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Although ATV accidents account for numerous deaths in the US and Australia, the role in traffic accidents and hospital admissions in Germany is unknown. At a level I trauma centre, hospital and crash charts were analysed for medical and technical parameters of ATV accidents. ATV drivers were 0.1% of emergency trauma patients. The mean total hospital stayrnwas 15 days; there were 1.5 stays per patients with 2.0 surgical procedures needed. One patient died, only two recovered fully. 14 cases of ATV accidents out of 18990 (0.1%) were documented within 10 years. The mean impact velocity was 35 km/h. Car collisions were predominant. The upper extremity was the predominant injured region (AIS 0.7), Mean maximum AIS was 1.4. ATV accidents in Germany are rare but pose high risk for severe injuries. Possible reasons are low active and passive security, limited experience and risky driving behaviour. Preventive measures are discussed.rn
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.
The following paper presents the nature and mechanism of injuries sustained in frontal impacts, focusing on car to car impacts. It was found that the body regions most frequently sustaining severe to fatal injuries were the legs and the thorax. The nature and mechanism of the injury sustained was investigated only for the thorax injuries, due to their potentially life threatening nature. The analysis revealed that the most frequent cause of the injury recorded was the seatbelt for low severity injuries and the front structure of the vehicle for higher severity injuries. An analysis of the effect of load limiter technology in the restraint system showed that the proportion of occupants who sustained "no thorax injury" did not increase when a load limiter was fitted to the restraint system. However, a decrease in the "organ" and "organ and skeletal" injuries was observed in the load limiter sample. Sample size and variation mean that these findings are not conclusive.
Motorcycle riders are one of the most vulnerable road users. Annually, on estimate 6000 people are killed in motorcycle accidents in the former 15 EU countries. The objective of this research was to investigate and analyze the main aspects and causes of this vulnerability and the accidents in general. For this aim around 70 accidents in The Netherlands were investigated in the framework of an international research program (MAIDS). Also a control group of motorcycles with riders was investigated so that exposure could be taken into account. An important result is that human failure is in 82% of the cases the main cause of the accident, in 52% this is due the other vehicle driver. Perception and decision failures are the most common failures. The most injuries are caused by the environment but they are typically only less severe (AIS1). Injuries caused by the car (front and side) are typically severe injuries (AIS4+). Previous convictions of the MC rider seem to be related to the chance to get involved in an accident. It was shown that the Dutch and the total MAIDS accident sample are comparable.
While many medical studies have dealt with the incidence, nature and treatment of polytrauma the injury-causing accident mechanisms are rarely discussed in detail, mostly due to the lack of documentation of the technical aspects. The present prospective study was started in late 2007 and collects data from traffic accidents with most severely injured in six south- German counties and two larger cities for the duration of one year. It is aimed at identifying and documenting all polytrauma cases (ISS ≥ 16) caused by traffic accidents and their crash circumstances. The data collection is based on an interdisciplinary concept to include both the police, emergency dispatch centers, hospitals and fire departments in the region and is completely anonymous. Potentially relevant cases where an emergency physician was called to the scene of a traffic accident are provided by the dispatch center. All three hospitals in the region suited for the treatment of polytraumatised patients record injuries, major diagnostic and surgery data. Data and images from the accident scene are provided by the police and by fire departments. The latter provide information which is usually not available from the police, like deployed airbags, vehicle extrication measures and detailed views of car interiors. The main objective of the study is to determine the structure of road users who sustain a polytrauma, their crash opponents and the injury patterns found in relation to the collision configuration and the protection by seat belts, air bags and other devices. With detailed documentation of vehicle damage and extrication measures the study is also intended to support the development of injury predictors for pre-hospital treatment and provide field data regarding further improvement of technical rescue.
A total survey of road traffic accidents involving most severely injured, defined as sustaining a polytrauma or severe monotrauma (ISS > 15) or being killed, was conducted over 14 months in a large study region in Germany. Data on injuries, pre-clinical and clinical care, crash circumstances and vehicle damage were obtained both prospectively and retrospectively from trauma centers, dispatch centers, police and fire departments. 149 patients with a polytrauma and eight with a severe monotrauma were recorded altogether. 22 patients died in hospital. Another 76 victims had deceased at the accident scene. In 2008, 49 % of patients treated with life-threatening injuries were car or van occupants, 21 % motorcyclists, 18 % cyclists and 10 % pedestrians. Among fatalities at the scene, vehicle occupants constituted an even larger portion. The number of road users with life-threatening trauma in the region was extrapolated to the German situation. It suggests that 10 % among the "seriously injured" as defined in national accident statistics are surviving accident victims with a polytrauma or severe monotrauma.
This paper reviews briefly the evolution of the investigation of transport accidents from the early beginnings when individual events were studied but systematic data was not collected. In the transport modes other than on the roads, accident investigation early on, even of single events, was important in introducing safety improvements. Road accidents, however, evolved enormously with the growth of car ownership without any comparable political response to the consequent deaths and injuries, equivalent to what happened with the other modes. From the 1950s data bases started to contribute to our knowledge of the epidemiology of road traffic injuries, and in-depth sample studies have contributed much to the body of knowledge in the last 30 years. However, even the basic input and output variables of a crash, its severity and the seriousness of the outcomes in terms of injuries and their consequences are not complete or agreed upon. Issues of experimental design and sampling are discussed. It is proposed that the most important area for current research to address is the effect of population variations on injury outcomes. The need for the establishment of good data bases for active safety issues is emphasised with the consequent need for better links between the research community and the police.
Accident data shows that the vast majority of pedestrian accidents involve a passenger car. A refined method for estimating the potential effectiveness of a technology designed to support the car driver in mitigating or avoiding pedestrian accidents is presented. The basis of the benefit prediction method consists of accident scenario information for pedestrian-passenger car accidents from GIDAS, including vehicle and pedestrian velocities. These real world pedestrian accidents were first reconstructed and the system effectiveness was determined by comparing injury outcome with and without the functionality enabled for each accident. The predictions from Volvo Cars" general Benefit Estimation Model are refined by including the actual system algorithm and sensing models for a relevant car in the simulation environment. The feasibility of the method is proven by a case study on a authentic technology; the Auto Brake functionality in Collision Warning with Full Auto Brake and Pedestrian Detection (CWAB-PD). Assuming the system is adopted by all vehicles, the Case Study indicates a 24% reduction in pedestrian fatalities for crashes where the pedestrians were struck by the front of a passenger car.
Injury probability functions for pedestrians and bicyclists based on real-world accident data
(2017)
The paper is focusing on the modelling of injury severity probabilities, often called as Injury Risk Functions (IRF). These are mathematical functions describing the probability for a defined population and for possible explanatory factors (variables) to sustain a certain injury severity. Injury risk functions are becoming more and more important as basis for the assessment of automotive safety systems. They contribute to the understanding of injury mechanisms, (prospective) evaluation of safety systems and definition of protection criteria or are used within regulation and/or consumer ratings. In all cases, knowledge about the correlation between mechanical behavior and injury severity is needed. IRFs are often based on biomechanical data. This paper is focusing on the derivation of injury probability models from real world accident data of the GIDAS database (German In-depth Accident Study). In contrast to most academic terms there is no explicit term definition or definition of creation processes existing for injury probability models based on empirical data. Different approaches are existing for such kind of models in the field of accident research. There is a need for harmonization in terms of the used methods and data as well as the handling with the existing challenges. These are preparation of the dataset, model assumptions, censored/unknown data, evaluation of model accuracy, definition of dependent and independent variable, and others. In the presented study, several empirical, statistical and phenomenological approaches were analyzed regarding their advantages and disadvantages and also their applicability. Furthermore, the identification of appropriate prediction parameters for the injury severity of pedestrians has been considered. Due to its main effect on injuries of pedestrians and bicyclists, the importance of the secondary impact has also been analyzed. Finally, the model accuracy, evaluated by several criteria, is the rating factor that gives the quality and reliability for application of the resulting models. After the investigation and evaluation of statistical approaches one method was chosen and appropriate prediction variables were examined. Finally, all findings were summarized and injury risk functions for pedestrians in real world accidents were created. Additionally, the paper gives instructions for the interpretation and usage of such functions. The presented results include IRFs for several injury severity levels and age groups. The presented models are based on a high amount of real world accidents and describe very well the injury severity probability of pedestrians and bicyclists in frontal collisions with current vehicles. The functions can serve as basis for the evaluation of effectiveness of systems like Pedestrian-AEB or Bicycle-AEB.
The paper presents a methodology for the benefit estimation of several secondary safety systems for pedestrians, using the exceptional data depth of GIDAS. A total of 667 frontal pedestrian accidents up to 40kph and more than 500 AIS2+ injuries have been considered. In addition to the severity, affected body region, exact impact point on the vehicle, and the causing part of every injury, the related Euro NCAP test zone was determined. One results of the study is a detailed impact distribution for AIS2+ injuries across the vehicle front. It can be stated, how often a test zone or vehicle part is hit by pedestrians in frontal accidents and which role the ground impact plays. Basing on that, different secondary safety measures can be evaluated by an injury shift method concerning their real world effectiveness. As an example, measures concerning the Euro NCAP pedestrian rating tests have been evaluated. It was analysed which Euro NCAP test zones are the most effective ones. In addition, real test results have been evaluated. Using the presented methodology, other secondary safety like the active bonnet (pop-up bonnet) or a pedestrian airbag measures can be evaluated.
Annually within the European Union, there are over 50,000 road accident fatalities and 2 million other casualties, of which the majority are either the occupants of cars or other road users in collision with a car. The European Commission now has competency for vehicle-based injury countermeasures through the Whole Vehicle Type Approval system. As a result, the Commission has recognised that casualty reduction strategies must be based on a full understanding of the real-world need under European conditions and that the effectiveness of vehicle countermeasures must be properly evaluated. The PENDANT study commenced in January 2003 in order to explore the possibility of developing a co-ordinated set of targeted, in-depth crash data resources to support European Union vehicle and road safety policy. Three main work activity areas (Work Packages) commenced to provide these resources. This paper describes some of the outcomes of Work Package 2 (WP2, In-depth Crash Investigations and Data Analysis). In WP2, some 1,100 investigations of crashes involving injured car occupants were conducted in eight EU countries to a common protocol based on that developed in the STAIRS programme. This paper describes the purposes, methodology and results of WP2. It is expected that the results will be used as a co-ordinated system to inform European vehicle safety policy in a systematic, integrated manner. Furthermore, the results of the data analyses will be exploited further to provide new directions to develop injury countermeasures and regulations.
In this study, we compared the injury severity of occupants according to the seating position and the crashing direction in motor vehicle accidents. In the driver's point of view, it was separated the seating position as "Near-side" and "Far-side". The study subjects were targeted by people who visited 4 regional emergency centers following motor vehicle accidents. Real-world investigation was performed by direct and indirect methods after patient- consent. The information of the damaged vehicle was informed by Collision Deformation Classification (CDC) code and the information of the injury of patients was informed by using the Abbreviated Injury Score (AIS) and Injury Severity Score (ISS). When the column 3 in CDC code was P, damaged at the middle part of lateral side, the average point of AIS 3 was 1.91-±1.72 in near-side and 1.02-±1.31 in far-side (p<0.01). The average point of maximum AIS (MAIS) was 2.78-±1.39 in near-side and 2.02-±1.11 in far-side (p<0.01). The average point of ISS was 15.74-±14.71 in near-side and 8.11-±8.39 in far-side (p<0.01). Also, when the column 3 in CDC code was D, damaged at the whole part of lateral side, it was significant that the average point of AIS 3 and MAIS in near-side was bigger than in far-side (p=0.02).
Side impacts, both nearside and farside, have been indicated by research to be responsible for a large proportion of serious injuries from road crashes. This study aimed to compare and contrast the characteristics of nearside and farside crashes in Australia, Germany and the U.S., using the ANCIS, GIDAS and NASS/CDS in-depth-databases, in order to establish the impact and injury severity associated with these crashes, and the types of injuries sustained. The analyses revealed some interesting similarities, as well as differences, between both nearside and farside crashes, and the emergent trends between the three investigated countries. More specifically, it was indicated that whilst the severity of injury sustained in nearside crashes was slightly greater overall than that found for farside crashes, careful consideration of struck and nonstruck side occupants must be made when considering aspects such as vehicle design and occupant protection.
In recent years special attention has been paid to reducing the number of fatalities resulting from road traffic accidents. The ambitious target to cut in half the number of road users who are killed each year by 2010 compared with the 2001 figures, as set out in the European White Paper "European Transport Policy for 2010: Time to Decide" implies a general approach covering all kinds of road users. Much has been achieved, e.g. in relation to the safety of car passengers and pedestrians but PTW accidents still represent a significant proportion of fatal road accidents. More than 6,000 motorcyclists die annually on European roads which amounts to 16% of the EU-15 road fatalities. The European Commission therefore launched in 2004 a Sub- Project dealing with motorcycle accidents within an Integrated Project called APROSYS (Advanced PROtection SYStems) forming part of the 6th Framework Programme. In a first step, the combined national statistical data collections of Germany, Italy, the Netherlands and Spain were analysed. Amongst other things parameters like accident location, road conditions, road alignment and injury severity have been explored. The main focus of the analysis was on serious and fatal motorcycle accidents and the results showed similar trends in all four countries. From these results 7 accident scenarios were selected for further investigation via such in-depth databases as the DEKRA database, the GIDAS 2002 database, the COST 327 database and the Dutch element of the MAIDS database. Three tasks, namely the study of PTW collisions with passenger cars, PTW accidents involving road infrastructure features, and motorcyclist protective devices have been assessed and these will concentrate inter alia on accident causes, rider kinematics and injury patterns. A detailed literature review together with the findings of the in-depths database analysis is presented in the paper. Conclusions are drawn and the further stages of the project are highlighted.
Automotive Engineering, Mechanical Engineering and TechnologyrnAbstract: The degrees of injury severity, as a rule injuries scaled by AIS of specific regions of the human body, investigated out of road traffic accidents correspond to the body-specific loading values, which are found out with the aid of experimental or mathematical simulation of crash tests with motor vehicles or with sled tests. The coherence between the injured human being on the one hand and the physical and the theoretical model respectively on the other hand is established by the risk function, which describes the probability of degrees of injury severity in dependence on the protection criteria. Due to the different physical characteristics in the simulation, e.g. accelerations, forces, compressions and their velocity, the compilation of these quantities, comparable to the MAIS, the maximal occurred single AIS obtained in accident analysis is much more difficult in the simulation than in the accident occurrence. Therefore it is obvious to normalize the loading values gained out of simulation and to summarise them to an entire value in a suitable manner, the safety index.rn
One goal of the assessment of the crashworthiness of passenger cars is to characterize the potential of injury outcome to occupants of cars involved in an accident. This can be achieved by the help of an index that puts the number of injured occupants of passenger cars in relation to the number of cars involved in an accident. As a consequence, this index decreases with a lower potential of injury and rises with a higher number of injuries while assuming a fixed number of accidents. Another index is introduced that uses an economical weighting of each injury level. The consequential injury costs are calculated using the average economical costs for lightly, severely and fatally injured persons. The calculation of the safety indices is based on an anonymized sample of accident data provided by the Federal Statistical Office. An index of Mercedes passenger car drivers depending on the year of registration between 1991 and 2006 is compared to the index of drivers of cars of other makes within the same range of registration years.
This study aimed to identify the occurrence, type and mechanisms of the traumatic injuries of the vulnerable road users in vehicle collisions, and to determine the effects of human, engineering, and environment factors on traffic accidents and injuries. The pedestrian accident cases were collected in the years 2000 to 2005 from Changsha Wujing hospital China and Accident Research Unit at Medical University Hannover in Germany. A statistic analysis was carried out using the collected accident data. The results from analysis of Changsha data were compared with results from analysis of GIDAS data Hannover. The injury severities were determined using AIS code and ISS values. The results were presented in terms of cause of injuries, injury distributions, injury patterns, injury severity. The factors influenced the injury outcomes were proposed and discussed for the vehicle transport environment and road users. The results were discussed with regard to accident data collection, accident sampling and injury distributions etc. In the urban area of Changsha, motorcycles and passenger cars are most frequently involved in vehicle pedestrian accidents. Head and lower extremities injuries are the predominant types of pedestrian injuries. The pedestrian accidents were identified as vital issue in urban traffic safety and therefore a high priority should be given to this road user group in research of safe urban transportation. In Hannover area, cars are most frequently involved in traffic accidents, injured pedestrians are involved in road traffic of Germany in 13% of all causalities only in 2005 and have nearly the same number as motorcyclists, but the half of bicyclists.
The incidence and treatment of sternal fractures among traffic accidents are of increasing importance to ensure best possible outcomes. Analysis of technical indicators of the collision, preclinical and clinical data of patients with sterna fractures from 1985-2004 among 42,055 injured patients were assessed by an Accident Research Unit. Two time groups were categorized: 1985-1994 (A) vs. 1995-2004 (B). 267/42,055 patients (0.64%) suffered a sterna fracture. Regarding the vehicle type, the majority occurred after car accidents in 0.81% (251/31,183 pts), followed by 0.19% (5/2,633pts) driving motorbike, and 0.11% (4/3,258pts) driving a truck. 91% wore a safety belt. Only 13% of all passengers suffering a sternal fracture had an airbag on board (33/255 car/trucks), with an airbag malfunction in 18%. The steering column was deformed in 39%, the steering wheel in 36%. Cars in the recent years were significantly older (7.67-±5 years (B) vs. 5.88-±5 years (A), p=0.003). Cervical spine injuries are frequent (23% vs. 22%), followed by multiple rib fractures (14% vs. 12%) and lung injuries (12% vs. 11%). We found 9/146 (6%) and 3/121 patients (3%) with heart contusion among the 267 sternal fractures. MAIS was 2.56-±1.3 vs. 2.62-±1.3 (A vs. B, p=0.349). 18% of patients were polytraumatized, with 11.2% dying at the scene, 2.3% in the hospital. Sternal fractures occur most often in old cars to seat-belted drivers often without any airbag. Severe multiple rib fractures and lung contusion are concomitant injuries in more than 10% each indicating the severity of the crash. Over a twentyyear period, the injury severity encountered was not different with 18% polytrauma patients suffering sternal fractures.
The fact that ADAC Air Rescue handles approximately 4,000 road accident missions every year gave rise to set up an accident research programme for which ADAC Air Rescue provides its data. This data is of initial informational quality and will be supplemented by data from the police, experts, fire brigades as well as hospitals and forensic institutes. Although the number of cases is still rather low, certain tendencies can be identified. The causes for most accidents occur when joining or intersecting traffic, followed by speeding in road bends and tailgating. Many accidents involve HGV rear end collisions, often causing serious injuries, considerable damage and technical problems for the rescue operations. With regard to the various impact types, it has become obvious that most of the extremely serious injuries are inflicted during a passenger car side impact. In addition, access to and removal of trapped passengers is becoming more and more complicated, partly due to the increasing use of high-strength materials, and rescue operations tend to be more time consuming.
Although the statistics show a decreasing rate of child injuries and fatalities in German road accidents more efforts can be made to protect children in cars e.g. by developing appropriate child restraint systems. An important part in of this work can be achieved with the help of crash tests using child dummies. However these crash tests cannot completely reflect the situation of real world crashes as factors like children moving out of the optimal position or children incorrectly fastened by their parents are difficult to predict. Therefore this study gives an overview over the current accident and injury situation of child occupants in cars in German road accidents.