PubMed Health⌕ Search

SEARCH · PubMed Health

Results for “VEHICLES”

Explore indexed PubMed citations for clinical trials, systematic reviews and public health research. Read source abstracts and follow each citation to its original PubMed record.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 19 recordsLinked to original sources

Characteristics of vehicle-animal crashes in which vehicle occupants are killed.

During the past 10 years almost 1,500 people have been killed in motor vehicle collisions with animals. Police reports on 147 fatal vehicle-animal crashes during 2000-2002 were obtained from nine states. The goal was to determine common crash types, types of animals involved, and steps that could be taken to reduce the crashes and injuries. Seventy-seven percent of the struck animals were deer, but six other types of animals were involved including small ones such as dogs. Eighty percent of the crashes were single-vehicle events. In most of these cases a motorcycle struck an animal and the rider came off the vehicle, or a passenger vehicle struck an animal and then ran off the road; in a few cases the animal went through the windshield. Multiple-vehicle crashes included vehicles striking deer that went through the windshields of oncoming vehicles, vehicles striking animals and then colliding with other vehicles, and vehicles striking animals that subsequently were struck by other vehicles. Crashes occurred primarily in rural areas, on roads with 55 mph or higher speed limits, during evening or nighttime hours, and in darkness. Greater application of deer-vehicle collision countermeasures known to be effective is needed, but it is noteworthy that a majority of fatalities occurred from subsequent collisions with other vehicles or objects, not from animal contacts. Sixty-five percent of motorcyclists killed were not wearing helmets, and 60% of vehicle occupants killed were unbelted; many of these fatalities would not have occurred with proper protection.

Accidents, Traffic↗

Topical corticosteroid in foam vehicle offers comparable coverage compared with traditional vehicles.

BACKGROUND: A new preparation of betamethasone valerate in a novel foam vehicle is available for treatment of scalp dermatoses. The vehicle spreads between hair until it reaches the scalp, where it melts and delivers the active drug. Solids make up only a tiny fraction of the foam vehicle, leaving no apparent residue on the skin or hair. The uniqueness of this vehicle raises the question of how to compare it with other topical corticosteroid preparations. OBJECTIVE: The purpose of this study was to determine the equivalency of a given quantity of the foam product to quantities of drugs in conventional vehicles. METHODS: The number of fingertip units (FTUs) per gram and the area of coverage of an FTU of betamethasone valerate foam vehicle were determined and compared with those of cream, lotion, gel, and solution psoriasis treatments. RESULTS: The weight of an FTU of foam vehicle was 52.5 +/- 5.7 microg. There were 9 to 12 times as many FTUs in 100 g of vehicle foam as in 100 g of cream or gel and 2.3 to 2.8 times as many as in 100 g of lotion or solution. The area covered by an FTU of foam vehicle was less than the area covered by an FTU of cream or gel. CONCLUSION: The characteristics of foam vehicle are different from those of other vehicles. The greater number of FTUs in 100 g of foam vehicle made up for the lower coverage per FTU, such that total coverage area for 100 g of foam vehicle was comparable to the coverage area for 100 g of the drugs in traditional vehicles.

Administration, Topical↗

[Comparative study on the mutagenicity of the gasoline-fueled vehicle exhaust and methanol-fueled vehicle exhaust].

OBJECTIVE: In order to compare the mutagenicity of the gasoline-fueled vehicle exhaust (gasoline exhaust for short) and the methanol-fueled vehicle exhaust (methanol exhaust for short), provide a scientific basis for replacement gasoline by methanol as fuel in vehicle. METHODS: The Ames assay and A549 cell micronucleus test in vitro were applied to compare the mutagenicity of gasoline-fueled vehicle exhaust and methanol-fueled vehicle exhaust. RESULTS: The results showed that the gasoline-fueled vehicle exhaust expressed evident mutagenicity in Ames assay (TA98 strain) with or without rat liver-derived metabolic activation system (S9). The mutagenicity increased obviously when S9 was used and showed a good dose-response relationship. However, the methanol-fueled vehicle exhaust did not show any mutagenic potential in Ames assay (TA98, TA100 strains) with or without rat liver-derived metabolic activation system (S9). In A549 cells micronucleus test in vitro, between 0.025 - 0.2JL/ml, the rate of A549 cells micronucleus could be induced by the gasoline-fueled vehicle exhaust. For the methanol-fueled vehicle exhaust, there was no significant differences in the rate of A549 cells micronucleus between the tested groups and control. CONCLUSION: The results strongly suggested that the gasoline-fueled vehicle exhaust had potential mutagenicity and the methanol-fueled vehicle exhaust did not show any potential mutagenicity. The results also provided a scientific basis for replacement gasoline by methanol as fuel in vehicle.

Animals↗

[Estrogenic effects of gasoline-fueled vehicle exhausts and methanol-fueled vehicle exhausts].

OBJECTIVE: To investigate the estrogenic effects of gasoline-fueled vehicle exhausts and methanol-fueled vehicle exhausts and provide a scientific basis for replacement of gasoline by methanol as fuel in vehicle. METHODS: The estrogen-like activities of gasoline-fueled vehicle exhausts and methanol-fueled vehicle exhausts were detected using the recombinant yeast estrogen system. RESULTS: The A600 value of gasoline-fueled vehicle exhausts was 0. 081 when the concentration of gasoline-fueled vehicle exhausts was 1000 mL/mL, and there were significantly statistical differences as compared with those of the dimethyl sulfoxide (DMSO) control group (P < 0.05), which indicated that such concentration had poisonous effects on yeast cell; when the concentration of gasoline-fueled vehicle exhausts was 31.25 mL/mL, the estrogen-like activities of gasoline-fueled vehicle exhausts could be detected, and there were significantly statistical differences as compared with those of the DMSO control group (P<0.05). Besides, the estrogen-like activities could not be detected in other groups with various concentrations. The estrogen-like activities of methanol-fueled vehicle exhausts could not be detected, and there were no significantly statistical differences in A600 value (P > 0.05) when each group was compared with the DMSO control group. CONCLUSION: Gasoline-fueled vehicle exhausts have weak estrogenic effects, whereas methanol-fueled vehicle exhausts have no such effects.

Air Pollution↗

Effects of vehicle bumper height and impact velocity on type of lower extremity injury in vehicle-pedestrian accidents.

In nonfatal passenger vehicle-pedestrian accidents, the lower extremities are the most commonly injured body parts. The European Enhanced Vehicle-safety Committee Working Group 17 (EEVC/WG17) pedestrian subsystem test method using a legform impactor has been developed mainly for evaluation of aggressiveness of the front bumper of passenger vehicles. However, in recent years the number of sports utility vehicles (SUV) with a high bumper has been rapidly increasing. Since the bumper height is different between a passenger vehicle and an SUV, the type of lower extremity injury may be different. The type of lower extremity injury caused by this different bumper height should be clarified, because the test method and vehicle safety countermeasure must take into account a certain type of injury. Furthermore, the effect of vehicle impact velocity on the type of lower extremity injury in vehicle-pedestrian accidents has not been investigated so far. Therefore, the objective of this study is to clarify the effect of vehicle bumper height and vehicle impact velocity on the type of lower extremity injury in vehicle-pedestrian accidents. The Pedestrian Crash Data Study (PCDS), an in-depth accident database in the USA, was used for the current analyses. The results indicate that the type of injury, i.e., to the tibia and knee ligament, could become an injury to the femur with an increase in bumper height. Furthermore, the main injury at an impact velocity of around 20-30km/h is to the knee ligament. On the other hand, the main injury at an impact velocity of around 40km/h is a fracture of the lower extremities.

Accidents, Traffic↗

Children's use of motor vehicle restraints: maternal psychological distress, maternal motor vehicle restraint practices, and sociodemographics.

OBJECTIVE: To determine the relative contribution of maternal psychological distress, maternal restraint use, and sociodemographic characteristics to the likelihood that a child would not be restrained in a motor vehicle. METHODS: We examined data on 6251 children aged 0-17 years from the 1998 National Health Interview Survey. The level of children's motor vehicle restraint use (low vs high) was examined by maternal psychological distress and motor vehicle restraint use. Multivariate regression analyses were used to model the odds of children's low use of motor vehicle restraints, controlling for potential confounders. RESULTS: According to maternal reports, more than 10% of children and nearly 13% of mothers reported low use of motor vehicle restraints. Multivariate analyses revealed that maternal use of restraints and psychological distress were both independently related to children's use of restraints, with maternal low use as the stronger correlate. Older children were more likely than younger children to be low users of motor vehicle restraints if the mother reported that she was a low user of restraints. Families with male children, black and Hispanic mothers, and 4 or more members reported lower use of restraints for their children. CONCLUSIONS: Children's low use of motor vehicle restraints was associated with low levels of maternal motor vehicle restraint use and maternal psychological distress. Moreover, maternal motor vehicle restraint practices become increasingly important as children age. Health care providers should consider maternal motor vehicle restraint use, maternal psychological distress, and child age in addition to sociodemographics when assessing children's motor vehicle safety.

Adolescent↗

Effect of skin pretreatment with vehicle alone or drug in vehicle on flux of a subsequently applied drug: results of hairless mouse skin and diffusion cell studies.

Clinical and in vitro evidence suggest that pretreatment of skin with a drug or vehicle can influence topical drug delivery. In this study, hairless mouse skin in diffusion cells was treated for 48 h with topical applications of vehicle alone (oleic acid (OA), isopropyl myristate, octanol (OCT), dimethylformamide, propylene glycol (PG), ethylene glycol (EG), formamide), or mixtures of OA and PG, or with 5-fluorouracil (5-FU) suspensions in each of these vehicles. Twenty-four hours after removing the initially applied agent, a standard suspension of theophylline in PG was applied to the skin surface and the flux of theophylline was determined over the next 48 h. Skin pretreatment with vehicle alone increased theophylline flux 1.6-(EG) to 122-fold (OCT) over control experiments in which the skins were not pretreated. Pretreatment with nonpolar vehicles with lower solubility parameters (OA, OCT, or mixed vehicles containing one of these) had the greatest effect on subsequent theophylline flux. Pretreatment with 5-FU in various vehicles caused a subsequent increased theophylline flux similar to the effect of vehicle alone, except for pretreatment with 5-FU in vehicles which did not have much effect themselves. In those instances, theophylline fluxes up to 16-fold over the effect of those vehicles alone were observed.

Animals↗

Patients with psoriasis prefer solution and foam vehicles: a quantitative assessment of vehicle preference.

Psoriasis patients' acceptance of the vehicles used in topical therapy contributes to adherence to treatment plans and outcomes, but patient preferences for different vehicles have not been assessed. The purpose of this study was to develop a quantitative measure of patient preferences for different vehicles and to assess these preferences. Focus group sessions were conducted of patients with psoriasis to determine patient perceptions of the advantages and disadvantages of different topical psoriasis therapies. This information was used to derive a vehicle preference measure to assess different topical therapies. Twenty patients with psoriasis sampled different topical psoriasis medications, assessed the effects of the vehicles on quality of life (QOL), and completed the preference measure for each vehicle. The focus group sessions resulted in the development of a 7-item preference measure. The validity of the vehicle preference measure was demonstrated by good correlation with patient expectations of effects on QOL and by test-retest reliability. The foam and solution vehicles were preferred over the cream, gel, and ointment vehicles (P < .01). There was no significant difference between preferences for daytime and nighttime application of vehicles. Although validated measures of adherence to topical therapy are not yet available, the results of this study suggest that the characteristics of solution and foam may favor improved adherence to topical therapy.

Administration, Topical↗

[Comparative study on the genotoxicity of gasoline-fueled vehicle exhaust and methanol-fueled vehicle exhaust].

OBJECTIVE: Comparing the genotoxicity of gasoline-fueled vehicle exhaust (gasoline exhaust for short) with that of methanol-fueled vehicle exhaust (methanol exhaust for short) so as to provide a scientific basis for replacement of gasoline by methanol as fuel in vehicle. METHODS: The MTT method was used first to evaluate the cytotoxicity of the two kinds of vehicle exhausts, and the concentration that had no obvious cytotoxicity would be used as the highest dose in the experiments. The A549 cells micronucleus test and single cell gel electrophoresis (SCGE) assay (comet assay) in vitro were applied to compare the genotoxicity of gasoline exhaust and methanol exhaust. RESULTS: The MTT results showed that the gasoline-fueled vehicle exhaust exerted stronger cytotoxicity to A549 cells in both 2 h and 24 h exposure times, compared with the methanol exhaust. In A549 cells micronucleus test in vitro, at doses 0.025, 0.05, 0.1 and 0.2 L/ml, the micronucleated cell (MNC) rates were 2.65%, 4.35%, 4.95% and 5.85% respectively, which were higher than those (1.30% and 1.35%) of controls (P<0.01). For the methanol-fueled vehicle exhaust, there was no significant difference in the rate of A549 cells micronucleus between the test groups and control group. In the comet assay, gasoline-fueled vehicle exhaust could induce A549 cells DNA damage. The rate of caudate cell and the length of DNA migration increased with the escalation of dosing level. However, the methanol-fueled vehicle exhaust did not show any DNA damage to A549 cells. CONCLUSION: The results demanstrate that gasoline-fueled vehicle exhaust can induce DNA and chromosome damage, it has a distinct genotoxicity, whereas the methanol-fueled vehicle exhaust does not show any potential genotoxicity in both tests.

DNA Damage↗

Vehicle weight and fatality risk for sport utility vehicle-versus-passenger car crashes.

BACKGROUND: This study examines whether mortality is greater in sport utility vehicles (SUVs) or passenger cars when these vehicles collide in a head-on crash. METHODS: This study analyzed the effect of vehicle weight in head-on crashes between passenger cars and SUVs between 1994 and 1999. Variables such as location of impact, safety belt use, vehicle weight, vehicle type, number of occupants, and number of fatalities were extracted from the Fatality Analysis Reporting System. RESULTS: Belted occupants of passenger cars involved in a fatal head-on collision with an SUV had a higher fatality rate (total deaths per vehicle type/total occupants per vehicle type) than belted occupants of the SUV (56.3% of passenger car occupants vs. 17.6% of SUV occupants). The difference in fatality rates is reduced when the weight of the passenger car is equivalent to the weight of the SUV but is still significant (45.6% of passenger car occupants vs. 26.5% of SUV occupants). In the 57 crashes where the passenger cars outweighed the SUVs by an average of 234 lb, the occupants of the cars still had a higher fatality rate than occupants of the SUVs (40.1% of passenger car occupants vs. 24.4% of SUV occupants). CONCLUSION: Occupants of passenger cars have a higher risk of fatality than occupants of SUVs in car-versus-SUV head-on crashes. Vehicle differential weight plays an important role in determining the safety of occupants involved in these crashes, but safety cannot be evaluated on the basis of vehicle weight alone. Other factors such as mismatches in vehicle design and structural load path must also be considered.

Accidents, Traffic↗

Application of molecular encapsulation for toxicology studies: comparative toxicity of p-Chloro-alpha, alpha, alpha-trifluorotoluene in alpha-cyclodextrin vehicle versus corn oil vehicle in male and female Fischer 344 rats and B6C3F1 mice.

The application of alpha-cyclodextrin (alpha-CD) as an alternative vehicle for water insoluble and volatile chemicals was investigated in toxicity studies of p-chloro-alpha, alpha, alpha-trifluorotoluene (CTFT). Groups of F344 rats and B6C3F1 mice of each sex were administered CTFT (97% pure) by gavage in either corn oil or alpha-CD aqueous formulations daily for 14 consecutive days. The dose levels used were 10 (mice only), 50, 400, and 1000 mg/kg for corn oil vehicle and 10, 50, and 400 mg/kg (maximum achievable dose at gavage volume of 5 ml/kg) for alpha-CD vehicle. With both vehicles CTFT and alpha 2u-globulin were found to accumulate in the male rat kidney after 14 days of exposure and a dose-related toxic nephropathy was observed at dose of 50 mg/kg or higher. The hepatocellular hypertrophy and cytoplasmic vacuolation of the adrenal cortex which appeared in dosed male and female rats were also found to be independent of vehicle. Clinical pathology findings suggested a mild anemia and cholestasis in rats. With both vehicles no tissue bioaccumulation of CTFT was found in male or female mice. Vehicle-independent hepatocellular hypertrophy and cholestasis were also observed in mice at doses of 400 and 1000 mg/kg. In conclusion, the alpha-CD vehicle does not affect the toxic responses of CTFT in both sexes of both species. The results of the studies suggest that alpha-CD may be an appropriate alternative vehicle for toxicity studies.

Alpha-Globulins↗

Pedestrian crashes: higher injury severity and mortality rate for light truck vehicles compared with passenger vehicles.

INTRODUCTION: During the last two decades changes in vehicle design and increase in the number of the light truck vehicles (LTVs) and vans have led to changes in pedestrian injury profile. Due to the dynamic nature of the pedestrian crashes biomechanical aspects of collisions can be better evaluated in field studies. DESIGN AND SETTING: s: The Pedestrian Crash Data Study, conducted from 1994 to 1998, provided a solid database upon which details and mechanism of pedestrian crashes can be investigated. RESULTS: From 552 recorded cases in this database, 542 patients had complete injury related information, making a meaningful study of pedestrian crash characteristics possible. Pedestrians struck by LTVs had a higher risk (29%) of severe injuries (abbreviated injury scale >/=4) compared with passenger vehicles (18%) (p = 0.02). After adjustment for pedestrian age and impact speed, LTVs were associated with 3.0 times higher risk of severe injuries (95% confidence interval (CI) 1.26 to 7.29, p = 0.013). Mortality rate for pedestrians struck by LTVs (25%) was two times higher than that for passenger vehicles (12%) (p<0.001). Risk of death for LTV crashes after adjustment for pedestrian age and impact speed was 3.4 times higher than that for passenger vehicles (95% CI 1.45 to 7.81, p = 0.005). CONCLUSION: Vehicle type strongly influences risk of severe injury and death to pedestrian. This may be due in part to the front end design of the vehicle. Hence vehicle front end design, especially for LTVs, should be considered in future motor vehicle safety standards.

Abbreviated Injury Scale↗

Risk factors associated with pelvic fractures sustained in motor vehicle collisions involving newer vehicles.

BACKGROUND: Despite advances in automotive safety, pelvic fractures caused by motor vehicle collisions remain a significant cause of mortality, morbidity, and functional disability. This study was designed to evaluate epidemiologic and biomechanic risk factors associated with pelvic fractures resulting from motor vehicle collisions. We utilized the Crash Injury Research Engineering Network (CIREN) database to identify these risk factors in newer vehicles. METHODS: Data were prospectively collected at the ten CIREN centers from 1996 to 2005. Specific data were then abstracted on all patients, biomechanic crash characteristics, and injuries sustained. Patients involved in a frontal or near-side lateral impact with pelvic fractures were compared with those without. Univariate analysis was performed using a chi2 analysis. Logistic regression was used to identify significant risk factors in a multivariate analysis to control for confounding associations. RESULTS: Of the 1,851 patients studied, 511 (27.6%) had a pelvic fracture. The overall mortality was 17%. Injury specific factors associated with pelvic fracture were higher Injury Severity Score (ISS) and fatality of the patient. Biomechanic factors associated with the risk of pelvic fracture included; no airbag deployment (p < 0.001), smaller vehicle (p = 0.05), and lateral deformation location (p < 0.001). When stratified by vehicle deformation location, logistic regression models revealed statically significant variables in a frontal impact which included; higher body mass index, higher ISS, large patient vehicle, no seatbelt use, and higher deltaV. For near-side lateral impacts, multivariate analysis revealed statistically significant variables of lower body mass index, higher ISS, female sex, small vehicle size, and higher deltaV. CONCLUSIONS: Even in newer vehicles with federally mandated safety features, pelvic fractures remain a common injury. Pelvic fractures may serve as a marker of crash severity and specific crash characteristics are associated with pelvic fractures. Lateral crashes are significantly more likely to result in a pelvic fracture and, therefore, prevention of pelvic fractures should focus on improving occupant safety in near-side lateral impacts. Recognition of other associations should lead researchers to further investigate causative factors that will ultimately result in improved vehicle design.

Accidents, Traffic↗

Heat stress from enclosed vehicles: moderate ambient temperatures cause significant temperature rise in enclosed vehicles.

OBJECTIVE: Each year, children die from heat stroke after being left unattended in motor vehicles. In 2003, the total was 42, up from a national average of 29 for the past 5 years. Previous studies found that on days when ambient temperatures exceeded 86 degrees F, the internal temperatures of the vehicle quickly reached 134 to 154 degrees F. We were interested to know whether similarly high temperatures occurred on clear sunny days with more moderate temperatures. The objective of this study was to evaluate the degree of temperature rise and rate of rise in similar and lower ambient temperatures. In addition, we evaluated the effect of having windows "cracked" open. METHODS: In this observational study, temperature rise was measured continuously over a 60-minute period in a dark sedan on 16 different clear sunny days with ambient temperatures ranging from 72 to 96 degrees F. On 2 of these days, additional measurements were made with the windows opened 1.5 inches. Analysis of variance was used to compare how quickly the internal vehicle temperature rose and to compare temperature rise when windows were cracked open 1.5 inches. RESULTS: Regardless of the outside ambient temperature, the rate of temperature rise inside the vehicle was not significantly different. The average mean increase was 3.2 degrees F per 5-minute interval, with 80% of the temperature rise occurring during the first 30 minutes. The final temperature of the vehicle depended on the starting ambient temperature, but even at the coolest ambient temperature, internal temperatures reached 117 degrees F. On average, there was an approximately 40 degrees F increase in internal temperature for ambient temperatures spanning 72 to 96 degrees F. Cracking windows open did not decrease the rate of temperature rise in the vehicle (closed: 3.4 degrees F per 5 minutes; opened: 3.1 degrees F per 5 minutes or the final maximum internal temperature. CONCLUSIONS: Even at relatively cool ambient temperatures, the temperature rise in vehicles is significant on clear, sunny days and puts infants at risk for hyperthermia. Vehicles heat up rapidly, with the majority of the temperature rise occurring within the first 15 to 30 minutes. Leaving the windows opened slightly does not significantly slow the heating process or decrease the maximum temperature attained. Increased public awareness and parental education of heat rise in motor vehicles may reduce the incidence of hyperthermia death and improve child passenger safety.

Automobiles↗

Investigation of NH3 emissions from new technology vehicles as a function of vehicle operating conditions.

The objective of this study was to measure ammonia (NH3) emissions from modern technology vehicles since information is scarce aboutthis importantsource of particulate matter (PM) precursors. Test variables included the emission level to which the vehicle was certified, the vehicle operating conditions, and catalyst age. Eight vehicles with low-emission vehicle (LEV) to super-ultralow-emission vehicle (SULEV) certification levels were tested over the Federal Test Procedure (FTP75), a US06 cycle, a hot running 505, a New York City Cycle (NYCC), and a specially designed Modal Emissions Cycle (MEC01v7) using both as-received and bench-aged catalysts. NH3 emissions in the raw exhaust were measured by tunable diode laser (TDL) absorption spectroscopy. The results show that NH3 emissions depend on driving mode and are primarily generated during acceleration events. More specifically, high NH3 emissions were found for high vehicle specific power (VSP) events and rich operating conditions. For some vehicles, NH3 emissions formed immediately after catalyst light-off during a cold start.

Air Pollutants↗

Effect of various vehicles and vehicle volumes on oral absorption of triamterene in rats.

The oral bioavailability of triamterene in rats was investigated after its administration as a suspension in lipid and aqueous vehicles in addition to lactic acid solution. Triamterene is poorly soluble in both aqueous and lipid vehicles. A 1-ml oral dose volume showed that lipid vehicles may provide some enhancement of oral availability compared with aqueous suspensions. However, when the vehicle volume was reduced to a realistic dosage form volume for the rat, peanut oil and aqueous suspensions were indistinguishable from each other with respect to peak height, peak time, and overall bioavailability. For a given vehicle small vehicle volumes resulted in a better relative oral availability than did large vehicle volumes.

Animals↗

Two-vehicle side impact crashes: the relationship of vehicle and crash characteristics to injury severity.

Injury type and severity among front outboard occupants of passenger vehicles struck in the side by another passenger vehicle and recorded in the United States National Accident Sampling System Crashworthiness Data System were examined in relation to the location of impact, the angle of impact, occupant gender and age, seat belt use, the weight and body style of the side-impacted vehicle, and the weight and body style of the striking vehicle. Elderly occupants were three times as likely as younger occupants in similar crashes to be seriously injured. Serious injuries were also more likely for occupants seated on the struck side and occupants of lightweight passenger vehicles. After accounting for vehicle weight differences, struck-side occupants of cars were still much more likely to be seriously injured than struck-side occupants of light trucks. However, among occupants seated on the side of the vehicle opposite the impact, the likelihood of serious injury was higher for those seated in light trucks.

Accidents, Traffic↗

Comparative analysis of vehicle-bicyclist and vehicle-pedestrian accidents in Japan.

Bicyclist and pedestrian injuries in collisions with vehicles in Japan were investigated based on national and in-depth accident data analyses and mathematical simulations. In an impact with a bonnet-type vehicle, a bicyclist slides over the bonnet of the vehicle, behavior that is not observed for pedestrians. As a result, the bicyclist's head tends to strike a bonnet-type vehicle at a more rearward location in comparison with pedestrians. The first contact position of a bicycle with a vehicle, the vehicle front-end geometry and the bicycle velocity affect whether the bicyclist's head strikes the vehicle or not. Due to the bent-knee posture of a bicyclist's legs, the types of leg injuries sustained by bicyclists and their causes differ from those seen for pedestrians. Component test procedures have been proposed for evaluating pedestrian safety, but some modifications of the head impact area and angle are necessary when applying these methods to bicyclists.

Accidents, Traffic↗