Safety considerations on teenage pedestrian–bus impact

Abstract

This work studies the impact conditions between the adolescent pedestrian and the bus focusing on head and chest injury. The injury to the head is analyzed using both the Head Injury Criterion (HIC) 36 and the HIC15 parameters as established by the most advanced legislation and comparing the risk probability Abbreviated Injury Scale (AIS3+) and AIS4+. The parameter HIC15 gives a higher probability of risk with lower values, and therefore it can be considered more conservative. Moreover, the study of chest injury is performed with two different biomechanical parameters: the Thoracic Trauma Index (TTI) and the TTI(d); the last neglects the pedestrian mass. The results indicate that the parameters are equivalent for the assessment of chest injury. Instead the front pedestrian collision is characterized by 3 ms criterion. The results comparison with those obtained previously with other types of vehicles shows that, in all cases, the impact with the bus is most dangerous for the teenage pedestrian because of the higher values of the biomechanical parameters. Finally, the influence of the vehicle mass has been investigated, emphasizing how it cannot be neglected a priori. Numerical analysis results are in very good agreement with the results carried out experimentally, from several authors, in real accidents where buses are involved.

Non-Lethal Blasts can Generate Cavitation in Cerebrospinal Fluid While Severe Helmeted Impacts Cannot: A Novel Mechanism for Blast Brain Injury

“…The three blast loadings reported in this study were characterised as non-lethal (no risk of pulmonary or head injury) ( Rafaels et al, 2011 ; Panzer et al, 2012 ). The three impact loadings can generate 100–300 g accelerations on the surrogate model, which were categorised as moderate to severe head impacts ( Kleinberger et al, 1998 ; Golfo et al, 2019 ). To test the repeatability of the tests, impact 2 and blast 3 were repeated three times.…”

“…The accelerations produced by impacts represent the typical head collisions during road traffic/ sporing accidents, with a bell shape, peak values between 100-300 g and durations between 5-15 ms (Figure 4C). Impact 3 is characterised as a severe impact as the acceleration corresponds to a 55.4% probability of a severe injury (complex facial fractures, exposure or loss of brain tissue, small epidural or subdural hematoma) and a 88.5% probability of serious injury (different fractures, loss of scalp, bruises to the cerebellum) (Kleinberger et al, 1998;Golfo et al, 2019). The largest difference between the blast and impact was the rise time and peak of the acceleration histories.…”

Head Injury Criterion: Mini Review

“…The result of the work consists of a table where the probability of injuries of different entities, defined according to the levels of the AIS scale, is highlighted (Table 1). More recently the expressions that determine the probability of AIS + injury (between 1 and 6) in function of the HIC were derived [11] in the case of an adult eliminating the cumulative distribution function.…”

A Research on Accident Reconstruction of Bus–Two-Wheeled Vehicle Based on Vehicle Damage and Human Head Injury

“…The lower limbs and head of the cyclist are the most vulnerable body parts, accounting for 27% and 24%. However, bus accident reconstruction research has mainly focused on bus–pedestrian collisions [ 6 , 7 , 8 , 9 , 10 ], bus–car collisions [ 11 , 12 ], and collision of multiple buses [ 13 , 14 ]. Two-wheeled vehicle accident reconstructions mainly focus on car–two-wheeled vehicle collisions [ 1 , 15 ].…”