A nation-wide study on the prevalence of non-collision injuries occurring during use of public buses

Siman‐Tov, Maya; Radomislensky, Irina; Marom, Inbar; Kapra, Ori; Peleg, Kobi; Bahouth, Hany; Becker, Alexander; Jeroukhimov, Igor; Karawani, I.; Kessel, Boris; Klein, Yoram; Lin, G.; Merin, Ofer; Bala, Miklosh; Mnouskin, Y.; Rivkind, Avraham I.; Shaked, Gad; Sivak, Galit; Soffer, Dror; Stein, Michael D.; Weiss, M.

doi:10.1016/j.jth.2019.03.019

Cited by 7 publications

(4 citation statements)

References 9 publications

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“…This issue of the journal includes two papers about non-collision injuries caused to passengers on public transport. A national study in Israel, where traditionally bus has been a major form of travel both within and between urban areas, found substantial numbers of hospitalisations due to bus-related non-collision injuries (Siman-Tov et al, 2019). Three-quarters of injuries were due to falls inside the bus, while onequarter occurred when boarding or disembarking; two-thirds were aged 75 or older but no data are provided on the age distribution of passengers.…”

Section: Non-collision Injurymentioning

confidence: 99%

Non-collision injuries, physical activity, and wellbeing

Mindell¹

2019

Journal of Transport & Health

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The World Health Organization 2018 update on global road safety reported 1.35 million road travel deaths worldwide in 2016. While this is the eighth leading cause of death overall, it is the leading cause of death for children and young people aged five to 29 years (World Health Organization, 2018). These numbers are five times higher than the estimated 251,000 non-firearm related deaths that occurred worldwide in 2016 not in war settings. More than 50% of these firearm deaths occurred in six American countries: USA, Brazil, Mexico, Colombia, Venezuela and Guatemala. Globally, almost two-thirds were murder [homicide]; over a quarter were suicide; around 18,000-25,000 were unintentional, corresponding to one in eleven such deaths. The proportions as well as the population rates varied dramatically by country (The Global Burden of Disease 2016 Injury Collaborators, 2018). There is a great need to learn from each other-not only across disciplines but also across topics. In the USA, the debate is generally focused on interpersonal violence. However, there are twice as many suicides as homicides by firearm in the USA, yet research on firearm violence is largely prevented by the Dickey amendment (Rivara et al., 2018).

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Section: Non-collision Injurymentioning

confidence: 99%

Non-collision injuries, physical activity, and wellbeing

Mindell¹

2019

Journal of Transport & Health

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“…Elvik has estimated the risks of falling inside a public transport vehicle as 0.2-0.3 per million passenger km and of falls when boarding or alighting as 0.8-1.7 per million passengers (Elvik, 2019). A recent paper characterised the demographics and injuries sustained when boarding or alighting compared with when the bus was travelling (Siman-Tov et al, 2019); this issue includes a paper that goes a step further. Silvano and Ohlin have shown that the people most vulnerable to injuries as bus passengers during a hard acceleration by the driver differ from those most vulnerable during hard braking.…”

Section: Road Travel Injuriesmentioning

confidence: 99%

Cycling, driving, and injuries

Mindell¹

2019

Journal of Transport & Health

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Broadening the range of people who cycleIn the 1960s, Dutch cities were increasingly car-focussed. Cycle trip share in Amsterdam fell from 80% in 1950s to 20% in the 1970s (van der Zee, 2015. Child traffic deaths were the catalyst to reduce car use and promote cycling (Wardlaw, 2014). Road travel deaths peaked in 1971 at 3,300, of whom more than 400 were children (van der Zee, 2015). Campaigners pioneered street closure days to allow children to play in the streets. Eventually, the 'woonerf' [homezone] was developed, followed by car-free Sundays. Nowadays, there are extensive networks of segregated cycle paths; more than a quarter of trips in the Netherlands are cycled, and almost two-fifths of trips in Amsterdam. However, in other countries, such as New Zealand, opposition to cycle lanes can be very vocal, particularly from local businesses (Field et al., 2018). We know that cyclists, like pedestrians, visit local businesses more frequently and, over a period of time, spend more money locally than drivers do (Mindell, 2015). A recent study has shown that increased cycling is associated with new businesses opening (Klemmer et al., 2018).

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“…Increasing perturbation intensity requires modifying the fixed-support strategies to a single-stepping or multiple-stepping response (de Kam et al, 2017). Multiple steps can also result in larger displacements of the whole body, particularly the head, implying an increased injury risk from impacting elements of the bus interior (Robert et al, 2007a;Siman-Tov et al, 2019;Zhou et al, 2020).…”

Section: Introductionmentioning

confidence: 99%

“…Providing experimental data that characterise the response of standing passengers in realistic conditions is necessary to assess the injury risk of standing passengers in different traffic situations. Furthermore, such a dataset is needed for the development of a validated human body model (HBM) for a standing passenger, which can utilize the advantages of numerical simulations for the safety improvements of vehicle designs and operation, in addition to the traditionally recommended measures of prevention (Siman-Tov et al, 2019;Zhou et al, 2020).…”

Section: Introductionmentioning

confidence: 99%

Human Response to Longitudinal Perturbations of Standing Passengers on Public Transport During Regular Operation

Kraśna

Linder

Silvano

et al. 2021

Front. Bioeng. Biotechnol.

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This study investigates the response of standing passengers on public transport who experience balance perturbations during non-collision incidents. The objective of the study was to analyse the effects of the perturbation characteristics on the initial responses of the passengers and their ability to maintain their balance. Sled tests were conducted on healthy volunteers aged 33.8 ± 9.2 years (13 males, 11 females) standing on a moving platform, facilitating measurements of the initial muscle activity and stepping response of the volunteers. The volunteers were exposed to five different perturbation profiles representing typical braking and accelerating manoeuvres of a public transport bus in the forward and backward direction. The sequence of muscle activations in lower-extremity muscles was consistent for the perturbation pulses applied. For the three acceleration pulses combining two magnitudes for acceleration (1.5 and 3.0 m/s2) and jerk (5.6 and 11.3 m/s3), the shortest muscle onset and stepping times for the passengers to recover their balance were observed with the higher jerk value, while the profile with the higher acceleration magnitude and longer duration induced more recovery steps and a higher rate of safety-harness deployment. The tendency for a shorter response time was observed for the female volunteers. For the two braking pulses (1.0 and 2.5 m/s2), only the lower magnitude pulse allowed balance recovery without compensatory stepping. The results obtained provide a reference dataset for human body modelling, the development of virtual test protocols, and operational limits for improving the safety of public transportation vehicles and users.

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A nation-wide study on the prevalence of non-collision injuries occurring during use of public buses

Cited by 7 publications

References 9 publications

Non-collision injuries, physical activity, and wellbeing

Non-collision injuries, physical activity, and wellbeing

Cycling, driving, and injuries

Human Response to Longitudinal Perturbations of Standing Passengers on Public Transport During Regular Operation

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