Traffic Injury Prevention最新文献

{"title":"Enhancing highway Loop Safety Level through proactive risk-based assessment of geometric configuration using lateral acceleration","authors":"Omid Rahmani ,&nbsp;Hosein Ghasemzadeh Tehrani ,&nbsp;Iman Aghayan","doi":"10.1080/15389588.2024.2394110","DOIUrl":"10.1080/15389588.2024.2394110","url":null,"abstract":"<div><h3>Objective</h3><div>Loop ramps are complex due to their combination of horizontal curves and vertical alignments. Analyzing driving behavior and measuring safety levels can provide insights for designers, helping to improve the performance and alignment of design assumptions with actual driving behavior on loops. Therefore, the primary objective of this research is to explore the safety, performance and geometric configuration of the main body and general shape of free-flow loop ramps in the free-following mode.</div></div><div><h3>Methods</h3><div>The study uses data from a UAV to investigate vehicle demand behavior. Maximum lateral acceleration (<em>a</em>_y,i) in loops is used as a Surrogate Safety Measure (SSM), along with a new parameter, the a/b ratio, to determine the general shape of loop bodies. The study presents the Loop Safety Level (LSL), an approach for proactive risk analysis and ranking that relies on threshold lateral acceleration (<em>a</em>_t), 85th percentile maximum lateral acceleration (<span><math><mrow><mi>a</mi></mrow></math></span>_y,max,85%), and crash analysis.</div></div><div><h3>Results</h3><div>A higher LSL value points to a more critical safety concern regarding the loop’s shape in relation to lateral acceleration caused by driving behaviors. Comparing crash statistics with lateral acceleration results enables the LSL to provide appropriate safety ratings and diagnose loop segment safety. A prediction model for maximum lateral acceleration, based on loop geometry, demonstrates a good fit (R²=0.88) between observed and predicted data.</div></div><div><h3>Conclusions</h3><div>The study enhances understanding of safety considerations in geometric configuration and general shape enhancement of loops during the design process.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 128-138"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142332369","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":"Speed-securing measures on rural roads in Sweden: An observational study","authors":"Carl Johnsson ,&nbsp;Aliaksei Laureshyn ,&nbsp;Carmelo D'Agostino","doi":"10.1080/15389588.2024.2389200","DOIUrl":"10.1080/15389588.2024.2389200","url":null,"abstract":"<div><h3>Objective</h3><div>Speed-securing measures are intended to, as the name suggests, to secure that the speeds of road users do not exceed the safe speed for a given type of environment. The purpose of this study was to make an evaluation of existing speed-securing measures on rural roads in Sweden to see how well they manage to limit the speed.</div></div><div><h3>Methods and data</h3><div>A total of 34 unique locations have been filmed with drones with varying speed limits between 40 and 70 km/h. The analysis focused on the radius of both the individual vehicle trajectories and the radius of the roads themselves and how they relate to the speed choice of the drivers (including the 85th percentile speed).</div></div><div><h3>Results</h3><div>The result shows a moderate correlation between both types of radii and the speed choice of the drivers. In addition, the result also shows only a weak correlation between the driven radius and the radius of the roads themselves. Finally, the result also shows that only 17 locations manage to keep the 85th percentile speeds under the speed limit.</div></div><div><h3>Conclusion</h3><div>Overall, the study suggests that the radius of the infrastructure is an important factor to lower the speed but the lack of a clear relationship between the driven radius and the radius of the road shows that more research is needed to properly understand why some locations work better than others.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 76-82"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142301095","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":"Hazard perception performance and psychological factors of distracted drivers: what are the associations?","authors":"Christopher N Watling, Grégoire S Larue","doi":"10.1080/15389588.2024.2437814","DOIUrl":"https://doi.org/10.1080/15389588.2024.2437814","url":null,"abstract":"<p><strong>Objective: </strong>Distracted driving is a major contributor to crashes involving younger drivers. A considerable amount of evidence emphasizes the link between driver distraction, poorer driving performance and increased crash risk. However, limited research has examined the effects of mobile phone use on hazard perception performance, especially younger drivers. The focus of the current study was to determine the hazard perception decrements associated with performing a low-order secondary task with a mobile phone and to determine what psychological factors were associated with hazard perception performance decrements in younger drivers (aged 20-25 years).</p><p><strong>Methods: </strong>In total, 74 participants (men: 40, women: 34) who had an open driver license and were, on average, aged 22.89 (<i>SD</i> = 1.83) completed two hazard perception sessions (control and dual task). The dual task condition entailed participants completing the hazard perception task while concurrently performing a low-order visual distraction task.</p><p><strong>Results: </strong>Clear decrements in hazard perception (longer reaction times and more missed hazards) were observed when performing the low-order secondary task when compared to completing the hazard perception test without the distraction task. In addition, higher levels of self-reported problematic mobile phone use and perceiving multitasking while driving as easy were associated with larger hazard perception performance decrements.</p><p><strong>Conclusions: </strong>The findings suggest drivers misperceive their ability to divide their attention when driving and their actual hazard perception performance which likely facilitates distracted driving. The current study adds to the extant empirical studies emphasizing the link between driver distraction and poorer driving performance, in this case, decrements in hazard perception performance.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2024-12-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142822868","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, Quan Li, Huamu Sun, Qing Zhou, Bingbing Nie","doi":"10.1080/15389588.2024.2408402","DOIUrl":"https://doi.org/10.1080/15389588.2024.2408402","url":null,"abstract":"<p><strong>Objective: </strong>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.</p><p><strong>Methods: </strong>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.</p><p><strong>Results: </strong>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.</p><p><strong>Conclusions: </strong>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.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-10"},"PeriodicalIF":1.6,"publicationDate":"2024-12-13","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":"Compensatory behavior for mental workload induced by freeway destination signs.","authors":"Lian Xie, Guangluo Li, Chaozhong Wu, Nengchao Lyu","doi":"10.1080/15389588.2024.2436145","DOIUrl":"https://doi.org/10.1080/15389588.2024.2436145","url":null,"abstract":"<p><strong>Objective: </strong>Exit ramps are accident-prone areas of freeways. One of the reasons for this is the information overload induced by destination signs, which makes them challenging to recognize and may even result in tension or mistakes. This study examined the cognitive workload that destination signs place on drivers and the compensatory behavior they use to counteract the additional workload.</p><p><strong>Methods: </strong>Forty-five subjects were recruited to conduct a simulated driving experiment. Four destination signs with varying information levels were used to load mental workload as independent variables. Workload indicators (such as the NASA-TLX questionnaire, heart rate variability and eye movements) and compensatory behavior metrics (such as speed, distance headway, time headway and the increased cognitive time due to deceleration) were collected and analyzed through a mixed design analysis of variance.</p><p><strong>Results: </strong>The results show that destination signs with different levels of information produced various cognitive workloads. Drivers' subjective workload increased significantly with an increase in sign information; however, the heart rate variability indicators did not significantly differ due to the drivers' compensatory strategy in the cognition process. The principal compensating strategy found was the longitudinal deceleration; as the speed dropped, the distance headway and time headway were significantly increased. Although professional drivers demonstrated a significantly greater speed differential during deceleration than nonprofessional drivers, the alternative safety indicators did not show statistical differences. Additionally, driving experience had no significant impact on the increased cognitive time of compensatory strategies.</p><p><strong>Conclusions: </strong>On the one hand, the effort invested by drivers increased with the workload. On the other hand, when the workload exceeded a particular degree, compensatory driving behavior was triggered, which in turn reduced the workload. There was no discernible difference in the effectiveness of the compensatory strategies employed by professional drivers and nonprofessional drivers under complex destination signs. The findings could provide safety considerations for the design of traffic signs.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2024-12-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142819780","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":"Maxillofacial trauma patterns and risk factors in 2-wheeler riders: A non-urban South Indian epidemiological study.","authors":"B Pavan Kumar, V Vidya Devi","doi":"10.1080/15389588.2024.2423022","DOIUrl":"https://doi.org/10.1080/15389588.2024.2423022","url":null,"abstract":"<p><strong>Objective: </strong>The prevalent reliance on 2-wheelers as a preferred mode of private transportation in rural and semi-urban regions and the various associated social and material factors put riders at significant risk for road traffic accidents causing maxillofacial trauma. This epidemiological study aims to investigate these factors and their influence on patterns of maxillofacial injuries among 2-wheeler riders in semi-urban and rural areas of South India.</p><p><strong>Methods: </strong>Data from all cases with maxillofacial injuries over 6 years were collected retrospectively, including demographic characteristics, accident specifics, helmet use, injury patterns, and management. Statistical analyses were done using chi-square analysis and logistic regression modeling.</p><p><strong>Results: </strong>The cohort of 424 participants was predominantly young males (86.8%) aged 20 to 29 years (45.3%), with low helmet use rates (27.2%). Higher speeds showed a significant correlation with increased hard tissue injuries (<i>P</i> = .003), with all cases over 80 kph invariably resulting in fractures. Collisions were associated with a markedly higher rate of both soft and hard tissue injuries (80.6%) compared to skids (63.7%; <i>P</i> = .005) and a greater prevalence of complex midface fracture patterns. Non-helmet users had significantly elevated rates of lacerations (33.3%), combined abrasion and laceration injuries (33.9%), and severe tissue loss (2.4%). Half-helmet users predominantly suffered mandibular fractures (62.5%). Logistic regression analysis revealed helmet nonuse as a major risk factor, significantly increasing the likelihood of any fracture (Exp(B) = 0.015, <i>P</i> < .001). Higher speeds raised the risk of hard tissue injuries across all speed brackets (<i>P</i> < .001). Collisions were more likely to result in midface fractures (Exp(B) = 818,915.984, <i>P</i> < .001), whereas skidding accidents often led to mandibular fractures. Not wearing a helmet markedly increased the risk of severe fractures across all facial areas, with statistically significant Exp(B) values. Collisions necessitated considerably more surgical interventions (Exp(B) = 0.312, <i>P</i> < .001).</p><p><strong>Conclusions: </strong>The findings highlight the vulnerability of young riders and underscore the role of helmet use, speed, and road infrastructure in road traffic accidents causing maxillofacial injuries. They also indicate the need to focus preventive measures and interventions on these factors.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-8"},"PeriodicalIF":1.6,"publicationDate":"2024-12-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142819952","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":"Shared intention and shared awareness for conditional automated driving: An online, randomized video experiment.","authors":"Ritwik Swain, Sherrie-Anne Kaye, Andry Rakotonirainy","doi":"10.1080/15389588.2024.2421215","DOIUrl":"https://doi.org/10.1080/15389588.2024.2421215","url":null,"abstract":"<p><strong>Objectives: </strong>In conditional automation for automated vehicles (AVs), drivers are tasked with remaining vigilant and ready to assume control should the system encounter a malfunction. However, little to no information is provided to the driver either about the AV's intended maneuvers or the AV's awareness of potential threats in the surrounding environment. To address this research gap, the present study proposes 2 human-machine interaction (HMI) concepts: Firstly, the shared intended pathway (SIP), which presents a forecast of the AV's intended maneuvers and, secondly, object recognition bounding boxes (ORBBs), which place transparent blue squares around other road users likely to contribute to a crash.</p><p><strong>Methods: </strong>An online experiment with both within- and between-group factors tested 2 HMI designs: One with both SIP and ORBB and one with SIP only. Six videos were presented sequentially, each depicting 10 to 15 s of automated driving, to 394 participants (<i>M</i>_age = 28.24 years, 64% male) in Australia. Participants monitored the AV in each of the videos, which were presented in 1 of 3 randomized conditions: no HMI display, SIP only, or SIP + ORBB. Questions after each video measured trust, situational awareness, stress, and user acceptance, as measured by the technology acceptance model (TAM) about user acceptance.</p><p><strong>Results: </strong>Results suggest that SIP is beneficial in conditional automation monitoring, in terms of reduced stress, increased perceived usefulness, and future intentions to use AVs. Further, ORBB presence increased participant ratings of perceived usefulness and intentions to use AVs compared to no ORBB. The findings also provided support for the TAM, because perceived ease of use and perceived usefulness were found to be significant positive predictors of future intentions to use AVs.</p><p><strong>Conclusions: </strong>The current study provides some evidence to suggest that SIP may be beneficial in automated driving. However, further on-road testing of HMI displays for AVs that include SIP and ORBBs are needed to enhance the user experience and acceptability of AVs and to provide more ecological validity.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2024-12-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142819988","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":"Identification of accident-prone segments using APIU: A case study on highway safety analysis in China.","authors":"Yonghong Yang, Yu Zhang, Zhao Yang, Tao Zheng, Yixi Hu","doi":"10.1080/15389588.2024.2425674","DOIUrl":"https://doi.org/10.1080/15389588.2024.2425674","url":null,"abstract":"<p><strong>Objective: </strong>This study proposes the accident point interval unit (APIU) method combined with the characteristics of road traffic accidents. The aim is to automatically identify accident aggregation areas, providing basis for highway design and traffic management.</p><p><strong>Methods: </strong>Historical accident data from a secondary highway in Guizhou Province and an expressway in Guangdong Province over 3 to 4 years were analyzed using APIU to identify accident-prone segments. A backpropagation (BP) neural network model was utilized to calculate the weight of the impact of the alignment on the occurrence of the accidents, which were then integrated with evaluation levels to formulate a risk index model.</p><p><strong>Results: </strong>The APIU exhibited stability and consistency in identifying accident-prone sections, effectively accounting for the influence of adjacent road sections. The BP neural network model quantified the impact of road alignment on accidents, and the risk index model provided a comprehensive evaluation of road section risk. A significant risk zone was identified within 200 to 300 m before the accident staking point, validating APIU.</p><p><strong>Conclusions: </strong>Using the APIU, accident-prone segments can be accurately identified. The risk indexes start rising within a specific range before the accident stakes, suggesting that road accidents are influenced by the geometric alignment preceding the accident point. Based on this insight, highway authorities can implement targeted safety measures and enhance signage in critical areas.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-8"},"PeriodicalIF":1.6,"publicationDate":"2024-12-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142803483","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":"Pedestrian Danger Index - a novel surrogate measure of pedestrian safety at unsignalized crossings.","authors":"Paweł Dąbkowski, Piotr Olszewski, Witold Czajewski","doi":"10.1080/15389588.2024.2435048","DOIUrl":"https://doi.org/10.1080/15389588.2024.2435048","url":null,"abstract":"<p><strong>Objective: </strong>The aims of the study are to assess pedestrian safety at unsignalized crossings and to develop a new surrogate measure to evaluate risks associated with vehicle-pedestrian interactions. The primary goal of developing a novel safety metric was to provide quick insights into pedestrian safety levels and conduct site assessments rather than predictive analyses.</p><p><strong>Methods: </strong>Video surveys were conducted at multiple unsignalized crossing sites in Poland to record vehicle-pedestrian interactions. Vehicle and pedestrian trajectories were extracted using video image analysis. An interaction classification algorithm was introduced, based on relative movements of the two road users involved. Using selected video recorded interactions, an expert opinion survey was conducted in order to evaluate pedestrians' perceptions of risk. The level of risk was modeled with a \"danger degree function\", incorporating passing distance, vehicle speed, and deceleration.</p><p><strong>Results: </strong>Analyses revealed that smaller passing distance and higher vehicle speeds are linked to increased danger levels. Pedestrian Danger Index (PDI) was introduced as a new measure to assess pedestrian safety by averaging danger levels for all the observed pedestrian-vehicle interactions. Based on the sensitivity analysis, it is recommended to use a minimum of 4 survey days when calculating the PDI indicator.</p><p><strong>Conclusions: </strong>The PDI offers a novel method for evaluating pedestrian safety at unsignalized crossings, though it has some limitations. This user-friendly surrogate safety measure relies on three key variables for computation: passing distance, vehicle speed, and vehicle deceleration rates. The formulated PDI equation can be used for analyzing pedestrian crossings without traffic signals. Further research is recommended to refine the PDI and enhance its effectiveness.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-12"},"PeriodicalIF":1.6,"publicationDate":"2024-12-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142803487","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":"Using anthropometry-based scaling to predict responses across sex in reclined frontal impact sled tests.","authors":"Jeesoo Shin, Jason Kerrigan, Martin Ӧstling","doi":"10.1080/15389588.2024.2430584","DOIUrl":"https://doi.org/10.1080/15389588.2024.2430584","url":null,"abstract":"<p><strong>Objective: </strong>Field data studies have suggested greater injury risk in motor vehicle crashes for females compared to males. Data on female responses may provide more insight into these sex-based differences in injury risk, but few sled tests have been conducted with female subjects, with most cases being of either small or obese anthropometries. Since numerous sled tests have been conducted using mid-size male post mortem human subjects, anthropometry-based scaling of mid-size male responses is a potential approach to leverage this mid-size male data for a broader range of applicability. This study aimed to determine if scaling to predict female responses from male responses is suitable for a reclined condition and evaluate the effectiveness of varying anthropometry-based scaling techniques in predicting female responses from male responses.</p><p><strong>Methods: </strong>Data from frontal impact sled tests conducted on four mid-size male and three mid-size female post mortem human subjects in a reclined posture were used. Geometric scaling using dimensional analysis (equal stress-equal velocity approach) was then implemented on the male data to test the effect various scale factors had on predicting female response. These scaling factors were based on mass, stature, torso height, torso volume, and torso volume at torso height.</p><p><strong>Results: </strong>Predictions results varied, with lap belt force and forward excursions of bony landmarks yielding high overall prediction scores and vertical excursions of bony landmarks yielding lower overall prediction scores. Generally, the unscaled responses also yielded high prediction scores, and while scaling offered an improvement to the overall prediction score, this suggested that anthropometry-based differences may not fully explain male-female differences in reclined occupant response. Torso volume yielded the highest overall prediction score for the greatest number of responses, but the anthropometry measure that yielded the highest average overall prediction score across all responses varied.</p><p><strong>Conclusions: </strong>Marginal differences in the predictive capabilities of the different anthropometry-based measures were found, but, in general, anthropometry was not able to fully explain differences in the responses observed between sex. Overall, this study highlighted the need for further whole body sled tests with mid-size female PMHS to further investigate male-female differences in occupant kinematics.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-10"},"PeriodicalIF":1.6,"publicationDate":"2024-12-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142774853","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}