Traffic Injury Prevention最新文献

{"title":"A novel approach for safety assessment at unsignalized intersections: Integrating spatial metrics into postencroachment time analysis under heterogeneous traffic conditions.","authors":"George Kennedy Lyngdoh, Suprava Jena","doi":"10.1080/15389588.2024.2416485","DOIUrl":"10.1080/15389588.2024.2416485","url":null,"abstract":"<p><strong>Objective: </strong>Evaluating the safety risks at unsignalized intersections becomes increasingly complex amid conditions of dense traffic flow, a heterogeneous mix of vehicles, nonadherence to lane demarcations, and reactive driving techniques. Understanding driver behavior under such varying circumstances is crucial for accurately assessing the potential hazards present at these intersections. The study aims to assess the safety of unsignalized intersections by incorporating both spatial and temporal variables under heterogeneous conditions.</p><p><strong>Methods: </strong>The study presents a new safety indicator, dynamic postencroachment time (DPET), formulated to encapsulate both the spatial and temporal variables of heterogeneous traffic. Six unsignalized intersections were selected as the study areas in Assam, India, to assess the new indicator for merging and crossing conflicts. A videographic survey of the intersections was done to obtain vehicles' trajectory data and capture their conflict behaviors based on their position, speed, and steering angle. The peak over threshold (POT) approach of extreme value theory (EVT) was used to examine the feasibility of the indicator, and the methodology was validated using 4 years of crash data.</p><p><strong>Results: </strong>The result showed that a common threshold of 0.7 s from the POT approach is sufficient to identify severe conflicts. Furthermore, the threshold level yielded a shape parameter greater than -0.5, affirming that the maximum likelihood estimates retain the standard asymptotic attributes associated with EVT. The DPET approach estimated more crashes than observed fatal crashes, reflecting its ability to capture extreme events at a lower threshold. In comparison, the traditional PET approach estimated fewer crashes due to higher values influenced by evasive actions. Graphical analysis demonstrated a strong correlation between the observed crash data over 4 years and the estimated crashes derived from the EVT models.</p><p><strong>Conclusions: </strong>Integrating spatial variables in PET analysis provides a more robust measure for conflict analysis and assessment of potential traffic conflicts at unsignalized intersections. The subsequent validation of the model with actual crash data highlights its practical applicability in enhancing road safety. The findings from the study provide a promising direction for future research and the potential for widespread implementation in traffic management systems.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-8"},"PeriodicalIF":1.6,"publicationDate":"2024-11-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142669762","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Factors affecting severity and prognosis of traumatic brain injury among Bangladeshi patients: An institution based cross-sectional study","authors":"Sabrin I. Khan ,&nbsp;Reatul Karim ,&nbsp;Shahriar I. Khan ,&nbsp;Mohiuddin A. K. Chowdhury ,&nbsp;Manik C. Shill ,&nbsp;Faisal M. Pasha ,&nbsp;Md. H. Shohag ,&nbsp;Ferdous Khan ,&nbsp;Md. A. Islam ,&nbsp;Ariful I. Mitul ,&nbsp;Reaz Ahmad ,&nbsp;Md. S. Hossain ,&nbsp;Hasan M. Reza","doi":"10.1080/15389588.2024.2363470","DOIUrl":"10.1080/15389588.2024.2363470","url":null,"abstract":"<div><h3>Objective</h3><div>Traumatic brain injury (TBI) proves to be an obstacle for Bangladeshi patients due to the lack of facilities and specialist doctors in regional sections of the country. This study aimed to record different attributes of Bangladeshi TBI patients over a year i.e., their injury characteristics, treatments received and understand their impacts on the severity of TBI.</div></div><div><h3>Method</h3><div>This cross-sectional study was carried out among 280 TBI patients treated in a tertiary care hospital in Dhaka. The physicians determined TBI's severity and prognosis as per the Glasgow Coma Scale (GCS) and Glasgow Outcome Score (GOS) respectively.</div></div><div><h3>Results</h3><div>Most TBI patients were male (76.1%) and aged between 18 and 50 years (52.2%), as in previous studies in South Asian countries. However, the prevalence of TBI due to road traffic accidents (RTAs) was much higher (67.9%) than in the earlier studies in South Asia. Additionally, more patients suffered from severe TBI (29.3%) and moderate TBI (35.7%), and a higher percentage of patients went through surgery (56.8%) compared to previous studies. A significant association of demographic (residence) and clinical characteristics (consciousness after injury, CT scan findings and treatment type) with the severity of TBI was found in bivariate analysis. It also revealed the significant dependence of clinical characteristics (TBI etiology, post-injury consciousness, treatment type and TBI severity) on TBI prognosis. Multivariate analysis showed that patients who were unconscious after TBI and with evident brain injury observed in CT scans have a substantially higher risk of having moderate or severe TBI than mild TBI. Moreover, patients with TBI due to RTAs or falls, evident brain injury in CT scans, post-surgical seizure, and moderate or severe TBI have a significantly higher risk of getting a more unfavorable TBI prognosis than moderate disability.</div></div><div><h3>Conclusions</h3><div>In this study, RTAs were found to be the major cause of TBI. Additionally, some variables were identified as possible determinants of TBI severity and prognosis among Bangladeshi patients. The correlation of these variables with TBI should be further studied with the hopes that steps will be taken to reduce TBI incidents and improve its management to reduce the overall burden.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 8","pages":"Pages 1072-1080"},"PeriodicalIF":1.6,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141452182","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"A comprehensive evaluation of the frog effect on drivers in mountain highway tunnels – The effect of low-volume intermittent information","authors":"Ying Chen ,&nbsp;Zhigang Du ,&nbsp;Shuang Luo ,&nbsp;Jin Xu","doi":"10.1080/15389588.2024.2375352","DOIUrl":"10.1080/15389588.2024.2375352","url":null,"abstract":"<div><h3>Objective</h3><div>The driver’s inability to fully absorb and react to operational cues while driving is like boiling a frog in warm water. With intermittent, low-volume information, drivers can underreact by ignoring these minor but continuous changes. This paper aims to provide an opportunity to test the effects of intermittently occurring low-volume information on drivers.</div></div><div><h3>Methods</h3><div>A real vehicle test with naturalistic driving was used to collect driving speed data from 40 drivers on a highway tunnel section in Chongqing, China, where nine tunnels are located. Drivers were classified into three categories according to the degree of compliance of their driving speed with the speed limit required by traffic signs, and drivers were analyzed in terms of their sensitivity to traffic signs and their reaction to driving maneuvers.</div></div><div><h3>Results</h3><div>Conservative drivers are the most absorbent of low-volume intermittent information, and the cumulative effect of the frog effect does not exceed 2.00 km; eager drivers tend to ignore this information, and the cumulative effect of the frog effect reaches 2.91 km; and the general type of driver is in the middle of these two types of drivers, and the frog effect gradually penetrates the driving speed in a weakly increasing manner, up to a maximum of 9.8 km.</div></div><div><h3>Conclusion</h3><div>At the beginning of a journey, drivers are most sensitive to traffic signs, and low-volume intermittent information can also play a role in guiding driving operations effectively at this time. However, as the driving distance increases, the effect of the frog effect on different types of drivers gradually increases, even exceeding the effect caused by the black-and-white hole effect, especially when driving in tunnel groups. Considering the driving characteristics of different types of drivers to improve the deployment of low-volume intermittent information and reduce the distance of the frog effect can effectively improve driving safety.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 8","pages":"Pages 1062-1071"},"PeriodicalIF":1.6,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141876681","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Choosing to drive from alcohol serving establishments (ASEs)","authors":"Amin Shaer ,&nbsp;Andres Fielbaum ,&nbsp;David Levinson","doi":"10.1080/15389588.2024.2379502","DOIUrl":"10.1080/15389588.2024.2379502","url":null,"abstract":"<div><h3>Objective</h3><div>The prevalence of Driving Under the Influence (DUI) of alcohol or drugs has become a prominent factor in the occurrence of severe road crashes worldwide. Driving often occurs after visiting, and presumably drinking, at Alcohol-Serving Establishments (ASEs), and is thus of interest as a possible source of DUI events.</div></div><div><h3>Methods</h3><div>We apply statistical and machine learning models to the Victorian Integrated Survey of Travel and Activity (VISTA) to identify factors that contribute to driving in trips from ASEs in Australia’s state of Victoria.</div></div><div><h3>Results</h3><div>Our results highlight that approximately 10% of individuals who traveled to ASEs as car passengers switched to driving after leaving there. It was also observed that travel distance shorter than 1 km and activity duration between 3 and 4 h positively impacts the mode switching from car driver to other modes in ASEs trips. Further findings illustrate a decline in driving after midnight, with an increase in the use of public transport and taxis. Individuals prefer driving for long-distance ASEs trips and walking for short distances. Going home also increased the likelihood of driving, whereas engaging in other social activities did not. Longer stays at ASEs and leaving vehicles overnight reduce the propensity to drive, likely due to increased alcohol consumption during these times.</div></div><div><h3>Conclusions</h3><div>These findings suggest behavioral adjustments that can mitigate driving under the influence. Specifically, people may walk for short-distance trips and use public transport or taxis for longer ASEs trips.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 8","pages":"Pages 1013-1022"},"PeriodicalIF":1.6,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142082608","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Evaluation of lap belt-pelvis load transfer in frontal impact simulations using finite element occupant models","authors":"Rachel E. Richardson ,&nbsp;Bronislaw Gepner ,&nbsp;Jason R. Kerrigan ,&nbsp;Jason L. Forman","doi":"10.1080/15389588.2024.2381084","DOIUrl":"10.1080/15389588.2024.2381084","url":null,"abstract":"<div><h3>Objective</h3><div>The goal of this study was to examine the relationship between lap belt tension and force measured at the iliac wing and the effects of model type and torso posture on this relationship. From this analysis, preliminary transfer functions were developed to predict loads applied to the iliac wing as a function of lap belt tension at magnitudes typically measured in sled and vehicle crash tests.</div></div><div><h3>Methods</h3><div>A DOE study was conducted to provide a robust assessment of the lap belt-pelvis load relationship under various conditions. The GHBMC, THUMS, and THOR FE models were positioned in upright and reclined postures with several other intrinsic and extrinsic parameters varied for a total of 360 simulations. For the HBMs, instrumentation was developed to measure ASIS load at each iliac wing. Simulations that resulted in submarining were identified and removed from the subsequent development of lap belt-ASIS force transfer functions.</div></div><div><h3>Results</h3><div>The GHBMC exhibited submarining more frequently than the THUMS and THOR models. In addition to submarining, there were several cases in which the lap belt remained below the ASIS instrumentation or roped during the model’s forward excursion. These phenomena, particularly prevalent in the THUMS model, also influenced how the lap belt engaged the ASIS instrumentation and were thus eliminated from the transfer function development. Transfer functions relating peak lap belt tension and corresponding ASIS force magnitudes were developed for the GHBMC and THOR models in upright and reclined postures. In the upright posture, the THOR showed a higher level of ASIS load measured for a given level of lap belt tension than the GHBMC; however, in recline the lap belt-pelvis load relationship was similar between the two models.</div></div><div><h3>Conclusions</h3><div>The lap belt-pelvis load relationship was found to be affected by model type, posture, the area in which the ASIS instrumentation was defined, and occupant kinematics. This study showed it was possible to minimize the ASIS force by having the lap belt engage low on the pelvis and upper thighs, though further study is needed to determine if this loading mechanism is truly protective from an injury standpoint or an artifact of bypassing the ASIS instrumentation. The transfer function that showed the highest ASIS force measured for a given level of lap belt tension is recommended for future use.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 8","pages":"Pages 1137-1145"},"PeriodicalIF":1.6,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142332371","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Head injuries related to bicycle collisions and helmet use – an observational study","authors":"Erik Malling Beck ,&nbsp;Signe Amalie Wolthers ,&nbsp;Stig Nikolaj Blomberg ,&nbsp;Niklas Breindahl ,&nbsp;Vagn Eskesen ,&nbsp;Freddy Lippert ,&nbsp;Helle Collatz Christensen","doi":"10.1080/15389588.2024.2363476","DOIUrl":"10.1080/15389588.2024.2363476","url":null,"abstract":"<div><h3>Objectives</h3><div>In Denmark, the use of bicycles is widespread, and head injuries are often seen in cyclists involved in collisions. Despite the well-known effects of using a helmet to reduce head injuries, using helmets is not mandatory in Denmark. The primary objective of this study was to provide data regarding injury outcomes and helmet usage.</div></div><div><h3>Methods</h3><div>Participants were bicyclists who sustained head injuries in bicycle collisions and were assessed by the Copenhagen Emergency Medical Services between 1 January 2016; and 15 June 2019. Patients with suspected head injury were identified in an electronic prehospital patient record. Data were linked to the Danish National Patient Registry to retrieve the diagnosis and were categorized into head injury or no head injury based on the diagnosis. Adjusted logistic regression analyses were reported with odds ratios and corresponding confidence intervals to assess the risk of head injury while adjusting for risk factors like age, sex, alcohol consumption, occurrence during weekends and traumatic brain injury.</div></div><div><h3>Results</h3><div>A total of 407 patients were included in this study. Within this entity, 247 (61%) had sustained a head injury. The use of a helmet was reported in one-third of the included patients. Among the head-injured patients, 13% sustained moderate to severe head injuries. Patients with suspected alcohol involvement were significantly less likely to report the use of a helmet. Helmet use reduced the risk of head injury with an odds ratio of 0.52, (95% CI 0.31 − 0.86). In high-energy trauma, the use of a helmet showed a significant reduction in the risk of sustaining a head injury with an odds ratio of 0.28, (95% CI 0.12 − 0.80).</div></div><div><h3>Conclusions</h3><div>In this study, using a helmet was associated with a significantly decreased risk of head injury; this association was even more significant in high-energy trauma.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 8","pages":"Pages 1081-1088"},"PeriodicalIF":1.6,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141437792","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Modeling drivers’ dilemma at unsignalized T-intersections under mixed traffic conditions: A case study from India","authors":"Nishant Mukund Pawar ,&nbsp;Shriniwas Arkatkar","doi":"10.1080/15389588.2024.2376345","DOIUrl":"10.1080/15389588.2024.2376345","url":null,"abstract":"<div><h3>Objective</h3><div>At unsignalized T-intersections, right turning drivers from major or minor roads have to accept or reject the available gap and cross the intersection. Poor judgment may arise risk of collision with the major road conflicting vehicles. Subject drivers intending to cross the intersection encounter wide range of gaps. Drivers accept large gaps and reject small gaps. However, drivers experience dilemma over a wide range of gaps. This study aims to examine dilemma experienced by the right turning drivers by modeling gap acceptance and rejection decisions for estimating dilemma zone boundaries on major road.</div></div><div><h3>Methods</h3><div>Videographic method was considered for collecting traffic movement data at unsignalized T-intersections. Traffic video data was collected at three specific unsignalized T-intersections with varying degree of channelization. After this, accepted and rejected gaps with different traffic characteristics of offending vehicles (subject drivers) and conflicting vehicles such as speed, distance, vehicle type, etc. for right turning movements were extracted from the video data to analyze gap acceptance and rejection decisions of the drivers and estimate dilemma zone boundaries.</div></div><div><h3>Results</h3><div>Gap decisions (acceptance or rejection) were modeled using Generalized Linear Model (GLM) as a function of conflicting vehicle type, speed, and distance from the intersection along with degree of channelization for major and minor roads. The results showed that gap rejection probability increased with increment in conflicting vehicle’s speed and decrement in conflicting vehicle’s distance from the intersection. Dilemma zone boundaries were obtained using developed GLM models by estimating the conflicting vehicle distance from the intersection for 90% and 10% gap rejection probabilities. Dilemma zone boundaries were observed to shift farther from the intersection with increase in vehicle speed and vehicle size. The analysis revealed that subject drivers experienced more dilemma while accepting a gap from major road as compared to minor road.</div></div><div><h3>Conclusions</h3><div>This study showed that channelization plays a major role in mitigating dilemma of the subject drivers. Overall, the study identified dilemma zone boundaries for unsignalized T-intersections which may assist the right turning subject drivers to cross the intersection safely.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 8","pages":"Pages 1107-1114"},"PeriodicalIF":1.6,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141861679","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Comparing alcohol involvement among injured pedalcycle and motorcycle riders across three national public-use datasets","authors":"Kathryn G. Burford ,&nbsp;Andrew G. Rundle ,&nbsp;Spiros Frangos ,&nbsp;Ashley Pfaff ,&nbsp;Stephen Wall ,&nbsp;Oluwaseun Adeyemi ,&nbsp;Charles DiMaggio","doi":"10.1080/15389588.2024.2364358","DOIUrl":"10.1080/15389588.2024.2364358","url":null,"abstract":"<div><h3>Background</h3><div>Annually since 2008; over 38% of fatally injured motorcycle riders and 20% of pedalcyclists involved in traffic crashes were under the influence of alcohol, yet public health surveillance of alcohol involvement in these injuries is underdeveloped. This study determined alcohol involvement among fatally and non-fatally injured pedalcycle and motorcycle riders and compared findings across three national public-use datasets.</div></div><div><h3>Methods</h3><div>Using the 2019 National Emergency Medical Services Information System (NEMSIS), the Fatality Analysis Reporting System (FARS), and National Electronic Injury Surveillance System (NEISS) datasets, we identified alcohol involvement in fatal and non-fatal injuries to pedalcycle and motorcycle riders (≥21 years). Alcohol involvement was positive based on the clinician’s evaluation of alcohol at the scene (NEMSIS) or within the ED record (NEISS); or when Blood Alcohol Content (BAC) values were ≥.01 (FARS). Pedalcycle and motorcycle injuries were identified across datasets using: 1) ICD10 codes for pedalcycle (V10-V19) or motorcycle (V20-V29) within the cause of injury and EMS respondent’s impression of the encounter variables (NEMSIS); 2) product codes for bicycles or moped/power-assisted cycle/minibike/two-wheeled, powered, off-road vehicles (NEISS); and 3) American National Standard Institute’s classifications for pedalcycle and motorcycle in the person and vehicle type variables (FARS). The descriptive epidemiology was compared across datasets.</div></div><div><h3>Results</h3><div>There were 26,295 pedalcyclist and 50,122 motorcycle rider injuries resulting in an EMS response within NEMSIS data; 10.2% and 8.5% of these injuries respectively involved alcohol. These estimates were greater than the 7.3% of pedalcyclist and 6.1% of moped/power-assisted cycle/minibike/two-wheeled, powered, off-road vehicle injuries involving alcohol among patients who presented to an ED within the NEISS dataset. Based on FARS data, alcohol was involved in 27.0% of pedalcyclist and 42.0% of motorcyclist fatal injuries. Regardless of the data source, pedalcyclist and motorcycle fatal and non-fatal injuries were more likely to involve alcohol among middle-aged adults compared to older and early aged adults, and for men compared to women, with proportions that were generally 3-8% higher for men.</div></div><div><h3>Conclusions</h3><div>Measures for pedalcycle and motorcycle injuries and alcohol involvement vary substantially across national public-use datasets. Standardized, valid, and feasible methods are needed to accurately inform injury prevention efforts.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 8","pages":"Pages 1023-1030"},"PeriodicalIF":1.6,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141460708","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Mechanisms and risk factors associated with spinal cord injury, facet fracture, and level of dislocation, in occupants with cervical spine dislocations sustained in motor vehicle crashes","authors":"Parham Foroutan ,&nbsp;Ryan D. Quarrington ,&nbsp;Claire F. Jones","doi":"10.1080/15389588.2024.2378133","DOIUrl":"10.1080/15389588.2024.2378133","url":null,"abstract":"<div><h3>Objective</h3><div>Motor vehicle crashes (MVCs) are the leading cause of cervical spine dislocation. The mechanisms underlying this injury are unclear, limiting the development of injury prevention devices and strategies. MVC databases contain occupant, medical, vehicle, and crash details that are not routinely collected elsewhere, providing a unique resource for investigating injury mechanisms and risk factors. In this study, a comprehensive standalone analysis of cervical spine dislocations captured in MVC databases was performed.</div></div><div><h3>Methods</h3><div>Epidemiologic, biomechanical, and injury data were extracted from three MVC databases. Logistic regression models were developed to determine the occupant, vehicle, and crash characteristics, as well as the <em>global</em> (inertial or impact) and <em>regional</em> (flexion, compression, etc.) loading mechanisms associated with the level of cervical spine dislocation (axial or sub-axial), and the occurrence of spinal cord injury (SCI) or facet fracture concomitant to dislocation.</div></div><div><h3>Results</h3><div>There was no association between global or regional injury mechanisms and the level of cervical spine dislocation. Sub-axial dislocations were typically due to head/face impact with the airbag or upper interior components, or a result of seatbelt restraint of the torso. Higher occupant age, lower BMI, partial/no ejection, and frontal and side configuration crashes (compared to rollovers) were associated with a higher likelihood of sub-axial, versus axial, dislocation. Amongst all dislocations, an increased likelihood of SCI was associated with impact injuries, airbag non-deployment, and complete ejection, while concomitant facet fracture was associated with the presence of regional compression. Severe crashes, partial ejections, and “utility vehicles” and “vans and trucks” (compared with “passenger vehicles”) were associated with a higher risk of facet fracture concomitant to sub-axial dislocation.</div></div><div><h3>Conclusion</h3><div>The findings of this study may be used to inform the loading modes to be simulated in future <em>ex vivo</em> or computational models seeking a better understanding of cervical spine dislocations.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 8","pages":"Pages 1129-1136"},"PeriodicalIF":1.6,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141977234","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"The characteristics of e-scooter accidents reported by police in Türkiye","authors":"Ebru Arikan Öztürk ,&nbsp;Fatih Karaçor ,&nbsp;Hikmet Bayirtepe","doi":"10.1080/15389588.2024.2363478","DOIUrl":"10.1080/15389588.2024.2363478","url":null,"abstract":"<div><h3>Objectives</h3><div>Shared e-scooter service has been offered by various operators in Türkiye since 2019. The use of private and shared e-scooters is increasing, especially in large cities. This raises social concerns about the dangers e-scooters pose regarding traffic safety and injuries requiring medical attention. This study aims to investigate the accidents related to e-scooters in Türkiye to determine the contributing factors and accident characteristics.</div></div><div><h3>Methods</h3><div>In this study, accident reports (collision reports) for 780 e-scooter collisions that occurred in 2021 in Türkiye were examined, and 771 accidents were included. Accident data were obtained from the Traffic Department of the Ministry of Interior, General Directorate of Security. Descriptive statistics of the factors affecting e-scooter accidents are presented to determine the relationship and differences; chi-square tests, independent samples <em>t</em>-tests, one-way analysis of variance, and binary logistic regression methods were used.</div></div><div><h3>Results</h3><div>Male e-scooter riders are involved in crashes and injured approximately 4 times more often than female riders. The average age for men injured in e-scooter accidents is 30.4, and the mean age for women is 27.2. For both males and females, most injuries occurred in the 15 to 20 age group. Riders under the age of 18 constitute a significant proportion of the accidents (32.5%). Most e-scooter accidents occur on Mondays and during the month of August. Most accidents occurred between 12:00 p.m. and 1:59 p.m. (15.7%) and between 4:00 p.m. and 5:59 p.m. (15.7%), mainly during the daytime. About half of the accidents occurred at intersections. In 10.5% of accidents, the accident occurred at a pedestrian crossing. Approximately one-fifth of the accidents involved falls, and the most common type of collision was a side collision (44.2%). The binary logistic regression model showed that multivehicle accidents occur more often at intersections and during busy traffic hours. Single-vehicle accidents are more common on concrete roads and stone block roads.</div></div><div><h3>Conclusions</h3><div>Deaths and injuries caused by road traffic accidents are a public health problem in Türkiye and constitute a significant health burden. If necessary precautions are not taken, this burden is likely to increase. We hope that the findings from this study will help reduce e-scooter accidents in Türkiye.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 8","pages":"Pages 1089-1097"},"PeriodicalIF":1.6,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141629271","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}