the importance of different injury severity assessment levels on the priority ranking of the disability pattern. Another purpose is to study the characteristics and associated risk factors of rear impacts causing short- and long-term consequences to the neck (AIS 1) regarding crash severity and risk of injury in the struck car, in different car models. The materials used in the studies were data from insurance files, police reports and crash recordings of real-life rear impacts where the change of velocity and the crash pulse were measured. It was found that during the last two decades there has been a change in the distribution of disabilities. Two body regions dominated the change. Injuries to the lower extremities decreased since the 1970s and AIS 1 neck injuries increased. Furthermore, depending on level of disability, different types of injuries were predominant. For example, head injuries dominated higher disability levels were while for lower disability levels, neck injuries (AIS 1) followed by injuries to the extremities dominated. Concerning risk factors for AIS 1 neck injuries in rear impacts there were differences regarding crash severity parameters for long- and short-term consequences. Earlier studies have shown that the risk of initial symptoms to the neck are strongly related to the change of velocity. In this study it was found that, given initial symptoms, disability seemed to be more related to the acceleration of the struck car. It was also found that the relative disability risk was higher in cars manufactured at the end of 80s and beginning of the 90s than at the beginning of the 80s. Results from 22 Crash- Pulse-Recorders indicated that the shape of the pulse as well as the peak acceleration vary widely in real-life rear impacts. However, disability can occur when the change of velocity is at least 23 km/h and the peak acceleration 15 g. The principal conclusion is that AIS 1 neck injuries have increased both in proportion and in number and are the dominating injury among non-fatal injuries leading to disability. Better knowledge of risk factors causing disability is needed, especially the influence of crash severity measured as change of velocity and acceleration. This should preferably be evaluated with on-board measurement techniques in real-life collisions. In addition, it is recommended that the prevention of neck injuries in rear impacts should be directed toward the seat characteristics of the car. Also, priorities for intervention should be based on fatalities and injuries causing long-term consequences.
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| 10. |
- Linder, Astrid, 1959, et al.
(author)
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Acceleration pulses and crash severity in low velocity rear impacts—real world data and barrier tests
- 2001
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In: ESV Conference. Amsterdam, The Netherlands.
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Conference paper (other academic/artistic)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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