Research on Women's Issues in Transportation - Volume 2: Technical Papers (2005) / Chapter Skim
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INJURY PREVENTION AND ERGONOMICS 98709mvpTxt 89_154 9/20/05 5:13 PM Page 125
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98709mvpTxt 89_154 9/20/05 5:13 PM Page 126
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1 2 7 Safety of Pregnant Drivers in the United Kingdom B Serpil Acar and Alix M
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1 2 8 Pregnant Women and Safety Belts What Do We Know? Laurie F
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also found that the crash-related fetal death rate (2.3 per 100,000 live births) was approximately one-half that of the crash-related infant death rate (4.9 per 100,000 live births)
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Institute for Highway Safety n.d.)
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The prevalence of pregnant women who reported prenatal counseling to use a safety belt was 48.2% overall; the prevalence ranged from 36.7% to 56.5% across the 19 states (Table 3)
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lence of safety belt use among pregnant women. Knowledge of who is not wearing safety belts can help direct resources to promote belt use during pregnancy.
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Because belt use may change as the pregnancy advances, particularly during the last trimester, belt use should be measured during various stages of pregnancy. Provider counseling should be used as a means to educate women about the proper positioning of the safety belt to protect the woman and fetus in the event of a crash.
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for 2002. National Vital Statistics Reports, Vol.
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1 3 5 Protecting the Pregnant Occupant and Fetus in Motor Vehicle Crashes Biomechanical Perspective Kathleen DeSantis Klinich, Jonathan D Rupp, and Lawrence W
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transmitted through the abdomen. However, the utility of this dummy is limited by an unrealistic abdominal shape, a stiff force-deflection response, and a lack of correlation between measurements and the risk of adverse fetal outcome.
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photographed the crash scene and vehicle damage, and obtained detailed information regarding the occupant and fetal injuries from medical records and subject interviews. Results of the study are consistent with the previously reported observation that the leading cause of fetal death from MVCs is placental abruption, the premature separation of the placenta from the uterus, which prevents transfer of oxygen and nutrients to the fetus (11, 12)
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Measurement Apparatus, Version 2B (MAMA-2B)
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and uterine tissue for use in computer modeling studies of injury mechanisms (8)
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3. Snyder, R
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1 4 1 Computational Model of Pregnant Motor Vehicle Occupant Stefan M Duma, Dave Moorcroft, Joel Stitzel, and Greg Duma, Virginia Polytechnic Institute and State University A validated model of a 30-week-pregnant motor vehicle occupant is presented and the risk of fetal injury in frontal crashes is examined.
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the pregnant model presented in this study utilize this injury mechanism to predict fetal outcome (Moorcroft et al.
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tissue was used by Todd and Thacker (1994) in modeling the human buttocks.
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simulation. The knees are approximately 11 cm from the knee bolster.
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DISCUSSION OF RESULTS Overall, there is a high probability that placental abruption would occur in the driver-side, unrestrained, frontal impact simulation. In the passenger-side simulation, there is a near 100% risk of life-threatening maternal brain injury in the similarly unrestrained condition and therefore a high risk for fetal death.
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simulations versus driver-side simulations, primarily because of increased distance between the abdomen and the nearest vehicle surface, namely, the steering wheel for driver-side tests and the dashboard for passenger-side tests. Overall, the model has verified previous experimental findings regarding the importance of proper restraint use for the pregnant occupant.
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Wood, C
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1 4 8 What Are Young Female Drivers Made Of? Differences in Driving Behavior and Attitudes of Young Women and Men in Finland Sirkku Laapotti, University of Turku, Finland Young female drivers in Finland are described by comparing the driving behavior and attitudes of young women and men.
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Evidence with regard to young (male) drivers led to calls to attribute a more important role to emotions, motives, and personality factors in explaining driving behavior (Evans 1991; Jessor 1987; Jonah 1986; Näätänen and Summala, 1976)
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all novice drivers in Finland during 1989 and 1990. The information on driving experience and accidents was gathered by using a mailed questionnaire and covered the whole independent driving career of the drivers (range 6 to 18 months, mean 12.2 months, and mode 13 months)
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the investigation teams include descriptions of the type of the accident and how it took place, the time and location, weather and road conditions, speed used by all parties concerned, and speed limits. These reports also contain testimony by the driver (if he or she survived)
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Types of Accidents Accidents while backing up and minor single-vehicle accidents were typical types of crashes for women. Of all young female drivers' crashes, 27% were accidents while backing up, whereas for young men the percentage was 21%.
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dents)
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Karpf, R
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1 5 5 Pedestrian–vehicle crashes are examined for patterns by gender. The analysis focuses on how the pedestrian crashes of men and women vary by personal characteristics (age, condition, injury)
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engage in more trip chaining (Rosenbloom 1997)
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der, clothing, obedience to pedestrian signals, and presence of alcohol. In addition, the data included crash time and location information such as presence of signal, turning movement, road condition, weather, and time of day.
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RESULTS Pedestrian and Crash Characteristics As shown in Table 2, the majority of crashes involved adults aged 16 to 64. A very few (less than 5%)
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pared with 6% for men)
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and more)
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for this finding may be related to the more suburban nature of these areas, with wider roads, higher vehicle speeds, and less pedestrian infrastructure. The relationship between pedestrian–vehicle crashes and pedestrian access to commercial land uses was examined.
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area with typically lower travel speeds for vehicles, which may contribute to the lower crash rates. The variable for education, defined as percentage of the population who attended college, was only statistically significant for the female model.
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1 6 3 Nonfatal Transportation-Related Injury Among Women Differences in Injury Patterns and Severity by Age Ann M Dellinger, Centers for Disease Control and Prevention Transportation ranks among the leading causes of death and injury for women in the United States.
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on the emergency department record. Data were weighted by the inverse of the probability of selection to provide national estimates; only the initial visit for any nonfatal injury was recorded.
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the estimated number of injuries was substantial: 55,210 as pedestrians, 49,989 as pedal cyclists, and 23,408 as motorcyclists (Table 1)
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were most common among women ages 75 to 84 (7%) and lowest among women 85 and older (4%)
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and released, an estimated 86,000 were hospitalized and another 18,000 were transferred for more specialized care. These 100,000+ women with more serious injuries were not evenly distributed across age groups; the proportions of both hospitalized and transferred increased with age.
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enable estimates that are specific to drivers and to passengers instead of a combined occupant category. If it was found that drivers had a different pattern of injury, programs to address driver issues could target drivers instead of using a broader occupant approach.
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