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The accident research of Hanover and (from 1999 on) Dresden registered 736 leg injuries (AIS ≥ 2) from 1983 to March 2007. 174 of these injuries (23.6 %) were fractures or dislocations of foot and ankle. 149 feet of 141 front seat car occupants in 140 cars were affected. Of these 117 were drivers, 24 were front seat passengers. The mean age of occupants was 38.5 -± 16.8 years. Ankle fractures were the most frequent injury (n = 82; 80 malleolar fractures, 2 pilon fractures). 34 fractures and dislocations affected the hindfoot (5 talus and 26 calcaneal fractures, 2 subtalar dislocations and 1 subtotal amputation) , 16 to midfoot (4 navicular fractures, 5 cuboid fractures, 3 fractures of cuneiformia, 2 dislocations of chopart joint, 1 subtotal amputation, and one severe decollement) and 39 the forefoot (metatarsal fractures). Open fractures were seldom seen (2 malleolar fractures, 1 metatarsal fracture). Both feet were injured in 10 cases. 33 occupants (23.4 %) were polytaumatic had a polytrauma, 17 of them died. 81 percent of the occupants were belted. The cars were divided in pre EuroNCAP (year of manufacture 1997 and older) and post EuroNCAP cars (year of manufacture 1998 and newer). Most of the foot injuries were seen in pre EuroNCAP cars. Most of the occupants sat in compact cars (40 drivers and 9 front seat passengers) and large family cars (27 drivers and 7 co-drivers). 49 of 140 accidents occurred on country roads, 26 on main roads and 13 on motorways. The crash direction was mostly frontal. Generally were found no differences of delta v- and EES-level between the injured foot regions, but divided into pre- and post-EuroNCAP cars there was a tendency to higher delta v- and EES-levels in newer cars. The frequency of foot injuries increased linearly with increasing delta v-level; but above delta v-level of 55 km/h the linear increase only was seen in pre-EuroNCAP cars, post-EuroNCAP cars showed no further increase of injuries. The footwell intrusion showed no difference between the injured foot regions but pre-EuroNCAP cars had a tendency to higher footwell intrusion. There were no differences in footwell intrusion between the car types. Only 29 of 174 fractures or dislocations of foot were seen in post-EuroNCAP cars, the predominate number of these injuries (n = 145) were noticed in pre-EuroNCAP cars. A lower probability of long-term impairment was found in post-EuroNCAP cars for equal delta v levels, using the AIS2008 associated Functional Capacity Index (FCI) for the foot region.
The purpose of this work is to investigate the association between the injuries in motorcycle accident and the main accident configurations. The data were provided by a multicentric case-control study MAIDS regarding the risk of crash and injuries of motorcyclists. Chi-square test was used to evaluate the relationship between the variables and a logistic regression was performed to evaluate the association of injury severity with some variables supposed to be predictive factors. Lesive patterns characterized by internal haemorrhages are mainly associated with fronto-lateral crashes, above all in urban areas. Lacerations or abrasions, mainly reported in torso and lower extremities, are mostly associated with single crashes or accidents in queue also for crashes occurred to low speed (< 50 km/h). The severity of injuries is highly associated with impact speed, regardless of the crash configuration. Fractures and haemorrhages play an important role in determining the severity of injuries. The upper extremities are the most frequently traumatised anatomic areas.
In-depth accident investigation offers many advantages for the analysis and comprehension of crash mechanisms. IFSTTAR makes such investigations since 1992 without interruption. The corresponding database contains more than 1200 accident case studies. Currently, in-depth accident investigation is one of the best ways to determine the speed or cars involved in accidents. This paper first presents the methods used for accident investigation and for accident kinematic reconstruction. Then, in order to illustrate the interest and possible applications of such accident data, it shows some results from a recent study based on the IFSTTAR in-depth accident study programme (IDAS) and dealing with the link between travelling speed and accident risk.
Pedestrian and cyclist are the most vulnerable road users in traffic crashes. One important aspect of this study was the comparable analysis of the exact impact configuration and the resulting injury patterns of pedestrians and cyclists in view of epidemiology. The secondary aim was assessment of head injury risks and kinematics of adult pedestrian and cyclists in primary and secondary impacts and to correlate the injuries related to physical parameters like HIC value, 3ms linear acceleration, and discuss the technical parameter with injuries observed in real-world accidents based documented real accidents of GIDAS and explains the head injuries by simulated load and impact conditions based on PC-Crash and MADYMO. A subsample of n=402 pedestrians and n=940 bicyclists from GIDAS database, Germany was used for preselection, from which 22 pedestrian and 18 cyclist accidents were selected for reconstruction by initially using PC-Crash to calculate impact conditions, such as vehicle impact velocity, vehicle kinematic sequence and throw out distance. The impact conditions then were employed to identify the initial conditions in simulation of MADYMO reconstruction. The results show that cyclists always suffer lower injury outcomes for the same accident severity. Differences in HIC, head relative impact velocity, 3ms linear contiguous acceleration, maximum angular velocity and acceleration, contact force, throwing distance and head contact timing are shown. The differences of landing conditions in secondary impacts of pedestrians and cyclists are also identified. Injury risk curves were generated by logistic regression model for each predicting physical parameters.
Motorcycle crashes in Austria: Analysis of causes and contributing factors based on in-depth data
(2017)
From CEDATU, the in-depth accident database run by the Vehicle Safety Institute at Graz University of Technology, a representative sample of 101 crashes involving at least one motorcycle was selected. The analysis focused on causes for crashes as well as on contributing factors, but also included parameters of road, riders and vehicles. Own riding speed and "unexpectable action by another road user" were the most frequent causes for accidents. Inappropriate safety distance or delayed reaction were frequent, both as causation factors and as contributing factors. Infrastructure issues never cause an accident, but they are very frequent as contributing factors; road geometry and road guidance are by far most frequent among these. This paper also discusses accidents by type and other parameters (e.g. injury severity by body region, collision speed, age and others), and compares accident causes to previous studies as well as the police reported accident statistics.
Pedestrian accidents are one of the major concerns related with road accidents around the world. Portugal has one of the highest rates of pedestrian fatalities in Europe. In this paper an overview conditions were the pedestrian accidents occurred in Portugal is presented. In the last years, a project related with the pedestrian accidents has run in Portugal for the period 2004-2006 where 603 people died, 2097 have been severely injured and about 17000 slightly injured. Within this project all the pedestrian accidents in this period have been analysed providing global information about a wide range of aspects, since location, driver and pedestrian characteristics, weather and road conditions, among others. In addition, 50 in-depth accidents have been investigated and the data collected according the Pendant methodology. For this in-depth methodology detailed information about the accident has been collected, including injuries, vehicle damage, road conditions and road user- behaviour and actions. An accident reconstruction has been carried for each case including the determination of the speeds and driver actions, and the analysis of the contributing factors for the accident. Depending of the accident complexity, different methodologies have been used to analyse these accident, from the classical analytical equations such as Simms and Woods, to the use of detailed computational pedestrian models as those included in the commercial software- PC-Crash-® or Madymo-®. Also one of the goals of our investigation is the development of multibody models and methodologies for the reconstruction of pedestrian accidents. Some of these tools integrated in the commercial software Cosmos Motion-® are presented. The advantages of the different approaches are compared and discussed for some of the accidents investigated. With these tools the impact speed can be determined from the projection distance with analytical tools or PC-Crash-®, but more complex tools should be used to determine speed from the injuries, what is especially important for fatal accidents. The influence of the vehicle geometry and stiffness characteristics is another aspect analysed, where the influence of the vehicle stiffness has been determined using a combined multibody-finite elements approach within the software Madymo-®.
This paper describes the methodology of In-Depth Investigation in Germany on the example of GIDAS (German In-Depth Accident Study). Since 1999 in Germany a joint project between FAT (Forschungsvereinigung Automobiltechnik or Automotive Industry Research Association) and BASt (Bundesanstalt für Straßenwesen or the Federal Road Research Institute) is being carried out in Hannover and Dresden. The methodology of this project is based on a statistically orientated procedure of data sampling (sampling plan, weighting factors). The paper describes the possibilities of such in-depth investigation on the results of the offered title. The accident cases were collected randomly within GIDAS at Hannover. There are more cases existing from previous investigation started in 1985 under the same methodology. The portion of rollovers can be established at 3.7% of all accidents with casualties in the year 2000. For the study 434 cases of car accidents with rollovers are used for a detail comprehensive analysis. The accidents happened in the years 1994 to 2000 in the Hannover area. The injury distribution will report about 741 occupants with rollover accident event. The presented paper will give an overview of the accident situations following in rollover movements of cars. The distributions of injury frequencies, injury severity AIS for the whole body and for the body regions of occupants will be presented and compared to technical details like the impact speed and the deformation pattern. The speed of the car was determined at the point of rollover and on the point of accident initiency. The characteristics of the kinematics followed in a rollover movement are analyzed and the major defined types of rollover will be shown in the paper. The paper will describe the possibilities of In-Depth Investigation methods for the approach of finding countermeasures on the example of car accidents with rollover and explaining the biomechanics of injuries in rollover movements.
Bone fracture patterns could be crucial in reconstructing the nature of loading, especially in the lower limb and upper limb kinematics in vehicle-pedestrian crashes. In addition, use of FE bone models can be a handy tool to predict vehicle impact velocity and the impact direction. The point of fracture initiation in bone loading has been predicted quite accurately earlier. A methodology that predicts bone crack initiation and its propagation pattern for the six known loading directions using a single material and failure model is presented.
Relevant accident related factors : risk and frequencies of contributing to road traffic accidents
(2009)
In the course of the European Project TRACE (Traffic Accident Causation in Europe) an attempt was made to analyse the cause of road traffic accidents from a factors' point of view. By literature review the most important independent risk factors for traffic accidents were identified to be speed, alcohol intake, male gender, young age, cell phone use, and fatigue. However, the impact of an accident related factor also depends on its prevalence in traffic and accidents, respectively. Available to the Partners in the TRACE Project were different accident databases. Causally contributing factors found by accident investigations that are most often coded in accident databases are connected to unadapted speed and inattention. Taking into account the risk increase and the frequency of contribution to accidents the conclusion can be drawn that the most relevant factors for accident causation are: "alcohol", "speed", and "inattention and distraction".
Rollover scenarios in Europe
(2005)
Rollover accidents seem to be a rising problem in Europe and therefore the systematic of this accident scenario should be investigated. Based on statistical investigations on major European accident databases for different countries a series of 73 real world rollover accidents was analysed. These cases were reconstructed using PC-Crash and preliminary categorised using a modified USbased rollover classification. In a first step, the rollover events were reconstructed from the point of conflict to the vehicle- rest position. The vehicles kinematics as well as its linear and rotational velocities were derived. In a second step typical velocity characteristics as well as kinematics were identified and the events categorised according to these criteria. Based on these results four main categories were defined, covering all reconstructed accidents. This categorisation was based on mechanical parameters (rotatory and translator kinematical data of the vehicle). Significant differences can be seen for different scenarios for the "first phase of rollover".