Finite Element Aortic Injury Reconstruction of Near Side Lateral Impacts Using Real World Crash Data

Traumatic rupture of the aorta (TRA) remains the second most common cause of death associated with motor vehicle crashes after brain injury. On an average, nearly 8,000 people die annually in the United States due to blunt injury to the aorta. It is observed that more than 80% of occupants who suffer an aortic injury die at the scene due to exsanguination into the chest cavity. TRA and blunt aortic injury (BAI) are leading causes of death in high-speed blunt impact trauma. More specific injuries that fall under these classifications include myocardial contusion (MC), traumatic aortic disruption (TAD), sternal fracture (SF), flail chest (FC) and tracheobronchial disruption (TBD) (Swan et al. 2001). Smith and Chang (1986) reported on 387 cases of blunt traumatic death in vehicular crashes and found that aortic injury was second only to head injury as the leading cause of death. Burkhart et al. (2001) reviewed 242 autopsy cases with fatal BAI and concluded that in most cases aortic injury was accompanied by head injury, rib fractures and/or hepatic trauma.

Download Full-text

Trauma to the Thoracic Aorta

10.2310/7ccsp.3014 ◽

2018 ◽

Author(s):

Thurston M. Bauer ◽

Mark A. Farber

Keyword(s):

20Th Century ◽

Endovascular Repair ◽

Motor Vehicle ◽

Penetrating Trauma ◽

The United States ◽

High Energy ◽

Aortic Injury ◽

Blunt Thoracic Aortic Injury ◽

Thoracic Aortic Injury ◽

Aortic Transection

Blunt thoracic aortic injury (BTAI) is predominantly a phenomenon of the 20th century secondary to high-energy deceleration injuries. Prior to the widespread adoption of automobiles, midway through the 20th century, 85% of injuries to the aorta were attributed to penetrating trauma, with 57% caused by gunshots and 25% by stab wounds.1–4 However, BTAI has become more prevalent, with an estimated incidence of 7,500 to 8,000 cases per year in the United States. BTAI is the second most common cause of trauma-related death after head injury and accounts for 15% of all motor vehicle collision (MVC)-related deaths.5 The incidence of thoracic aortic injury among MVC victims is 1.5%.6 Prehospital mortality is 85% secondary to complete aortic transection.7 Approximately 8% of patients survive more than 4 hours, and most of those who survive to reach the hospital have small or partial-thickness tears with pseudoaneurysm formation. Up to 50% of patients who reach the hospital die prior to definitive surgery.8,9 Therefore, expeditious collaborative evaluation by trauma and aortic surgeons at a level I trauma center is necessary to provide appropriate care to these patients who may have multiple life-threatening injuries. This review contains 13 figures, 8 tables, 1 video and 56 references. Keywords: Blunt Aortic Traumatic Injury, Thoracic Transection, Aortic Transection, Aortic Injury, Blunt Traumatic Aortic Injury, Blunt Thoracic Aortic Injury, Aortic Tear, Aortic pseudoaneurysm, TEVAR for BTAI, Endovascular repair (TEVAR) of BTAI, Endovascular repair (TEVAR) for transection

Download Full-text

Analysis of a Real-World Crash Using Finite Element Modeling to Examine Traumatic Rupture of the Aorta

10.4271/2005-01-1293 ◽

2005 ◽

Cited By ~ 7

Author(s):

Chirag S. Shah ◽

Muralikrishna Maddali ◽

Sandip A. Mungikar ◽

Philippe Beillas ◽

Warren N. Hardy ◽

...

Keyword(s):

Finite Element ◽

Finite Element Modeling ◽

Real World ◽

Traumatic Rupture ◽

Element Modeling

Download Full-text

Trauma to the Thoracic Aorta

10.2310/vasc.3014 ◽

2018 ◽

Author(s):

Thurston M. Bauer ◽

Mark A. Farber

Keyword(s):

20Th Century ◽

Endovascular Repair ◽

Motor Vehicle ◽

Penetrating Trauma ◽

The United States ◽

High Energy ◽

Aortic Injury ◽

Blunt Thoracic Aortic Injury ◽

Thoracic Aortic Injury ◽

Aortic Transection

Blunt thoracic aortic injury (BTAI) is predominantly a phenomenon of the 20th century secondary to high-energy deceleration injuries. Prior to the widespread adoption of automobiles, midway through the 20th century, 85% of injuries to the aorta were attributed to penetrating trauma, with 57% caused by gunshots and 25% by stab wounds.1–4 However, BTAI has become more prevalent, with an estimated incidence of 7,500 to 8,000 cases per year in the United States. BTAI is the second most common cause of trauma-related death after head injury and accounts for 15% of all motor vehicle collision (MVC)-related deaths.5 The incidence of thoracic aortic injury among MVC victims is 1.5%.6 Prehospital mortality is 85% secondary to complete aortic transection.7 Approximately 8% of patients survive more than 4 hours, and most of those who survive to reach the hospital have small or partial-thickness tears with pseudoaneurysm formation. Up to 50% of patients who reach the hospital die prior to definitive surgery.8,9 Therefore, expeditious collaborative evaluation by trauma and aortic surgeons at a level I trauma center is necessary to provide appropriate care to these patients who may have multiple life-threatening injuries. This review contains 13 figures, 8 tables, 1 video and 56 references. Keywords: Blunt Aortic Traumatic Injury, Thoracic Transection, Aortic Transection, Aortic Injury, Blunt Traumatic Aortic Injury, Blunt Thoracic Aortic Injury, Aortic Tear, Aortic pseudoaneurysm, TEVAR for BTAI, Endovascular repair (TEVAR) of BTAI, Endovascular repair (TEVAR) for transection

Download Full-text

Vehicular Causation Factors and Conceptual Design Modifications to Reduce Aortic Strain in Numerically Reconstructed Real World Nearside Lateral Automotive Crashes

Computational and Mathematical Methods in Medicine ◽

10.1155/2015/269386 ◽

2015 ◽

Vol 2015 ◽

pp. 1-9

Author(s):

Aditya Belwadi ◽

King H. Yang

Keyword(s):

Real World ◽

Motor Vehicle ◽

Principal Direction ◽

Effective Means ◽

Computer Experiments ◽

Modern Society ◽

Aortic Injury ◽

Motor Vehicle Crash ◽

Primary Role ◽

Human Body Model

Aortic injury (AI) leading to disruption of the aorta is an uncommon but highly lethal consequence of trauma in modern society. Most recent estimates range from 7,500 to 8,000 cases per year from a variety of causes. It is observed that more than 80% of occupants who suffer an aortic injury die at the scene due to exsanguination into the chest cavity. It is evident that effective means of substantially improving the outcome of motor vehicle crash-induced AIs is by preventing the injury in the first place. In the current study, 16 design of computer experiments (DOCE) were carried out with varying levels of principal direction of force (PDOF), impact velocity, impact height, and impact position of the bullet vehicle combined with occupant seating positions in the case vehicle to determine the effects of these factors on aortic injury. Further, a combination of real world crash data reported in the Crash Injury Research and Engineering Network (CIREN) database, Finite Element (FE) vehicle models, and the Wayne State Human Body Model-II (WSHBM-II) indicates thatoccupant seating position, impact height, and PDOF, in that order play, a primary role in aortic injury.

Download Full-text

Differences in Near-Crash Risk by Types of Distraction: A Comparison of Trends between Freeways and Two-Lane Highways using Naturalistic Driving Data

Transportation Research Record Journal of the Transportation Research Board ◽

10.1177/03611981211043817 ◽

2021 ◽

pp. 036119812110438

Author(s):

Anshu Bamney ◽

Nusayba Megat-Johari ◽

Trevor Kirsch ◽

Peter Savolainen

Keyword(s):

Motor Vehicle ◽

The United States ◽

Distracted Driving ◽

Personal Hygiene ◽

Crash Risk ◽

Secondary Tasks ◽

Logistic Regression Models ◽

Crash Data ◽

Traffic Characteristics ◽

Naturalistic Driving

Distracted driving is among the leading causes of motor vehicle crashes in the United States, though the magnitude of this problem is difficult to quantify given limitations of police-reported crash data. This study leveraged data from the second Strategic Highway Research Program Naturalistic Driving Study to gain important insights into the risks posed by driver distraction on both freeways and two-lane highways. More than 50 types of secondary tasks were aggregated into ten distraction type categories and mixed-effects logistic regression models were estimated to discern how the risks of near-crash events varied by distraction type while controlling for the effects of driver, roadway, and traffic characteristics. In general, the types of distractions that created the most pronounced risks were those that introduced a combination of cognitive, visual, and manual distractions. For example, drivers who used cell phones were subject to higher risks and these risks tended to be most pronounced when both visual and manual distractions were involved. Likewise, risks tended to be highest when drivers reached for other objects inside the vehicle, engaged in personal hygiene-related activities, or focused on activities occurring outside of the driving environment. Although the same factors tended to increase near-crash risk on both types of facilities, the impacts of several factors tended to be more pronounced on two-lane highways where interaction with other vehicles occurred more frequently. From a policy standpoint, the results of this study provide further motivation for more aggressive legislation and enforcement of distracted driving.

Download Full-text

Review of Tribal Transportation Safety

Transportation Research Record Journal of the Transportation Research Board ◽

10.3141/2531-18 ◽

2015 ◽

Vol 2531 (1) ◽

pp. 153-160 ◽

Cited By ~ 1

Author(s):

Vichika Iragavarapu ◽

Paul Carlson ◽

Greg Schertz

Keyword(s):

American Indians ◽

Motor Vehicle ◽

Seat Belt ◽

The United States ◽

State Funding ◽

Transportation Safety ◽

Tribal Community ◽

Crash Data ◽

The Status ◽

Safety Programs

For more than a decade, the proportion of American Indians and Alaskan Natives killed in motor vehicle–related crashes (per population of 100,000) has been much higher than that of other ethnic groups in the United States. Between 1975 and 2002, the number of fatal motor vehicle crashes increased by 52.5% on Indian reservations, while the number declined by 2.2% nationally. Seat belt underuse, child seat restraint underuse, and operation of a motor vehicle under the influence of alcohol have been identified as key concerns for tribal transportation safety during various tribal safety summits and in the published literature. Without detailed data, identifying specific risk factors and developing effective solutions (as well as securing federal and state funding for safety programs) is difficult. This report summarizes the information available on crashes in tribal communities to generate a fact-based understanding of the status of transportation safety within these communities. Gaps in crash data and a study procedure to overcome these gaps are discussed to understand and work better to improve transportation safety on tribal lands. Results showed that readily available information could provide only a broad overview of the status of tribal transportation safety. For the major transportation safety concerns within a tribal community to be identified and addressed, data need to be obtained at the community level. For crash patterns and best practices to be identified, information should be aggregated from tribes that have successfully established a data collection procedure and have implemented safety programs.

Download Full-text

Traumatic Rupture of Thoracic Aorta in Real-World Motor Vehicle Crashes

Traffic Injury Prevention ◽

10.1080/15389580701775777 ◽

2008 ◽

Vol 9 (2) ◽

pp. 153-161 ◽

Cited By ~ 41

Author(s):

Samuel Bertrand ◽

Sophie Cuny ◽

Philippe Petit ◽

Xavier Trosseille ◽

Yves Page ◽

...

Keyword(s):

Thoracic Aorta ◽

Real World ◽

Motor Vehicle ◽

Motor Vehicle Crashes ◽

Traumatic Rupture ◽

Vehicle Crashes

Download Full-text

Experimental Application of Global Positioning system To Locate Motor Vehicle Crashes: Impact on Time and Accuracy

Transportation Research Record Journal of the Transportation Research Board ◽

10.3141/1625-06 ◽

1998 ◽

Vol 1625 (1) ◽

pp. 41-49 ◽

Cited By ~ 4

Author(s):

John S. Miller ◽

Duane Karr

Keyword(s):

Global Positioning System ◽

Human Error ◽

Motor Vehicle ◽

Motor Vehicle Crash ◽

Positioning System ◽

Gps Receivers ◽

Crash Data ◽

Vehicle Crash ◽

Global Positioning ◽

Conventional Methods

Motor vehicle crash countermeasures often are selected after an extensive data analysis of the crash history of a roadway segment. The value of this analysis depends on the accuracy or precision with which the crash itself is located. yet this crash location only is as accurate as the estimate of the police officer. Global Positioning System (GPS) technology may have the potential to increase data accuracy and decrease the time spent to record crash locations. Over 10 months, 32 motor vehicle crash locations were determined by using both conventional methods and hand-held GPS receivers, and the timeliness and precision of the methods were compared. Local crash data analysts were asked how the improved precision affected their consideration of potential crash countermeasures with regard to five crashes selected from the sample. On average, measuring a crash location by using GPS receivers added up to 10 extra minutes, depending on the definition of the crash location, the technology employed, and how that technology was applied. The average difference between conventional methods of measuring the crash location and either GPS or a wheel ranged from 5 m (16 ft) to 39 m (130 ft), depending on how one defined the crash location. Although there are instances in which improved precision will affect the evaluation of crash countermeasures, survey respondents and the literature suggest that problems with conventional crash location methods often arise from human error, not a lack of precision inherent in the technology employed.

Download Full-text

Live-Load Girder Distribution Factors for Bridges Subjected to Wide Trucks

Transportation Research Record Journal of the Transportation Research Board ◽

10.3141/1696-56 ◽

2000 ◽

Vol 1696 (1) ◽

pp. 144-149 ◽

Cited By ~ 1

Author(s):

Sami W. Tabsh ◽

Muna Tabatabai

Keyword(s):

Finite Element ◽

The United States ◽

Live Load ◽

Wheel Load ◽

Element Analysis ◽

Load Effect ◽

Design Specifications ◽

Girder Bridges ◽

Girder Distribution Factors ◽

Modification Factor

An important problem facing engineers and officials in the United States is the constraint imposed on transportation due to limitations of bridges. These limitations typically constrain vehicles to minimum heights and widths, to minimum and maximum lengths, and to a maximum allowable weight. However, with current demands of society and industry, there are times when a truck must carry a load that exceeds the size and weight of the legal limit. In this situation, the trucking company requests from the state departments of transportation an overload permit. For a truck with a wheel gauge larger than 1.8 m (6 ft), the process of issuing a permit for an overload truck requires a tremendous amount of engineering efforts. This is because the wheel load girder distribution factors (GDFs) in the design specifications cannot be used to estimate the live-load effect in the girders. In some cases, an expensive and time-consuming finite element analysis may be needed to check the safety of the structure. In this study, the finite element method is used to develop a modification factor for the GDF in AASHTO’s LRFD Bridge Design Specifications to account for oversized trucks with a wheel gauge larger than 1.8 m. To develop this factor, nine bridges were considered with various numbers of girders, span lengths, girder spacings, and deck slab thicknesses. The results indicated that use of the proposed modification factor with the GDF in the design specifications can help increase the allowable load on slab-on-girder bridges.

Download Full-text