Traffic Injury Prevention最新文献

{"title":"Five-year trend analysis of drug use among individuals 16 years of age and older injured in non-fatal motor vehicle crashes in the US","authors":"Nae Y. Won ,&nbsp;Kelly K. Gurka ,&nbsp;Linda B. Cottler","doi":"10.1080/15389588.2024.2405038","DOIUrl":"10.1080/15389588.2024.2405038","url":null,"abstract":"<div><h3>Objective</h3><div>To examine the prevalence of drug use among individuals (age 16+) injured in non-fatal motor vehicle crashes (MVCs) from 2019 to 2023 and assess regional differences based on US Census regions (i.e., West, Midwest, Northeast, and South), and thereby contribute to a comprehensive understanding of drug-related MVCs.</div></div><div><h3>Methods</h3><div>We examined emergency medical services data from 19 US states (January 2019 to December 2023) to determine the annual mean drug use prevalence among individuals (age 16+) injured in non-fatal MVCs. Differences in drug use prevalence were assessed using ANOVA with the Tukey-Kramer test for year-to-year comparisons. Adjusted Poisson regression models with random effect for states were used to compare trends to the baseline (i.e., 2019) and to assess regional differences.</div></div><div><h3>Results</h3><div>Among individuals (age 16+) injured in non-fatal MVCs, 62,310 had reported drug use. ANOVA results showed significant year-to-year differences in the prevalence of drug use among individuals injured in non-fatal MVCs, with an increase from 2019 to 2020 and a subsequent decrease from 2020 to 2023 (<em>p</em> &lt; 0.05). Compared to the baseline year of 2019, the prevalence in 2020 was 1.34 times (95% confidence interval [CI]: 1.12, 1.61) the prevalence in 2019. The prevalence in 2022 and 2023 were similar to the 2019 prevalence. Although no significant associations were found between US regions and the overall mean prevalence from 2019 to 2023; there was a difference in the average annual rate of change in prevalence by region, with a 4.0% lower rate in the Midwest compared to the Northeast (<em>p</em> &lt; 0.001). This signifies a need to monitor future trends for potential regional differences.</div></div><div><h3>Conclusions</h3><div>Drug use prevalence among individuals (age 16+) injured in non-fatal MVCs increased from 2019 to 2020; then decreased to levels reflecting baseline prevalence in 2019; with no significant regional differences in the overall mean crash-related drug use prevalence. These findings highlight the need for continuous surveillance across the US over an extended period. They also underscore the potential impact of environmental risk factors, such as the COVID-19 pandemic, and the necessity to monitor how drug use prevalence related to non-fatal MVCs changes in the coming years.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 3","pages":"Pages 273-280"},"PeriodicalIF":1.6,"publicationDate":"2025-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142481011","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":"Development of hazard prediction test and interventions for two-wheeled electric vehicle riders in China","authors":"Yanqun Yang ,&nbsp;Xinli Wu ,&nbsp;Yang Feng ,&nbsp;Said M. Easa ,&nbsp;Xinyi Zheng","doi":"10.1080/15389588.2024.2410417","DOIUrl":"10.1080/15389588.2024.2410417","url":null,"abstract":"<div><h3>Objective</h3><div>This paper aimed to develop a hazard prediction test and enhance two-wheeled electric vehicle (TWEV) riders’ hazard perception and prediction capabilities <em>via</em> interventions by executing two distinct studies. Study 1 aimed to develop and validate a hazard prediction test. Study 2 evaluated the efficacy of two interventions, self-commentary and what happens next (WHN), integrating expert commentary.</div></div><div><h3>Method</h3><div>For Study 1, a video-based hazard prediction test was developed through video recording and clipping, with participants categorized into high and low prediction ability groups for experimentation. Data analysis employed the receiver operating characteristic (ROC) curve. Study 2 categorized participants into four groups: self-commentary with licenses (SCL), self-commentary without licenses (SCNL), WHN with licenses (WHNL), and WHN without licenses (WHNNL), for conducting a one-week intervention experiment. Data collected from participants’ pre-intervention, post-intervention, and aftereffect tests were subjected to repeated measures analysis of variance (ANOVA).</div></div><div><h3>Results</h3><div>Analysis of the ROC curve indicated the test can distinguish the riders with different hazard prediction levels. ANOVA results demonstrated that the measurement time had a significant positive effect on scores (<em>p</em> &lt; 0.001). Both interventions significantly improved hazard prediction ability (<em>p</em> &lt; 0.05), and the effect persisted one week after administration. The effect of the WHN intervention was significantly greater than the self-commentary method across all time points.</div></div><div><h3>Conclusion</h3><div>The hazard prediction test developed in this study could assess riders’ hazard prediction ability, with the identified interventions demonstrating effectiveness in enhancing this ability. These findings suggested potential application in future qualification tests for TWEV riders, contributing to enhanced traffic safety awareness among TWEV riders in China, thus advancing overall traffic safety.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 3","pages":"Pages 325-334"},"PeriodicalIF":1.6,"publicationDate":"2025-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142481009","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":"Effects of dual-message tactile sliding takeover requests on takeover performance in an automated driving system","authors":"Zihao Qiu ,&nbsp;Huiyan Lai ,&nbsp;Hangyan Wu ,&nbsp;Meina Wang ,&nbsp;Xinkui Hu ,&nbsp;Hongyan Liu ,&nbsp;Shu Ma ,&nbsp;Zhiguo Hu","doi":"10.1080/15389588.2024.2409980","DOIUrl":"10.1080/15389588.2024.2409980","url":null,"abstract":"<div><h3>Objective</h3><div>The present study aimed to explore the effects of various tactile takeover requests (TORs) (i.e., tactile sliding TOR and traditional vibration TOR) on the takeover performance in an automated driving system.</div></div><div><h3>Methods</h3><div>A tactile sliding motor device was developed to signal the sliding TOR on the seatback of a driving simulator. Twenty-five young drivers were recruited as participants. Four types of TOR patterns were adopted in the study: ipsilateral motor rotation (IR), contralateral motor rotation (CR), ipsilateral and contralateral motor rotation (ICR), and ipsilateral motor vibration (IV). The participants were required to sit on the seat and underwent the automated driving in a low- or high-complexity scenario, then one of the four types of TORs was triggered randomly. The participants were asked to make a lane change using the steering wheel as soon as possible. Objective measures and subjective evaluations were used to assess the takeover performance.</div></div><div><h3>Results</h3><div>Results showed that the participants exhibited a shorter steering response time and lane change time under the three tactile sliding TORs (compared to the traditional vibration TOR). In the high-complexity scenarios and low-complexity scenarios conditions, different result patterns appeared regarding the maximum lateral acceleration and situational awareness.</div></div><div><h3>Conclusion</h3><div>Our findings suggested that the tactile sliding motor is a promising way to signal a TOR in an automated driving system.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 3","pages":"Pages 307-315"},"PeriodicalIF":1.6,"publicationDate":"2025-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142669773","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":"Evaluating risks, monitoring cannabis use, and planning to get home safely: Exploring self-regulation processes associated with cannabis use and driving","authors":"Paweena Sukhawathanakul ,&nbsp;Jie Li ,&nbsp;Alejandra Contreras ,&nbsp;Otis Geddes ,&nbsp;Myles Maillet","doi":"10.1080/15389588.2024.2413442","DOIUrl":"10.1080/15389588.2024.2413442","url":null,"abstract":"<div><h3>Objective</h3><div>Preventing Cannabis-impaired driving involves understanding how users assess risk, monitor their use, and plan to get home safely. While extant research has shown substantial heterogeneity in patterns of cannabis use among different user groups, far less research has examined self-regulation among users. The current study aims to identify sub-groups of individuals who used or have used cannabis based on how they perceive risks, monitor their impairment, and plan to avoid driving under the influence of cannabis (DUIC) to examine how the different profiles relate to DUIC outcomes.</div></div><div><h3>Methods</h3><div>Participants were a Canadian sub-sample in the province of British Columbia who participated in the 2022 International Cannabis Policy study and reported ever using or currently using cannabis (<em>N</em> = 886, M_age = 43.58, SD_age = 13.67; 63% female). Risk perception, impairment monitoring, planning ability, DUIC-related behaviors, Cannabis use and related problems were assessed through an online self-reported survey.</div></div><div><h3>Results</h3><div>Latent profile analysis identified three groups of self-regulators based on their level of risk perception, monitoring, and plan to avoid DUI. The majority (51%) of participants showed moderate self-regulation with average levels of risk perception, monitoring, and planning. A “highly self-regulated” group (20%) had the highest risk perception, monitoring, and planning. A “low self-regulated” group (29%) had the lowest risk perception, less confidence in monitoring, and lower DUI planning. There were significant differences between the profiles and DUIC outcomes. Cannabis users (including both historical and current users) with high self-regulation were less likely to be passengers of drivers under the influence and more likely to intervene to stop friends from driving while impaired, compared to those with low or moderate self-regulation. However, there were no profile differences in reports of having ever driven under the influence of cannabis.</div></div><div><h3>Conclusions</h3><div>Differences in risk perception, monitoring, and planning are associated with self-regulatory abilities. Understanding diverse self-regulation patterns among people who have used cannabis can help identify and mitigate risky behaviors, including DUI.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 3","pages":"Pages 263-272"},"PeriodicalIF":1.6,"publicationDate":"2025-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142669775","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":"Quantifying perceived risk in driving: A Monte Carlo approach for obstacle avoidance","authors":"Zhen Yang ,&nbsp;Zhe Gong ,&nbsp;Yimei Qin ,&nbsp;Ruiping Zheng","doi":"10.1080/15389588.2024.2405647","DOIUrl":"10.1080/15389588.2024.2405647","url":null,"abstract":"<div><h3>Objective</h3><div>This study aims to develop a model for quantifying perceived risk in obstacle avoidance, emphasizing how drivers’ perceived risk characteristics influence their driving decisions. The research addresses the lack of attention given to modeling risk from the perspective of drivers’ risk perceptions.</div></div><div><h3>Methods</h3><div>Monte Carlo methods are employed to account for the uncertainties and complexities of driving behavior, restoring the probabilistic nature of risk. The proposed method quantifies perceived risk by incorporating drivers’ fuzzy perceptions, enabling a quantitative evaluation during obstacle avoidance. A logit model is used to link perceived risk with driving decisions, identifying key factors influencing driver behavior in obstacle avoidance scenarios.</div></div><div><h3>Results</h3><div>Experimental data revealed significant variations in vehicle trajectories and speed distributions due to differences in drivers’ experience and proficiency. The perceived risk indicator (PRI) values for leftward bypasses were higher compared to rightward bypasses, and the receiver operating characteristic (ROC) curve confirmed the PRI’s strong predictive ability with an area under the curve (AUC) of 0.820. The logit model showed that both PRI and speed significantly influenced the probability of choosing a rightward bypass, achieving 90% accuracy. Building on the model, the study predicted and visualized the probability of vehicles turning right to avoid obstacles at different positions and speeds within 200 m of the obstacle.</div></div><div><h3>Conclusions</h3><div>The research offers a framework for traffic professionals to understand driver-perceived risk and decision-making mechanisms. This understanding is beneficial for improving traffic safety and highlights the importance of considering drivers’ risk perceptions in modeling driving behavior.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 3","pages":"Pages 291-299"},"PeriodicalIF":1.6,"publicationDate":"2025-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142481016","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":"Characterizing caregiver attitudes to optimize pediatric vehicular heatstroke campaigns","authors":"Emma B. Sartin ,&nbsp;Elizabeth E. Gay ,&nbsp;Jalaj Maheshwari","doi":"10.1080/15389588.2024.2413142","DOIUrl":"10.1080/15389588.2024.2413142","url":null,"abstract":"<div><h3>Objective</h3><div>Since 1998; approximately 1,000 US children have died due to pediatric vehicular heatstroke (PVH; i.e., children overheating in vehicles). As the frequency of cases have largely remained unchanged over time, there is a need for novel research that can inform effective PVH prevention efforts, such as awareness campaigns. The objective of this project was to characterize caregivers’ opinions about existing PVH campaigns and thoughts about what future campaigns should look like.</div></div><div><h3>Methods</h3><div>We conducted 4 virtual focus groups (16 participants total). Groups discussed broad childhood injury topics, as well as PVH. Groups also viewed existing communication campaigns for a variety of injury topics and provided their perspectives on what future campaigns focused on PVH should contain. All focus groups were recorded, transcribed, and de-identified. Two independent coders reviewed and coded transcripts, which were developed and applied using a directed-content approach. We then created code summaries, which were used to develop themes.</div></div><div><h3>Results</h3><div>Themes were: (1) PVH differs from other injuries, (2) Campaigns should be short, educational, practical, and include diverse populations/subjects, and (3) Campaigns should be placed where caregivers are with their children. Caregivers acknowledged they were misinformed about their PVH risk; providing them with real-world statistics changed their views about if they should adopt preventative actions. Participants voiced communicating this risk to caregivers with actions they can take to reduce their risk in future campaigns is important to promote widespread adoption of preventative measures.</div></div><div><h3>Conclusions</h3><div>Based on results, we recommend future campaigns consider the IDEA framework when developing novel PVH campaigns.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 3","pages":"Pages 346-351"},"PeriodicalIF":1.6,"publicationDate":"2025-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142569971","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":"Reversing accidents involving pedestrians: an epidemiological investigation and cluster analysis using a novel database derived from Swedish National Register data","authors":"Khabat Amin ,&nbsp;Finn Nilson ,&nbsp;Carl Bonander ,&nbsp;Anna Carlsson","doi":"10.1080/15389588.2024.2408661","DOIUrl":"10.1080/15389588.2024.2408661","url":null,"abstract":"<div><h3>Objectives</h3><div>In contemporary urban environments, the intersection between <em>Vulnerable Road Users</em>, specifically unprotected pedestrians, and motor vehicles poses a persistent challenge to road safety. Reversing accidents, characterized by vehicles moving backward, often result in severe consequences for pedestrians due to limited visibility and inherent blind spots for the driver. This paper aims to provide a thorough examination of reversing accidents involving pedestrians in Sweden between 2000–2021; shedding light on the magnitude of the problem, contributing factors, consequences, and potential mitigation strategies.</div></div><div><h3>Method</h3><div>Using a national database, reversing accidents were compiled by classifying free text descriptions of traffic accidents reported to the <em>Swedish Traffic Accident Data Acquisition</em>. The database was then used to describe reversing accidents and their consequences for struck pedestrians using descriptive epidemiology and cluster analysis.</div></div><div><h3>Results</h3><div>The results show that reversing accidents accounted for 12% of all pedestrians injured in a collision with a motor vehicle in Sweden during the studied period. In terms of personal characteristics, the struck pedestrians were more often female and of old or young age, whilst the drivers of the reversing vehicles were more often between 18–54 years and men. Most accidents were non-fatal, with only roughly 2% resulting in fatalities. Through a cluster analysis, four distinct accident types were identified. Two of these were identified as particularly important to prioritize in future preventative work: accidents that are characterized by occur during daylight hours in the urban environment (often low speeds) and often result in fatality or serious injury.</div></div><div><h3>Conclusions</h3><div>Due to the low speeds, reversing accidents are rarely fatal. However, they account for a large proportion of accidents with pedestrians and can be grouped into clearly distinguishable accident types that can function as templates in road safety development in Sweden.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 3","pages":"Pages 352-359"},"PeriodicalIF":1.6,"publicationDate":"2025-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142481017","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":"Motorcycle riders and pillion passengers injury patterns and in-hospital outcomes based on the National Trauma Registry of Iran","authors":"Zahra Ramezani ,&nbsp;Vali Baigi ,&nbsp;Vafa Rahimi-Movaghar ,&nbsp;Mohammadreza Zafarghandi ,&nbsp;Esmaeil Fakharian ,&nbsp;Homayoun Sadeghi-Bazargani ,&nbsp;Seyed Houssein Saeed-Banadaky ,&nbsp;Farideh Sadeghian ,&nbsp;Amir Ghadipasha ,&nbsp;Seyed Mohammad Piri ,&nbsp;Sara Mirzamohamadi ,&nbsp;Khatereh Naghdi ,&nbsp;Payman Salamati","doi":"10.1080/15389588.2024.2407476","DOIUrl":"10.1080/15389588.2024.2407476","url":null,"abstract":"<div><h3>Objective</h3><div>Road traffic injury (RTI) is the second leading cause of death and disability, and motorcycle crashes rank as the first cause of traffic fatality in Iran. We aimed to compare various characteristics between traumatized motorcycle riders and pillion passengers registered with the National Trauma Registry of Iran (NTRI).</div></div><div><h3>Methods</h3><div>This is a retrospective study of the NTRI, an ongoing multicenter trauma database built on a registry. This study included injured motorcyclists from six major trauma centers nationwide admitted between February 2017 and November 2023. Motorcyclists should have been hospitalized for RTIs and met the NTRI’s inclusion criteria. We assessed patients regarding their demographics, clinical features, the pattern of injuries, and diverse in-hospital outcomes.</div></div><div><h3>Results</h3><div>Of 54,342 registered patients in the NTRI, 7,594 motorcyclists were included. Of them, 6,636 (87.4%) were riders, and 958 (12.6%) were pillion passengers. Among all, 7165 (94.5%) were male, and 420 (5.5%) female (<em>p</em> &lt; 0.001). Only 656 (9.9%) of riders and 24 (2.5%) of pillion passengers were wearing helmets (<em>p</em> &lt; 0.001). Lone motorcyclist crashes led to injuries in 1,394 (21.2%) riders and 332 (35.5%) pillion passengers (<em>p</em> &lt; 0.001). Glasgow Coma Scale (GCS) was 3 to 8 in 204 (3.1%) riders and 16 (1.7%) pillion passengers (<em>p</em> = 0.016). The most frequent pattern of poly-trauma was “head and thorax,” with 43 (32.3%) riders and 5 (25.0%) pillion passengers (<em>p</em> = 0.362). Univariable logistic regression analysis showed that Intensive Care Unit (ICU) admission (OR = 0.78, CI 95% = 0.62 to 0.97, <em>p</em> = 0.028) and mechanical ventilation (OR = 0.58, CI 95% = 0.39 to 0.84, <em>p</em> = 0.004) were significantly lower in pillion passengers compared to motorcycle riders. After adjustment for age, gender, occupational status, and helmet use, being a rider or a pillion passenger didn’t have a significant association with any of the in-hospital outcomes.</div></div><div><h3>Conclusions</h3><div>Motorcycle riders and pillion passengers sustain the same injuries in terms of pattern, severity, and in-hospital outcomes. Therefore, healthcare providers can approach them similarly. Since there is a high number of underage riders and helmets are not used commonly, there should be more police enforcement in this case.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 3","pages":"Pages 376-382"},"PeriodicalIF":1.6,"publicationDate":"2025-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142481013","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":"Investigation of pre-crash avoidance kinematics in pedestrians of different ages through volunteer experiment and scaling methodology","authors":"Siyuan Liu ,&nbsp;Quan Li ,&nbsp;Huamu Sun ,&nbsp;Qing Zhou ,&nbsp;Bingbing Nie","doi":"10.1080/15389588.2024.2408402","DOIUrl":"10.1080/15389588.2024.2408402","url":null,"abstract":"<div><h3>Objective</h3><div>Understanding pedestrians’ pre-crash avoidance kinematics is crucial for improving the identification of potential collision areas in interactions with highly automated vehicles (HAVs). Age significantly influences pedestrian avoidance velocity and the subsequent crash risks. However, current active safety systems in HAVs often overlook the influence of pedestrians’ avoidance velocity and age on imminent accidents. This study analyzes how age affects pedestrian avoidance velocity and explores the incorporation of these factors in pre-crash scenarios to identify potential collision areas between pedestrians and vehicles.</div></div><div><h3>Methods</h3><div>Due to the infeasibility of measuring pedestrian avoidance behaviors in real-world pre-crash scenarios, we designed an indoor experimental platform replicating emergency crossroad scenarios to prompt subjects to mimic avoidance behaviors. 7 young and 7 middle-aged subjects participated in the experiment, resulting in a collection of 306 forward-avoidance, 297 backward-avoidance, and 42 normal-walking posture sequences. We developed a scaling approach integrating pedestrian kinematics and muscle physiology to establish a velocity-mapping relationship between young and middle-aged groups. Finally, we proposed an identification method for potential collision areas that considers pedestrians’ age and avoidance velocity.</div></div><div><h3>Results</h3><div>Middle-aged subjects required more time for natural avoidance actions averaging 0.15 s for forward and 0.25 s for backward avoidance, compared to their younger counterparts. While the forward avoidance velocity of the middle-aged subjects exhibited an average decrease of 0.3 m/s compared to young subjects, their backward avoidance velocity remained nearly identical. Overall, middle-aged subjects have a larger potential collision area than young participants. Pedestrians who actively avoid vehicles have a smaller potential collision area compared to those who remain normal walking.</div></div><div><h3>Conclusions</h3><div>We developed an indoor simulated pre-crash scenario experiment and a scaling approach to reveal the correlation between pedestrian avoidance velocity and age. This method can be further applied to obtain the avoidance velocity of elderly pedestrians. Additionally, we validate the effect of these factors in assessing potential collision areas. The decrease in avoidance velocity highlights a larger potential collision area for middle-aged pedestrians when interacting with vehicles. Such facts and data shall be appropriately considered in developing intelligent protection systems for pedestrians.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 3","pages":"Pages 281-290"},"PeriodicalIF":1.6,"publicationDate":"2025-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142822871","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":"Pediatric occupant-to-occupant interaction responses in side impact conditions using Q-dummy and child human body models","authors":"Mónica Diez ,&nbsp;Julio Abajo ,&nbsp;Alberto Negro ,&nbsp;M. Teresa Fernández","doi":"10.1080/15389588.2024.2405652","DOIUrl":"10.1080/15389588.2024.2405652","url":null,"abstract":"<div><h3>Objective</h3><div>Road safety of children has improved considerably over the past decade; however, there is still much scope to better protect these occupants. Ensuring adequate protection of children seated in the rear seats requires a greater understanding of how children are injured in side crashes. The purpose of this study was to enhance the knowledge of children’s potential injuries in side impact collisions by the investigation of two different child sizes seated in different positions in the rear seats. The injury metrics associated with the occupant-to-occupant or occupant-to-child restraint system interaction was also identified.</div></div><div><h3>Methods</h3><div>Finite Elements Method simulations were performed using a validated simplified vehicle model with fully deformable side components. Dynamic virtual tests according to the Euro NCAP Child Occupant Protection Protocol were performed considering three different scenarios in terms of occupants´ distribution in the rear seats. Simulations were conducted with dummy and human body models. The injury metrics associated with near-side and far-side positions and the occupant-to-occupant interaction were analyzed.</div></div><div><h3>Results</h3><div>The 10-year-old child seated in the far-side position presented higher injury values, especially in the head due to the contact with the adjacent child or child restraint occupying the near-side seating position. Similar responses were observed in human body and dummies models in terms of head and neck injury values. However, human body models showed an increase in the chest measurements.</div></div><div><h3>Conclusions</h3><div>This study highlighted that the potential injuries of a child seated on the rear seats in a side impact crash are likely to be increased by the presence of an adjacent seat occupant, especially when larger children were seated in the far-side seating location or a CRS was installed in the near-side seating position. Results offer insight into the occupant-to-occupant interaction and occupants’ size as relevant factors to improve children safety under side impact conditions.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 3","pages":"Pages 369-375"},"PeriodicalIF":1.6,"publicationDate":"2025-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142481014","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}