Objective To discuss the application value of vehicle-pedestrian collision road traffic accidents reconstruction based on PC-Crash software in forensic identification. Methods A case of vehicle-pedestrian collision was chosen based on a tachograph, then PC-Crash software was applied to construct a vehicle-pedestrian collision model, and reconstruct the vehicle-pedestrian collision road traffic accident. Finally, the process of vehicle-pedestrian collision was reproduced. Results In accident reconstruction, when the car speed was lower than 50km/h, the landing point of the pedestrian after collision was in the front of the car. When the car speed was higher than 50 km/h, after collision, the pedestrian flipped towards the car roof and landed behind the car. With the increase of vehicle speed, throwing distance of the pedestrian increased continuously. When the vehicle collision speed reached 60 km/h, the experimental results in this case were basically consistent with the actual situation of the case. Head acceleration of the pedestrian was at the maximum （1 655.70 m/s²） at 0.080 s. Chest acceleration of the pedestrian increased from 597.63 m/s² to the peak 675.52 m/s² at 0.055-0.060 s. Tibia acceleration of the pedestrian increased from 759.26 m/s² to the first peak 1 367.06 m/s², then reached the maximum speed （1 718.19 m/s²） at 1.225 s. Conclusion The process of vehicle-pedestrian collision road traffic accidents can be reconstructed based on PC-Crash software under a situation of limited conditions, and can further clarify the speed of the vehicle, the location and degree of human body injury as well as the mechanism of damage of the pedestrian in the accident. Therefore, PC-Crash software has a certain practical value in forensic identification of road traffic accidents.
Acceleration ; Accidents, Traffic ; Forensic Sciences ; Head ; Humans ; Pedestrians ; Software

Pedestrian safety in China is an important but largely neglected issue, in part due to the substantial under-reporting within police data. In this study we aimed to examine changes in pedestrian fatality between 2006 and 2010 in China using non-police reported data. A multi-year study was conducted based on the mortality data during 2006-2010 from the Disease Surveillance Points (DSP) data in China. Between 2006 and 2010, the crude pedestrian mortality increased from 7.0 to 10.5 per 100 000 populations. Annual pedestrian mortality from DSP data was 13 times in 2006 and 55 times in 2010 mortality for pedestrians and passengers from police-reported data in the corresponding years. After controlling for sex, age, and urban/rural, the mortality increased by 44% from 2006 to 2010 (adjusted mortality rate ratio (MRR)=1.11, 95% CI 1.10-1.12). The problem of pedestrian deaths is much more serious in China than that officially reported by the police. Significant and urgent efforts are needed to save lives of pedestrian in China.
Accidents, Traffic ; China ; epidemiology ; Humans ; Pedestrians ; Police ; Rural Population ; Wounds and Injuries

OBJECTIVETo determine the epidemiological characteristics of fatal pedestrian accidents in Fars Province of Iran.

METHODSThis cross-sectional study was conducted in Fars Province of Iran during a 29-month period from March 2009 to July 2011. The data were from the Fars Forensic Medicine Registry. In 4 923 recorded road traffic accident fatalities, 971 deaths were due to pedestrian accidents. The demographic and accident-related information were analyzed by SPSS version 11.5. P value less than 0.05 was considered significant.

RESULTSThe mean age of decedents was (47.2+/-26.2) years, ranging from 6 months to 103 years old. Males accounted for 69.8% of all deaths. Fatal accidents were most common in September; 56.1% of the fatal injuries occurred on intracity roads and 33.1% on extracity roads. Fatal head injuries were present in 60.54% of cases. Evaluation of the injury site and the cause of death found that they were significantly associated with age, interval between injury and death. Besides, the type of roads played an important role in mortality.

CONCLUSIONAlthough the clinical management of trauma patients has been improved in our country in the recent decade, decreasing the burden of injuries needs coordination among trauma system organizations.

Accidents, Traffic ; Cross-Sectional Studies ; Humans ; Iran ; Pedestrians ; Surveys and Questionnaires ; Wounds and Injuries

PURPOSE: Pedestrian injury is one of the most frequent injury mechanism in pediatrics. This study aimed to measure the association between time of pedestrian injury and injury severity among pediatric patients. METHODS: We used the Emergency Department based Injury In-depth Surveillance (EDIIS) database from 23 emergency departments between 2013 and 2016. All pediatric (≤15 years old) patients with pedestrian injury were eligible, excluding cases with unknown outcomes. Primary and secondary endpoints was severe injury. We calculated adjusted odds ratios (AORs) of time of injury (8 am to 2 pm, 2 pm to 8 pm, 8 pm to 8 am) to investigate out-comes while adjusting for potential confounders. RESULTS: Among 6,748 eligible patients, 4,184 (62.0%) suffered pedestrian injury at 2 pm to 8 pm, 1,566 (23.2%) at 8 am to 2 pm, and 998 (14.8%) at 8 pm to 8 am. Among them, 52 (0.8%) had case-fatalities, 572 (8.5%) had severe injuries, and 1,246 (18.5%) were admitted to hospital. In terms of severe injury, the 8 am to 2 pm group (10.5%) had higher proportions of severe injury compared to the 2 pm to 8 pm (8.0%; AOR {95% confidence interval [CI]}, 0.73 [0.60 to 0.89]) and 8 pm to 8 am (7.2%; AOR [95% CI], 0.65 [0.49 to 0.88]) groups. CONCLUSION: Pediatric pedestrian injury was frequent at 2 pm to 8 pm and was more severe at 8 am to 2 pm. Public health efforts to decrease pediatric pedestrian injury are needed to reduce health burden.
Emergency Service, Hospital ; Humans ; Odds Ratio ; Pedestrians ; Pediatrics ; Public Health ; Wounds and Injuries

OBJECTIVE: This study aimed to examine whether injury severity differs with respect to age among elderly pedestrians involved in traffic accidents and identify factors affecting injury severity.METHODS: Using emergency department-based injury in-depth surveillance data, we analyzed the data of patients aged ≥60 years who were victims of pedestrian traffic accidents during 2011 to 2016. The pedestrians’ ages were divided into 5-year age strata beginning at 60 years. In a multivariate analysis, injury severity was classified as severe to critical or mild to moderate.RESULTS: The analysis included 10,449 patients. All age groups had a female predominance, and accidents most frequently occurred during the early morning. Multivariate analyses revealed that compared to the 60 to 64 years group, the odds ratios for incurring a severe injury were 1.18 (95% confidence interval [CI], 1.02 to 1.37) for the 65 to 69 years group, 1.42 (95% CI, 1.23 to 1.64) for the 70 to 74 years group, 1.70 (95% CI, 1.45 to 1.98) for the 75 to 79 years group, and 1.83 (95% CI, 1.56 to 2.15) for the ≥80 years group.CONCLUSION: In this study of emergency department-based data, we found that injury severity increased with age among elderly victims of traffic accidents. Furthermore, injury severity varied with respect to sex, time and location of the accident, and type of vehicle involved. Therefore, measures intended to reduce and prevent traffic accidents involving elderly pedestrians should consider these findings.
Accidents, Traffic ; Aged ; Emergencies ; Female ; Humans ; Multivariate Analysis ; Odds Ratio ; Pedestrians ; Risk Factors

A retrospective study has been made of 6,184 cases of motor vehicle accidents which had been reported to Automobile Insurance Co., Taegu Branch, from Jan. 1,1977 to Dec. 31, 1977. It was considered necessary to find out some preventive measures which could be obtained from the epidemiological facts. The aim of this study was not to indicate direct preventive measures but to focus attention on fields in which best results should be given by the preventive measures. Third decade of age group showed the highest numbers of accident casualties, as much as 23%, and preschool age group showed 5%. Casualties showed a maximum during the winter and a minimum during the summer. Highest occurrence of accidents was on Saturday, 17.5% and least on Friday, 11.1%. On working days, highest occurrence was during afternoon and early evening(4 p.m.–9 a.m.), coinciding with the time for home-bound traffic after work and another maximum at an hour before curfew. There was smaller increse in occurrence at the time when people go to work in the morning. Least accidents occurred in the early hours of the morning. In the 2,751 accidents involving dollision between motor vehicles, sustained injuries-i.e;48.1% of the total casualties in passengers in vehicles and a much higher incidence than in accidents involving pedestrians. In accidents involving pedestrians in the urban area, 51.2% of casualties sustained injuries on the street and 39% at pedestrians crossings. Accidents involving collision between motor vehicles and bicycles accounted for 17.2% of casualties in the urban area. Of these, 79.2% were injured in accidents on the street, and in general, the injuries were more serious than those sustained by passengers in cars.
Accidents, Traffic ; Automobiles ; Daegu ; Epidemiology ; Humans ; Incidence ; Insurance ; Motor Vehicles ; Pedestrians ; Retrospective Studies

Pedestrian distraction is one of the important risk factors of road injury. This review summarized the epidemiological characteristics, influencing factors, safety implications, and the published intervention measures. The review found that: a) the prevalence of pedestrian distraction poses a serious threat to pedestrian safety, but most epidemiological studies on pedestrian distraction focus on mobile phone use, and the incidence of pedestrian distraction varied greatly across studies using various research methods and from different countries; b) demographic characteristics, social psychology, and environment are the three main influencing factors of pedestrian distraction; c) distraction differently affected physiology, cognition, motion control, efficiency and behavior of pedestrian's street-crossing to some degrees, threatening the safety of pedestrian; d) engineering interventions and education were the most common interventions to prevent pedestrian distraction currently, but the effectiveness of most measures was not assessed rigorously. In the future, multidisciplinary and systematic epidemiological studies are recommended to design interventions purposely and evaluate the effectiveness of interventions through rigorous designs, providing scientific evidence for reducing pedestrian distraction and improving road safety of pedestrians.
Accidents, Traffic/prevention & control* ; Humans ; Pedestrians/psychology* ; Risk Factors ; Safety ; Walking

OBJECTIVE: To describe the epidemiology of motorcycle related trauma (MCRT) admitted to the Philippine General Hospital (PGH).

METHOD: Restrospective analysis of records of motorcycle crash victims admitted to the Trauma Division, Department of Surgery, PGH from January 1, 2004 to December 31, 2006.

RESULTS: MCRT victims comprised 6.7% of all trauma admissions to PGH. Most were males (83.8%) and young adults (median age 26 years), and 38.6% were road users other than motorcycle drivers or passengers (primarily pedestrians). Two-thirds of victims suffered multiple injuries (68.9%). Common injuries were maxillo-facial (78%), fractures of the lower and upper extremeities (46.9% and 36.1%, respectively) and traumatic brain injuries (40.7%). The median length of hospital stay was 13 days. The in-hospital mortality rate was 5.8%, 43% of fatalities were due to traumatic brain injuries. Based on self-reported information, 88% of the motorcyclist victims were riding under the influence of alcohol, and 13% were wearing helmets at the time of the crash.

CONCLUSIONS: A significant proportion of MCRT victims are not motorcycle users. There is an urgent need to implement effective strategies to prevent MCRT in the Philippines, including the implementation of enforcement of national laws agains drink driving and use of standard helmets.

Human ; Male ; Female ; Adult ; Motorcycles ; Head Protective Devices ; Hospital Mortality ; Pedestrians ; Hospitalization ; Brain Injuries, Traumatic ; Multiple Trauma

OBJECTIVETo explore the relationship between the collision parameters of vehicle and the pedestrian thorax injury by establishing the chest simulation models in car-pedestrian collision at different velocities and angles.

METHODS87 cases of vehicle-to-pedestrian accidents, with detailed injury information and determined vehicle impact parameters, were included. The severity of injury was scaled in line with the Abbreviated Injury Scale (AIS). The chest biomechanical response parameters and change characteristics were obtained by using Hyperworks and LS-DYNA computing. Simulation analysis was applied to compare the characteristics of injuries.

RESULTSWhen impact velocities at 25, 40 and 55 km/h, respectively, 1) the maximum values of thorax velocity criterion (VC) were for 0.29, 0.83 and 2.58 m/s; and at the same collision velocity, the thorax VC from the impact on pedestrian's front was successively greater than on his back and on his side; 2) the maximum values of peak stress on ribs were 154, 177 and 209 MPa; and at the same velocity, peak stress values on ribs from the impact on pedestrian's side were greater than on his front and his back.

CONCLUSIONThere is a positive correlation between the severity and risk of thorax injury and the collision velocity and angle of car-thorax crashes. At the same velocity, it is of greater damage risk when the soft tissue of thorax under a front impact; and there is also a greater risk of ribs fracture under a side impact of the thorax. This result is of vital significance for diagnosis and protection of thorax collision injuries.

Accidents, Traffic ; Adult ; Aged ; Biomechanical Phenomena ; Female ; Finite Element Analysis ; Humans ; Male ; Middle Aged ; Pedestrians ; Stress, Mechanical ; Thoracic Injuries ; etiology ; Trauma Severity Indices

INTRODUCTIONThis study evaluates the demographics of paediatric pedestrian injuries with the aim of identifying the group of children who is most vulnerable and the risk factors for major trauma (MT).

METHODSData was extracted from the integrated trauma system of a regional paediatric referral hospital. All paediatric cases involving road traffic accidents from January 2011 to December 2013 were studied. Demographics, injury mechanism, treatment and outcome were evaluated. Patients were categorised as MT or non-MT (NMT) based on their Injury Severity Score, admission to the intensive care unit, type of surgery (e.g. life/limb-saving) and death. Data analysis was done using nonparametric tests and Fisher's exact test.

RESULTSA total of 261 children were admitted for pedestrian injuries during the study period. The median age was ten years (range 14 months-16 years) and the median weight was 42.4 (range 8.6-93.7) kg. Half (i.e. 50.2%) of the children were primary-schoolers. The majority of the accidents occurred on roads (i.e. 83.1%), between 12 pm and 6 pm (i.e. 52.8%). Among the 261 children, 177 (67.8%) were unaccompanied by an adult at the time of the accident; 17 (6.5%) children sustained MT, while 244 (93.5%) suffered NMT. MT patients were more likely to have lost consciousness (p < 0.001) and been flung (p = 0.001).

CONCLUSIONMost paediatric pedestrian injuries involved primary-schoolers walking home from school unaccompanied by adults. This information should inform future road safety campaigns. Being flung and loss of consciousness predicted MT in children who sustained pedestrian injuries.

Accidents, Traffic ; statistics & numerical data ; Adolescent ; Age Factors ; Child ; Child, Preschool ; Female ; Humans ; Incidence ; Infant ; Injury Severity Score ; Male ; Pedestrians ; Risk Factors ; Singapore ; epidemiology ; Wounds and Injuries ; diagnosis ; epidemiology