Struck side crashes involving post-regulatory European passenger cars - crash characteristics and injury outcomes

This study examines some characteristics of struck side impact crashes involving post-regulatory passenger cars. The UK National Accident Database (STATS 19) and UK In-depth Accident Database (CCIS) were analysed to determine crash characteristics and injury outcomes in struck side impacts. UK national accident data shows that clear improvements in injury outcomes in side impacts have been observed when a sample of ‘older’ vehicle designs are compared to ‘newer’ vehicle designs. Analysis of the characteristics of crashes in which serious injury occurs suggests that the conditions in terms of collision speed and height of impact (on the struck vehicle) do not usually match those of the UNECE R95 test specification. Mitigation of serious head and chest injuries remains a challenge in struck-side impact crashes; head injuries are most frequently associated with a contact with an external object and chest injuries with the intruding side door

Some characteristics of side-impact crashes involving modern passenger vehicles

This study examines some characteristics of side impact crashes involving modern passenger cars. The UK National Accident Database (STATS 19) and UK In-depth Accident Database (CCIS) were analysed to determine crash characteristics and injury outcomes in side impacts. UK national accident data shows that clear improvements in injury outcomes in side impacts have been observed when a sample of ‘older’ vehicle designs are compared to ‘newer’ vehicle designs. The same is true in frontal and non-struck side impact crashes (which have been analysed for illustrative purposes). Analysis of the characteristics of crashes in which serious injury occurs suggests that the conditions in terms of collision speed and height of impact (on the struck vehicle) do not usually match those of the UNECE R95 test specification. In terms of AIS2+ injury outcomes in modern vehicles, head (28% of the total numbers of AIS2+ injuries to front seat occupants) and chest injuries (22%) still predominate although injuries to the abdomen (10%), upper extremity (14%) and lower extremity (including pelvis 19%) are also observed. When only AIS4+ injuries are considered, head (36%), chest (41.3%) and abdomen injuries (30.5%) comprise the overwhelming majority of injuries. Injuries to the cerebrum (N=44) make up almost 13% of the entire sample of AIS2+ injuries in side impacts followed by lung injuries (7.7%), skull fractures (7.4%) and pelvic fractures (7.1%). Implications for future regulatory considerations are discussed

Crash characteristics and injury outcomes for older passenger car occupants

For some time now, it has been recognised that a major shift is occurring in the population age distributions of most motorised countries resulting in a growing number of older persons with an increasing need for mobility. It is expected that the mobility of older persons will become even more reliant on the motor vehicle as European countries in particular undergo transitions towards decentralisation and suburbanisation and because of the well-established longevity factor. This study compares injury outcomes in passenger car crashes for belted occupants of different ages. The study considers drivers and front seat passengers. National accident data in the UK show that whilst older car occupants are less likely to be involved in a car accident than younger occupants, in the event of a crash, older occupants are more likely to be killed or to sustain serious injury. This, in conjunction with the increasing numbers of older licence holder and car users implies that the protection of the inherently frail elderly should become a priority for the future. Analysis of the UK in-depth accident data revealed that the older car occupants were significantly more prone to serious chest injury than their younger counterparts and that these injuries were predominantly due to forces exerted by the restraint system, particularly in frontal impacts. Since by the year 2030 one in four persons will be aged over 65 in most Organisation for Economic Cooperation and Development (OECD) countries, the results suggest a need for intervention through vehicle design including in-vehicle crashworthiness systems that take into account the reduced tolerance to impact that occurs with ageing