Annual proceedings. Association for the Advancement of Automotive Medicine最新文献

The prevention of interactions of children or child restraints with other vehicle structures is critical to child passenger safety. Fifteen current vehicles and seven rear and forward facing child restraint systems were measured in an attempt to quantify the available distance between child restraints and these vehicle structures. Rear facing child restraints exhibited such small amounts of clearance that contact would be expected in the majority of frontal crashes. Upper tethers are critical in the prevention of head contact, while head contact is likely when the upper tether is not used.

In recent years there has been a significant increase in mortality among motorcyclists, especially older riders (40+ years). However, few studies have compared the nature and severity of injuries sustained by older vs. younger cyclists. The purpose of this analysis was to determine differences, if any, in injury patterns to older vs. younger motorcyclists and to explore rider, vehicle, and environmental factors associated with these differences. Older riders were found to have a significantly higher incidence of thoracic injury, especially multiple thoracic injuries, and specifically multiple rib fractures. Older motorcyclists were also more likely to ride larger motorcycles, and were more involved in collisions involving overturning or striking highway structures. Large engine sizes were associated with increased risk of head and thoracic injuries, but not abdominal injuries. The magnitude of increased risks related to 1000+ cc engine size was higher among older motorcyclists than younger motorcyclists.

We aimed to compare the predictive accuracy of consensus-derived and data-derived injury severity scores when considered alone and in combination with age and physiological status. Analyses were based on 25,111 patients. The predictive validity of each severity score was evaluated in logistic regression models predicting in-hospital mortality using measures of discrimination and calibration. Data-derived scores had consistently better predictive accuracy than consensus-derived scores in univariate models (p<0.0001) but very little difference between scores was observed in models including information on age and physiological status. Data-derived scores provide more accurate mortality prediction than consensus-derived scores when only anatomic injury severity is considered but offer little advantage if age and physiological status are taken into account.

An in-depth study was conducted through the analysis of medical reports and crash data from real world accidents. The objective was to investigate the abdominal injury patterns among car occupants in frontal crashes. The influence of the type of restraint system, the occupant seat, the age and the crash severity was investigated. The results indicate that the risk of abdominal AIS 3+ injuries increased with crash severity and decreased with the introduction of belt retractors. Rear belted passengers were observed to be more likely injured than front belted occupants. The organs injured in frontal crashes for belted occupants were mainly hollow organs especially jejunum, ileum and mesentery.

Road safety performance indicators (RSPI) are policy tools which describe the extent of insecure operational safety conditions within traffic systems. This study describes the production of an RSPI which represents the presence within a country's vehicle fleet, of vehicles that may not effectively protect an occupant in a collision. This work is highly original, as it uses the entire vehicle database of European Union Member States in order to estimate the average level of passive safety offered by the entire fleet in each country. The EuroNCAP safety ratings and vehicle age of each vehicle in each fleet have been obtained to calculate the RSPI. The methodology used could be adopted as an international standard.

NASS/CDS 1995-2004 was used to classify rollovers according to severity. The rollovers were partitioned into two classes - rollover as the first event and rollover preceded by an impact with a fixed or non-fixed object. The populations of belted and unbelted were examined separately and combined. The average injury rate for the unbelted was five times that for the belted. Approximately 21% of the severe injuries suffered by belted occupants were in crashes with harmful events prior to the rollover that produced severe damage to the vehicle. This group carried a much higher injury risk than the average. A planar damage measure in addition to the rollover measure was required to adequately capture the crash severity of this population. For rollovers as the first event, approximately 1% of the serious injuries to belted occupants occurred during the first quarter-turn. Rollovers that were arrested during the 1 ( st ) quarter-turn carried a higher injury rate than average. The number of quarter-turns were grouped in various ways including the number of times the vehicle roof faces the ground (number of vehicle inversions). The number of vehicle inversions was found to be a statistically significant injury predictor for 78% of the belted and unbelted populations with MAIS 3+F injuries in rollovers. The remaining 22% required crash severity metrics in addition to the number of vehicle inversions.

Vehicle roll direction and occupant position have been shown to affect occupant kinematics. Data from NASS-CDS were analyzed for risk of serious or greater injuries and ejection with respect to the position of the occupant (near side or far side). The risk of AIS 3+ injuries was higher for unrestrained occupants, for ejected occupants, for occupants involved in rollovers with higher numbers of quarter turns, and for far side occupants. Near side occupants had an increased risk of partial ejection in rollovers consisting of one complete roll or less. Occupant roll direction did not affect risk of complete ejection.

Despite considerable improvements in frontal impact crashworthiness, frontal crashes still account for a major number of front seat occupant fatalities in Great Britain. This study attempted to determine the remaining potential for further fatality reduction with passive safety improvements in frontal crashes. No evidence was found to support an increase in crash test speeds. Instead, assessment of scope for survival showed that at least 27% of all fatal drivers and 39% of all fatal front seat passengers have survival potential given attention to older occupant's chest injury tolerance and passenger compartment intrusion under 60 km/h. Considering only fatal frontal crashes that might be assessed with a barrier test, showed an estimated survival potential of at least 49% of belted drivers and 60% of belted front seat passengers. The high proportion of unbelted fatalities suggested that targeting unbelted occupant protection could have additional benefit.

A carotid artery dissection begins as a tear or defect of the intimal lining of the artery, and can lead to luminal occlusion and ultimately cerebral ischemia. Our aim is to conduct an organ level validation of a finite element model of the carotid artery using an experiment designed to elicit internal layer failure within fluid-filled carotid artery samples. A 2.4-kg beveled guillotine is dropped from three heights (0.3, 0.5 and 0.7 m) onto fluid-filled porcine carotid arteries and resulting damage is recorded. These events are modeled using finite element analysis. Stress, strain and strain rate are correlated to experimental outcome. Internal layer damage is reported in half of the experiments, with damage occurring with 100% frequency at a drop height of 0.7 m. Simulations of this experiment result in maximum principal stress and strain values of 1.43 MPa and 46.2% respectively. The strain level predicted by the model for this impact scenario approaches the strain to intimal failure level for porcine arteries found in the literature. The results of this study represent an important step in validating this finite element carotid artery model at the organ level.

Anxiety and traumatic stress symptoms are common post-crash. This study documents generalised anxiety responses post-crash, and examines the association between Acute Stress Disorder and Post-Traumatic Stress Disorder (PTSD) with personality and coping styles. Sixty-two patients aged 18-60 admitted to hospital were interviewed prior to discharge, at 2-months and at 6-8 months post-crash. Anxiety symptoms were common, with 55% of participants experiencing moderate-severe levels prior to discharge, with this decreasing to 11% and 6.5% at 2-months and 6-8 months post-discharge. Females reported significantly higher levels of anxiety and acute distress. Neuroticism and generalised coping styles were associated with acute stress responses but not PTSD. These results have important theoretical and practical implications, and indicate that females are at risk of poorer acute anxiety outcomes following injury.