scholarly journals Restraint use and injury in forward and rear-facing infants and toddlers involved in a fatal motor vehicle crash on a U. S. Roadway

2019 ◽  
Vol 6 (S1) ◽  
Author(s):  
Yu-Yun Huang ◽  
Chang Liu ◽  
Joyce C. Pressley
2007 ◽  
Vol 63 (5) ◽  
pp. 1000-1005 ◽  
Author(s):  
Gabriel E. Ryb ◽  
Patricia C. Dischinger ◽  
Joseph A. Kufera ◽  
Cynthia A. Burch

1996 ◽  
Vol 11 (S2) ◽  
pp. S31-S31
Author(s):  
Robert J. Grant ◽  
Mary Ann Gregor ◽  
Ronald F. Maio ◽  
Shaun S. Huang

Objective: To determine the accuracy of ambulance (AR), emergency department (EDR) and police (PR) records in describing motor vehicle crash (MVC) characteristics when compared to a standard - an in-depth motor vehicle crash investigation record (CIR).Methods: Fifty-six MVC patients transported to a suburban, university hospital emergency department via ambulance and included in a crash investigation were identified. The time period was January 1993 through December 1995. Data sources were the AR, EDR, PR and CIR. The CIR was abstracted to a standard form. The other data sources were abstracted to a standard form using a retrospective, blinded review. Variables included occupant position, restraint use, air bag deployment, type of impact, ejection, and external cause of injury code. Accuracy was measured by determining percent agreement and Kappa for each data source compared to the CIR.Results: Forty-six cases (82%) had one or more episodes of discordance. The mean percent agreement for the sources studied was AR 0.813, EDR 0.893 and PR 0.932. Mean values for Kappa were AR 0.712, EDR 0.831 and PR 0.885. Among variables, restraint use was determined with the least accuracy with means for percent agreement and Kappa of 0.792 and 0.674, respectively. For the AR, discordance was due to missing information almost 50% of the time.


Author(s):  
Brian Ho-Yin Lee ◽  
Joseph L. Schofer

The lap and shoulder belt combination can reduce the risk of fatal motor vehicle crash injuries to front-seat occupants by 45% and the risk of moderate-to-critical injuries by 50%. The significant life- and cost-saving potentials of these restraining devices, installed in virtually every vehicle in the United States, are well recognized, but the benefits come only from their actual use. Identified are two demographic characteristics of unrestrained persons involved in fatal crashes, age and sex, to provide a basis for targeting educational and promotional efforts to encourage restraint use among the most vulnerable groups. Analyses are based on 1996 to 2000 crash data from the Fatality Analysis Reporting System, compared with exposure data from the 1995 Nationwide Personal Transportation Survey. This study found that the risk of sustaining fatal injuries in a vehicle crash is reduced by 54% when occupant restraints are used. A much higher proportion of young males in the 16 to 19 and 20 to 24 age groups involved in fatal crashes do not use restraints, about 1.72 and 1.69 times greater, respectively, than those who do use restraints. While females in these age groups are also overrepre-sented, the extent of this excess is less than that of males. This underscores the need to find ways to educate young people, especially young males, about the benefits of restraint use.


2005 ◽  
Vol 29 (9) ◽  
pp. 953-967 ◽  
Author(s):  
Mahim Shah ◽  
Monica S. Vavilala ◽  
Kenneth W. Feldman ◽  
Daniel K. Hallam

Author(s):  
John S. Miller ◽  
Duane Karr

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.


2012 ◽  
Vol 41 (4) ◽  
pp. 130-132
Author(s):  
Michelle Bittle ◽  
Eric Hoffer ◽  
Jeffrey D. Robinson

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