Expected differences and unexpected …...Expected differences and unexpected commonalities in...
Transcript of Expected differences and unexpected …...Expected differences and unexpected commonalities in...
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Comparison of Mortality, Injury Severity and Injury Patterns Between Near Versus Far
Occupants of Lateral Crashes University of Maryland, Baltimore
CIREN Quarterly Meeting March, 2007
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Introduction
• Importance of lateral crashes:– Lower frequency than frontal– Higher injury severity– Higher mortality
• Far lateral– 42% of deaths among side impact crashes– Not addressed by current regulation
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http://www-nrd.nhtsa.dot.gov/pdf/nrd-50/ciren/2000/1100Miami.pdf
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Head Face Neck Thorax Abdomen Spine Upper extremity
Lower extremity
Age 31-40 0.70Age 41-50 0.57Age 51-60 0.55 1.83Age 61-70 2.49Age 71-80 3.14 2.72 1.80Age 81+ 3.66 2.20
Male gender 0.67 0.74Unrestrained 1.79 1.40 1.50 1.30
Near side impact
2.86 4.12 2.88 0.46 0.77
Far side impact
4.36 2.55 0.25 0.24
DV 30-39 kph 1.85 2.27 1.44DV 40-49 kph 2.74 2.63 1.86DV 50-59 kph 2.90 3.02 1.85DV 60+ kph 1.45 4.53 3.81 2.46
DV unknown 1.40 2.34 2.45 1.92 1.53Obese 1.47
Overweight 0.70Test of Fit .95 0.55 0.77 0.99 0.35 0.09
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MAIS3+ INJURY - RESEARCH MATRIX CIREN March 28th 2006
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Head Thorax Abdomen Spine Upper extremity
Lower extremity
Near side impact
2.86 4.12 2.88 0.46 0.77
Far side impact
4.36 2.55 0.25 0.24
RESEARCH MATRIX March 28th 2006
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Background• In a near lateral crash, proximity between
the occupant and the impacting structures is associated with specific injury patterns
• Given the same crash characteristics, near lateral occupants are expected to result in more severe injuries than far lateral occupants.
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Purpose• To characterize and compare the
mortality, injury severity and patterns of injury of near lateral occupants and far lateral occupants.
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Outline
• Population-based analysis (CODES)• CIREN (Sample Cases)• CIREN Analysis
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Sampling Bias?
• CIREN:– Non-random– Level I trauma center– AIS selection criteria– Consent process– Researcher
preferences– Detailed and accurate
crash and injury data
• CODES:– Population based– Hospitalized– Linkage of police and
hospital data– Less detailed and less
accurate crash and injury data
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• Population-based research project funded by the National Highway Traffic Safety Administration (NHTSA)
• Probabilistic linkage, for individuals involved in vehicular crashes of
• Hospital records• EMS run sheets • Police reports
• Provides valuable information on injury trends and outcomes
Crash Outcome Data Evaluation System
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Selection Criteria:• Maryland CODES data• Hospitalized drivers (with or without passengers)
of automobile, station wagon, pickup truck, van and SUV
• 1993 model year or newer• Crashes between 1997 and 2004• Frontal, near or far side lateral crash
Statistical Analysis:• Chi-Square • Wilcoxon Rank-Sum Test
Methods
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Summary CharacteristicsBy Direction of Impact
(8,937 Drivers)Frontal Near Side Far Side P-Value
(n=5,741) (n=1,960) (n=1,236)Male 57.0% 59.3% 52.1% <0.001Died 2.0% 3.4% 2.4% 0.08Median Age 38 36 37 NSMedian ISS( 25th-75th )
5(2-9)
5(4-14)
5(1-9) <0.001
Belted 88.0% 91.2% 86.1% <0.001Air Bag 33.4% 26.1% 25.1% NS
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Incidence of AIS 3+ Body Region by Direction Impact (8,937 Drivers)
Frontal Near Far P-Value
(n=5,741) (n=1,960) (n=1,236)(%) (%) (%)
Head 6.44 12.09 12.46 NSFace 0.03 0.05 0.00 NSNeck 0.12 0.10 0.00 NSThorax 11.48 20.71 12.54 <0.001Abdomen 2.21 4.49 1.38 <0.001Spine 0.92 1.12 1.05 NSUpper Ext. 1.64 1.33 0.65 0.07Lower Ext. 10.40 16.63 6.07 <0.001
Similar findings regardless of the presence of passengers
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Case Study: Near-Side
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Crash Data
• Delta V= 29 kph (18 mph)• CDC= 10LPEW3• PDOF= 300 degrees• Maximum Crush= 43 cm (17 in) at driver’s
B-pillar / trailing door edge• Intrusions (left): B-pillar (30 cm lat); Door
Panel (30 cm lat); Sill (13 cm lat); Roof Side Rail (10 cm lat)
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N
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A.O.I.
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Vehicle 1 = 2006 Chevrolet Cobalt(4-door sedan)
Vehicle 2 = 1999 Toyota Corolla (4-doorsedan)
Speed Limit: 72 km/h (45 mph)
Rest positions, for vehicles 1 and 2,are approximated
1
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Vehicle 1 Exemplar
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Vehicle 1 Exemplar
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V1 Interior
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Injury List
• Scalp contusion• Left rib fractures (4-7)• Left lower lobe pulmonary contusion• Left pneumothorax• Grade III spleen laceration• Right acetabulum fracture (LC-IIB)• Right superior ramus fracture• Right iliac wing fracture
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Only head injury
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Case Study: Far Side
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Crash characteristics
• Delta V= 40 kph (25 mph)• CDC= 62RPAW4• PDOF= 60 degrees• Intrusions (right): Door Panel (50 cm lat);
Roof Side Rail (39 cm lat); Seat Back (41 cm lat); B-pillar (31 cm lat); Sill (27 cm lat); Seat Cushion (27 cm lat); A-pillar (35 cm lat)
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Scene DiagramN
S
EW
V1
1997 SUBARU IMPREZA OUTBACKV1
V1
V1
V1
V1
V1
V1
NOT TO SCALE
POI #1, V1 vs. SIGN POST
POI #2, V1 vs. TREE
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Vehicle 1 Exemplar
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Vehicle 1 Exemplar
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3-Point Belt Use
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V1 Interior
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Injury List
• Diffuse axonal injury• Cerebral hematoma• Orbit fracture• Maxilla fracture• Loss of consciousness• Eyelid contusion
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CIRENPopulation (N=380)
• Exclusions:– 15 y/o or younger– frontal or rear
collisions– back seat occupants– ∆v > 80 km/h– unknown ∆v– unknown PDOF– lack of frontal airbags
Occupant Position
28%
72%
FarNear
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Occupant and crash characteristics
Near (n=275)
Far (n=105)
Age (mean) 41.7 y. 41.6 y.
Male (%) 47 53
Seatbelt use (%) * 74 55∆v [(median (q1-q3)] 33 (24-41) 32 (23-42)
Airbag deployment (%) * 35 48
Other occupant (%) 40 36
* p<0.05
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Outcomes
Near (n=275)
Far (n=105)
ISS [(median (q1-q3)] * 22 (14-34) 17 (10-29)
LOS [(median (q1-q3)] 6 (3-13) 5 (2-14)
Mortality (%) 16 17
* p<0.05
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Body Region Injuries
Body regionMAIS 3+
Near(%)
Far(%)
Thorax * 57 42
Abdomen * 32 14
Lower extremities * 44 21
Head 35 46
* p<0.05
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Subgroup Analysis: Restraint
• Lower ISS in Far vs. Near was limited to restrained – some effectiveness of restraint
• Restrained: - similar head injuries• Unrestrained (Far vs. Near):
– higher head injuries 62% vs. 45% (p=0.08)– higher spine injuries 19% vs. 8% (p=0.09)– narrowing of the difference in thoracic injuries
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Multivariate analysisMAIS 3+ Injury and Mortality
Outcome: Adjusted OR for near lateral *
Thorax 2.14 (1.28-3.57)
Abdomen 3.39 (1.76-6.54)
Lower extremity 3.62 (2.04-6.44)
Head 0.72 (0.43-1.18)
Death 1.32 (0.64-2.75)
*Far lateral used as reference. Age, gender, ∆v, BMI, restraint, seat position (L/R) included in models.
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Contact points on MAIS 3+ head injuries: far side occupants
Contact point %
Opposite side structures (i.e., interior surface, arm rest, window sill, A-pillar, B-pillar, and roof rail)
42
Opposite airbag 10Other occupants 13Windshield 5Same side structures 5Others/unknown 25
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49th ANNUAL PROCEEDINGS AAAM 2005
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Other occupant and Head Injury
• Frequency of other occupant presence similar in near and far crashes.
• Among accompanied occupants, with a head injury of known source– “other occupant” is more frequently the source
of injury in Far (32%) than Near (6%) crashes (p=0.002).
– “other occupant” is the source of injury as often among restrained (13%) and unrestrained (11%) case occupants.
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Conclusions
• Far side occupants experience a lower ISS and are less likely to experience thoracic, abdominal and lower extremity injuries
• Mortality is similar for near and far side occupants– may be related to the similar occurrence of MAIS3+
head injuries• Head injury occurs more frequently in the far
lateral occupants in the absence of restraints
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Conclusions (continued)
• Contact patterns suggest that current restraint systems do not succeed in keeping far side occupant heads from striking structures in the opposite side of the vehicle or other occupants.
• Improvements in restraint systems should decrease this unexpectedly high mortality among far side occupants.
• CIREN findings are consistent with population based findings and richer in detail.
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Future Research
• True lateral (90° & 180°) vs. off-set lateral (60° & 300°)
• Intrusion• Restraint status of the other occupant• Effect of side airbags
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Disclaimer
• Funding has been provided by NHTSA under Cooperative Agreement Number DTNH22-05-H-01001
• Views expressed are those of the authors and do not represent the views of the NHTSA
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WE WOULD LIKE TO THANK THE INVESTIGATORS AT THE OTHER CIREN CENTERS FOR THEIR HARD WORK AND
DEDICATION TO THIS PROJECT.