| 1. |
- Linder, Astrid, 1959, et al.
(author)
-
VIRTUAL - a European approach to foster the uptake of virtual testing in vehicle safety assessment
- 2020
-
In: Proceedings of 8th Transport Research Arena TRA 2020.
-
Conference paper (peer-reviewed)abstract
- In the assessment of road user and vehicle occupant safety, physical testing is limited to a few scenarios. To advance transport safety it is vital to include more relevant scenarios. Virtual Testing offers an opportunity to introduce additional test scenarios. The objectives of the VIRTUAL project, described in this paper, include: Identifying impact scenarios relevant for the future, providing tools such as models, guidelines, and a corresponding platform to foster the uptake of virtual testing. The safety of standing passengers on public transport has been reviewed, scenarios for Vulnerable Road User testing have been identified and new seated positions for future vehicles have been described. In addition, a virtual testing platform has been established on which human body models are provided. The platform follows the open access approach, complements other approaches and does not just provide the models, but also guidelines on how to implement new scenarios in test procedures.
|
|
| 2. |
- Elrud, Rasmus, et al.
(author)
-
Sickness absence among passenger car occupants following a Crash
- 2017
-
In: Conference proceedings International Research Council on the Biomechanics of Injury, IRCOBI. - 2235-3151. ; 2017-September, s. 79-90
-
Conference paper (peer-reviewed)abstract
- Sickness absence is a common consequence of road traffic crashes, with high costs for the individual and society. Yet, scarcely studied, therefore, the aim was to describe sickness absence among injured car occupants. A population-based study using register data was conducted, including all car occupants of working age living in Sweden, who in 2010 had specialised in-or outpatient healthcare due to a car crash (n=9427). Individuals were categorised based on age, sex, and injury type. Odds ratios with 95% confidence intervals for a new sickness absence spell >14 days were estimated. After excluding the 9% already on sickness absence or disability pension, 10% had a new sickness absence spell >14 days. Sex and crash type were not associated with new sickness absence, while old age and being born outside Europe were associated with higher odds ratios. Odds ratios varied with the type of injury and injured body region. The odds ratio for sickness absence was highest for injuries to the spine and spinal cord odds ratio: 8.64 (95% confidence interval 6.45-11.57). Traumatic brain injuries except concussion had an odds ratio of 6.99 (4.04-12.08) while concussions had an odds ratio of 2.66 (1.80-3.93).
|
|
| 3. |
- Kjeldgård, Linnea, 1985-, et al.
(author)
-
Bicycle crashes and sickness absence - a population-based Swedish register study of all individuals of working ages
- 2019
-
In: Bmc Public Health. - : Springer Science and Business Media LLC. - 1471-2458. ; 19
-
Journal article (peer-reviewed)abstract
- BackgroundIn recent years, bicycle injuries have increased, yet little is known about the impact of such injures on sickness absence (SA) and disability pension (DP). The aim was to explore SA and DP among individuals of working ages injured in a bicycle crash.MethodA nationwide register-based study, including all individuals aged 16-64years and living in Sweden, who in 2010 had in- or specialized out-patient healthcare (including emergency units) after a bicycle crash. Information on age, sex, sociodemographics, SA, DP, crash type, injury type, and injured body region was used. We analyzed individuals with no SA or DP, with ongoing SA or full-time DP already at the time of the crash, and with new SA >14days in connection to the crash. Crude and adjusted odds ratios (OR) with 95% confidence intervals for new SA were estimated by logistic regression.ResultsIn total, 7643 individuals had healthcare due to a new bicycle crash (of which 85% were single-bicycle crashes). Among all, 10% were already on SA or full-time DP at the time of the crash, while 18% had a new SA spell. The most common types of injuries were external injuries (38%) and fractures (37%). The body region most frequently injured was the upper extremities (43%). Women had higher OR (1.40; 1.23-1.58) for new SA than men, as did older individuals compared with younger (OR 2.50; 2.02-3.09, for ages: 55-64 vs. 25-34). The injury types with the highest ORs for new SA, compared with the reference group external injuries was fractures (8.04; 6.62-9.77) and internal injuries (7.34; 3.67-14.66). Individuals with traumatic brain injury and injuries to the vertebral column and spinal cord had higher ORs for SA compared with other head, face, and neck injuries (2.72; 1.19-6.22 and 3.53; 2.24-5.55, respectively).ConclusionsIn this explorative nationwide study of new bicycle crashes among individuals of working ages, 18% had a new SA spell in connection to the crash while 10% were already on SA or DP. The ORs for new SA were higher among women, older individuals, and among individuals with a fracture.
|
|
| 4. |
- Leo, Christoph, et al.
(author)
-
Analysis of Swedish and Dutch accident data on cyclist injuries in cyclist-car collisions
- 2019
-
In: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 20:sup2, s. 160-162
-
Journal article (peer-reviewed)abstract
- Objective: To reduce the number of severe injuries sustained by cyclists in crashes with vehicles, it is important to understand which kinds of injuries are occurring to identify what should be assessed by means of virtual testing. Method: A detailed analysis of injuries was made based on Swedish and Dutch accident data. The most frequently injured body regions and the most frequent single injuries of these body regions were analysed. Results: Cyclists most frequently injured their heads, upper and lower extremities, and bone fractures as well as brain injuries were identified as one of the most important injuries. Conclusions: For the virtual assessment of cyclist protection, injury predictors for long bone, skull and pelvic fractures as well as brain injuries are required in Human Body Models.
|
|
| 5. |
- Nilsson, P., et al.
(author)
-
Modelling the effect on injuries and fatalities when changing mode of transport from car to bicycle
- 2017
-
In: Accident Analysis and Prevention. - : Elsevier BV. - 0001-4575. ; 100, s. 30-36
-
Journal article (peer-reviewed)abstract
- Background: Several studies have estimated the health effects of active commuting, where a transport mode shift from car to bicycle reduces risk of mortality and morbidity. Previous studies mainly assess the negative aspects of bicycling by referring to fatalities or police reported injuries. However, most bicycle crashes are not reported by the police and therefore hospital reported data would cover a much higher rate of injuries from bicycle crashes. The aim of the present study was to estimate the effect on injuries and fatalities from traffic crashes when shifting mode of transport from car to bicycle by using hospital reported data. Methods: This present study models the change in number of injuries and fatalities due to a transport mode change using a given flow change from car to bicycle and current injury and fatality risk per distance for bicyclists and car occupants. Results: show that bicyclists have a much higher injury risk (29 times) and fatality risk (10 times) than car occupants. In a scenario where car occupants in Stockholm living close to their work place shifts transport mode to bicycling, injuries, fatalities and health loss expressed in Disability-Adjusted Life Years (DALY) were estimated to increase. The vast majority of the estimated DALY increase was caused by severe injuries and fatalities and it tends to fluctuate so that the number of severe crashes may exceed the estimation with a large margin. Conclusion: Although the estimated increase of traffic crashes and DALY, a transport mode shift is seen as a way towards a more sustainable society. Thus, this present study highlights the need of strategic preventive measures in order to minimize the negative impacts from increased bicycling. (C) 2016 Elsevier Ltd. All rights reserved.
|
|
| 6. |
- Ohlin, Maria, 1987, et al.
(author)
-
Duration of sickness absence following a bicycle crash, by injury type and injured body region: A nationwide register-based study
- 2018
-
In: Journal of Transport & Health. - : Elsevier BV. - 2214-1405 .- 2214-1413. ; 9, s. 275-281
-
Journal article (peer-reviewed)abstract
- In recent years, bicycle injuries have increased but little is known about the relation of such injures to sickness absence (SA). The aim of this study was to investigate duration of SA > 14 days after a bicycle crash, in general and by injury type and injured body region. A population-based study was conducted, including all individuals living in Sweden, aged 16-64 years, who in 2009-2011 had in-or specialized outpatient medical care due to a new injury from a bicycle crash (n = 22,045), excluding those already on SA or full-time disability pension at the time of the crash. Crude and adjusted odds ratios (OR) and 95% confidence intervals (CI) for a new SA were estimated by logistic regression. In total, 4387 (20%) had new SA in connection to the crash. SA was most common among individuals aged 55-64 years (32%), and more common among women (23%) than men (18%). Fractures was the injury type with the highest OR for SA across all durations, but highest for 30-89 days (8.09; CI 6.30-10.39). Spine and back was the body region with the highest OR for SA >= 90 days (11.98; CI 7.38-19.46), followed by Traumatic Brain Injuries (6.64; CI 4.01-10.98), and injuries to lower extremities (5.28; CI 3.58-7.78). For 235 individuals (5%) the SA spell lasted >= 180 days. Among those cases, the most commonly injured body regions were lower leg (21%) followed by shoulder and upper arm (17%), and Traumatic Brain Injuries (15%). In conclusion, the duration of SA varied with type of injury and injured body region. Among the very long SA spells, common injuries were injuries to the lower leg, to the shoulder and upper arm, and traumatic brain injuries.
|
|
| 7. |
- Ohlin, Maria, 1987
(author)
-
How to Make Bicycling Safer - Identification and Prevention of Serious Injuries among Bicyclists
- 2019
-
Doctoral thesis (other academic/artistic)abstract
- The overall aim of this thesis was to guide current and future safety improvements that address serious injuries among bicyclists. The thesis is compiled by four studies, of which the first two aimed to identify injuries leading to loss of health from a biopsychosocial perspective, and the two following studies aimed to understand how these injuries occur and how they can be prevented. Study I investigated health-related quality of life (HRQoL), based on the EQ-5D questionnaire, while Study II investigated sickness absence (SA), following a bicycle crash. On a general level, the injuries associated with problems in HRQoL and long-term SA included mainly fractures of the hip and upper leg, fractures of the lower leg and ankle, fractures of the upper arm, fractures and sprains of the shoulder, traumatic brain injuries, and fractures and strains to the spine. Study III found that the majority (68%) of such injuries occurred in single bicycle crashes, and further 17% in collisions with motor vehicles. In Study IV it was shown that the current Swedish safety performance indicators related to cycling could address up to 22% of crashes involving injuries associated with problems in HRQoL and long term SA. In addition to the current safety performance indicators, the following five actions should be the focus of more rapid implementation: autonomous emergency braking with cyclist detection on passenger cars, extended maintenance to include all urban roads used for cycling, improved design of curbstones, and to separate cyclists from both motor vehicles and pedestrians. Overall, this thesis highlights that additional interventions targeting single bicycle crashes need to be prioritised by road authorities in order to prevent health loss among bicyclists.
|
|
| 8. |
- Ohlin, Maria, 1987, et al.
(author)
-
Long-term problems influencing health-related quality of life after road traffic injury – Differences between bicyclists and car occupants
- 2017
-
In: Journal of Transport & Health. - : Elsevier BV. - 2214-1405. ; 4, s. 180-190
-
Journal article (peer-reviewed)abstract
- The aim of this study was to describe and compare road traffic injuries leading to long-term problems in Health related quality of life (HRQoL), with regards to road user group, injury severity and injured body region, which is important when considering injury preventive strategies. From the Swedish Traffic Accident Data Acquisition (STRADA), a randomized sample of people injured in a road traffic crash and seeking emergency hospital care in connection to the crash between 1st of January 2007 and 31st of December 2009 was drawn (n1⁄44761). HRQoL was investigated using a self-report survey, namely the EQ-5D. Among the responding persons injured in a bicycle crash (n1⁄4402) or car crash (n1⁄4557) the injury outcome of reporting or not reporting any problem in HRQoL was compared between bicyclists and car occupants depending on injured body region and injury severity. The results showed that 59% of car occupants and 44% of bicyclists reported problems in HRQoL after a road traffic injury. Pain/dis- comfort and anxiety/depression were the health-related dimensions where people most frequently reported problems. Leg injuries were most often associated with reporting problems in HRQoL, for both bicyclists and car occupants. Another finding was that car occupants consistently reported more pro- blems in HRQoL compared to bicyclists, even when controlled for injury severity and injured body region.
|
|
| 9. |
- Ohlin, Maria, 1987, et al.
(author)
-
Potential safety benefits of Automatic Collision Notification - A case by case analysis
- 2014
-
In: 21st World Congress on Intelligent Transport Systems: Reinventing Transportation in Our Connected World, ITSWC 2014; Cobo CenterDetroit; United States; 7 September 2014 through 11 September 2014.
-
Conference paper (peer-reviewed)abstract
- This study aimed to investigate the potential effect of Automatic Collision Notification (ACN) on reducing road fatalities and naturally deceased in the road environment. No such detailed study had previously been made in Sweden. The material consisted of in-depth studies of fatal crashes collected by the Swedish Transport Administration (STA) and from SOS Alarm, the Swedish emergency service central operating the emergency calls. The method used was a case-by-case analysis. The results showed that ACN could have an effect in 3.2 percent of the road fatalities and in 14.3 percent of the fatalities regarding naturally deceased in the road environment.
|
|
| 10. |
- Ohlin, Maria, 1987, et al.
(author)
-
The combined effect of vehicle frontal design, speed reduction, autonomous emergency braking and helmet use in reducing real life bicycle injuries
- 2017
-
In: Safety Science. - : Elsevier BV. - 0925-7535 .- 1879-1042. ; 92, s. 338-344
-
Journal article (peer-reviewed)abstract
- Vulnerable road users as bicyclists and pedestrians account for a significant share of fatalities and serious injuries in the road transport system. Traditionally, the protection for bicyclists has been addressed by speed management and separating vulnerable road users from motorized traffic. Also, the use of bicycle helmet has been prompted and regulated in some countries. Pedestrian protection by improving the car fontal design has been around since the late 1990s and has proven to be effective in reducing injury risk on pedestrians (Strandroth et al., 2011) as well as on bicyclists (Strandroth et al., 2014). Pedestrian detec- tion with Autonomous Emergency Braking (AEB) has also been introduced on the market to prevent and mitigate pedestrian and bicyclist injuries. The purpose of this study was to evaluate the effect of the dif- ferent interventions promoting safety for vulnerable road users, and an additional purpose was to look at the combined effect of the interventions. Swedish emergency hospital reports from approximately 2000 bicyclists and 1200 pedestrians between Jan 1st 2003 and March 2014 were included in the study. Hospital reports including injury diagnosis were combined with police data and the vehicle registry in order to obtain detailed vehicle information. Euro NCAP pedestrian test score, speed limit restriction and helmet use was correlated with real-life pedestrian and bicyclist injuries. The results showed that on pedestrians, large injury reductions were found comparing low scoring cars (1–9 p) in the Euro NCAP pedestrian test to high scoring cars (>18 p). Also for bicyclists significant injury reductions were found. Focusing on bicyclist’s injury level, large reductions were found on all body regions, with the high- est reduction on head injuries. The effect of speed limit restriction showed few statistically significant results, although across both pedestrian and bicyclist injuries the trends showed overall small but posi- tive effects. The effect of helmet use on bicyclist injuries was investigated both on individual level and on head injury level. Helmet showed to significantly reduce the risk of head injuries. However, on individual level, the results were quiet conflicting, and only on mRPMI10+ level a positive and statistically signifi- cant reduction was found. The calculated combined effect of speed-reduction, helmet-use and car frontal design was 79%. Also, preliminary calculations, based on a limited number of cases, and including both bicyclists and pedestrians, showed that when adding the effect of AEB, the risk of long-term impairment decreased by more than 90%.
|
|
