Vision Zero has a central role in traffic safety in Germany. Finally, it was even a relevant point in the coalition treaty from the Federal Governing Parties in the year 2018. It is a unifying theme for safety measures taken on the federal, state, and local levels and in private, nonprofit traffic safety organizations. In later years, cooperation between these different agents has been intensified. Evaluation and measurability are essential in the German approach to Vision Zero. One example of this is the statistical work performed every year to identify “zero cities,” i.e., cities that had zero road fatalities the previous year. A yearly award puts focus on cities that have a particularly long string of zero years, in relation to their size. This is performed on an international level, and cities around the world are incentivized by these recognitions. Munich is used as an example of a city that has recently stepped up its traffic safety work. The city has adopted Vision Zero and followed up this with intensified traffic safety work, including improved data collection, the identification of accident black spots, targeted measures to improve safety in these black spots, safety audits of new infrastructure plans, etc. Before the introduction of new traffic technologies which may have an impact on safety, in-depth technology assessment has to be performed. This is illustrated by an example in which sufficient prior technology assessment did not take place, namely the introduction of e-scooters in Germany. After their introduction, they have turned out to be significantly more dangerous than bicycles, as can be seen from the statistics of fatalities and severe injuries. Proposals are made for measures are needed to reverse this trend, including obligatory use of helmets. The dialogue with neighbor states is also essential. Here the Traffic Expert Society of Medical and Technical Biomechanics, gmttb (Germany, Austria, and Switzerland= D A CH), has initiated to discuss and bundle basic principles of the Vision Zero in three neighbor countries. To promote Vision Zero, gmttb also organizes interdisciplinary yearly conferences with experts from Austria (Vision Zero is a state philosophy) and Switzerland (here named Via Sicura) to bundle strength and adopt ideas together with Swedish and multinational experts. As well as a yearly gmttb Vision Zero Safety Award is granted to motivate people, organizations, and manufacturers to promote good ideas for better traffic safety.

The objective of this study was to assess the biomechanical and kinematic responses of female volunteers with two different head restraint (HR) configurations when exposed to a low-speed rear loading environment. A series of rear impact sled tests comprising eight belted, near 50th percentile female volunteers, seated on a simplified laboratory seat, was performed with a mean sled acceleration of 2.1 g and a velocity change of 6.8 km/h. Each volunteer underwent two tests; the first test configuration, HR10, was performed at the initial HR distance ∼10 cm and the second test configuration, HR15, was performed at ∼15 cm. Time histories, peak values and their timing were derived from accelerometer data and video analysis, and response corridors were also generated. The results were separated into three different categories, HR10 C ( N = 8), HR15 C ( N = 6), and HR15 N C ( N = 2), based on: (1) the targeted initial HR distance [10 cm or 15 cm] and (2) whether the volunteers’ head had made contact with the HR [Contact (C) or No Contact (NC)] during the test event. The results in the three categories deviated significantly. The greatest differences were found for the average peak head angular displacements, ranging from 10° to 64°. Furthermore, the average neck injury criteria (NIC) value was 22% lower in HR10 C (3.9 m 2 /s 2 ), and 49% greater in HR15 N C (7.4 m 2 /s 2 ) in comparison to HR15 C (5.0 m 2 /s 2 ). This study supplies new data suitable for validation of mechanical or mathematical models of a 50th percentile female. A model of a 50th percentile female remains to be developed and is urgently required to complement the average male models to enhance equality in safety assessments. Hence, it is important that future protection systems are developed and evaluated with female properties taken into consideration too. It is likely that the HR15 test configuration is close to the limit for avoiding HR contact for this specific seat setup. Using both datasets (HR15 C and HR15 N C ), each with its corresponding HR contact condition, will be possible in future dummy or model evaluation.

The manuscript presents the International Guidelines developed by the Working Group on Personal Injury and Damage under the patronage of the International Academy of Legal Medicine (IALM) regarding the Methods of Ascertainment of any suspected Whiplash-Associated Disorders (WAD). The document includes a detailed description of the logical and methodological steps of the ascertainment process as well as a synoptic diagram in the form of Flow Chart.

The manuscript presents the International Guidelines developed by the Working Group on Personal Injury and Damage under the patronage of the Interna- tional Academy of Legal Medicine (IALM) regarding the Methods of Ascertainment of any suspected Whiplash- Associated Disorders (WAD). The document includes a detailed description of the logical and methodological steps of the ascertainment process as well as a synoptic diagram in the form of Flow Chart.

Etwa ein Viertel aller tödlichen Autounfälle passiert durch Einschlafen am Steuer. Doch diese Gefahr wird häufig unterschätzt. Dabei ist Müdigkeit mindestens genauso gefährlich wie Alkohol! Wie Sie Ihre Patienten davor schützen können, lesen Sie im folgenden Beitrag.

At the fatal accident database from the Institute of Forensic Medicine since 2004 approximately 150 Traffic accidents per year with fatal outcome have been collected and documented. In a first analysis of a subsample from the years 2004-2006 accidents with accident causators over 65 years have been elaborated to get a first picture about this group. For car accidents approximately 39% male car drivers and 28% of female car drivers showed an acute medical vigilance problem as the main cause for the accident. As well the injury pattern from seniors is different. Especially thoracic injuries in higher AIS regions (AIS 3+) are much more common compared to younger belted car occupants. Also increasing problems with vision and age have been worked out in comparing different age classes. In future these problems should be clearly addressed in more research and especially better protection systems (i.e. belt systems and pretensioners for older occupants) as well as adaptive active Safety Systems with respect to driver attention should be standard equipment in cars.

Pape, Hans-Christoph MD; Pfeifer, Roman; Schick, Sylvia med, MPH; Holzmann, Christopher; Hell, Wolfram; Hildebrand, Fank MD, PhD Author Information

OBJECTIVE:Although much research has been performed to investigate the cervical spine kinematics during rear-end collisions, our understanding about the exact role of the musculature is limited. The question of the influence of muscle activity on cervical spine kinematics has been discussed.METHODS:A rear-end collision with a speed change (ΔV) of 6.3 km/h was simulated in a sled test with 8 female subjects to investigate the influence of the ventral and dorsal cervical spine musculature on cervical spine kinematics. A high-speed camera and accelerometers recorded the motion and acceleration data. The activity of the sternocleidomastoid muscles was recorded with surface electrodes. To avoid cross talk, an intramuscular recording of the semispinalis capitis muscles was performed with fine-wire electrodes.RESULTS:The analysis of the motion and acceleration parameters allowed the definition of 4 phases. The headrest contact began after a median of 84 ms and the sternocleidomastoid muscle force could be detected after a median of 81 ms, with 0 defining the time of the trigger signal. The maximal force of the sternocleidomastoid muscle and the maximal headrest effect began prior to the maximal ventral angular head acceleration and prior to the maximal ventral horizontal head acceleration relative to T1. The start of the semispinalis capitis muscle force was observed after a median of 159 ms and increased until a flexion of 20 to 25° was reached.CONCLUSIONS:The headrest effect and the sternocleidomastoid muscle force firstly supported the deceleration of the head relative to T1 toward dorsal, which was followed by an accelerating effect toward ventral. The semispinalis capitis muscle force exerted a late decelerating effect on head flexion and ventral translation movement.

Objective: The objective of this study was to investigate the influence of anthropometric factors on the kinematics of the cervical spine during in-vivo frontal collisions. Methods: Therefore a frontal collision with a mean velocity change (delta-V) of 10.2 km/h was simulated in a sled test with ten healthy volunteers (seven men and three women). A high-speed camera was used to document motion data. Acceleration data were recorded using accelerometers. The study analyzed the association of anthropometric factors with defined kinematical characteristics.Results: A smaller neck circumference led to an earlier peak of the dorsal horizontal head acceleration (r=0.602), an earlier beginning of the ventral head translation (r=0.742) and a greater maximal head flexion (r=-0.717). A smaller body weight led to a later beginning of the head flexion acceleration (r=-0.713) and a greater maximal head flexion (r=-0.620). With a smaller thorax circumference the beginning of the dorsal horizontal head acceleration (r=0.623), the peak of the head flexion acceleration (r=0.756) and the peak of the head extension acceleration (r=0.679) were reached earlier. Conclusions: The main findings of the present study consist in the identification of relevant anthropometric parameters (neck and thorax circumference and body weight) on the cervical spine kinematics. Specific anthropometric factors increasing the risk of injury could not be identified. The head movement is mainly associated with the neck circumference and the body weight. The onset and occurrence of the acceleration parameter is mainly associated with the thorax circumference.

The description of cervical spine motion and the risk to sustain a cervical spine injury in traffic accidents is mainly based on rear-end collisions. The knowledge about frontal collisions is comparable low. Therefore the objective of this exploratory study was, to describe the in-vivo cervical spine motion and acceleration during simulated frontal sled collisions and to identify sequences of motion in which the risk of injury is increased. A frontal collision with a speed change of 10.2km/h was simulated in a sled test with ten volunteers. Cervical spine kinematics was assessed by the simultaneous analysis of the angular head motion and acceleration as well as the simultaneous analysis of the relative motion and acceleration between the head and the first thoracic vertebral body. The motion sequence was divided into five phases. The combination of peak values of the angular head acceleration to ventral and the relative horizontal head acceleration to dorsal between the time period of 90ms and 110ms (early flexion phase) included – potential injury generating – shear forces. Although a hyperflexion (late rebound phase) as injury pattern didn’t occur, dorsal soft tissue injuries due to eccentric muscle-sprain could not be ruled out completely. In conclusion the study showed under simulated test conditions that during the early flexion phase and the late rebound phase, acceleration and movement pattern occur that could lead to cervical spine injuries.

Objective: The question of muscle activity influence on the cervical spine kinematics during rear-end and frontal crash events has been discussed. Less data are available concerning frontal collisions. Therefore, the objective of this study was to investigate the influence of the ventral and dorsal neck muscles on the cervical spine kinematics during simulated frontal sled collisions.Methods: A frontal collision with a velocity change (delta V) of 10.2km/h was simulated in a sled test with 10 healthy subjects (7 female; 3 male). A high-speed camera and accelerometers recorded the motion and acceleration data. The activity of the sternocleidomastoid muscles was recorded with surface electrodes. To avoid cross-talk, an intramuscular recording of the semispinalis capitis muscles was performed with fine-wire electrodes.Results: The sequence of both muscle activities was reproducible in all subjects. The maximal force of the sternocleidomastoid muscle was observed after a median of 152ms, with 0 defining the time of the trigger signal. With earlier onset of muscle force, maximal dorsal horizontal acceleration of the head (r = -0.600) was reached later and the ventral translation (r = -0.733) and flexion movement (r = -0.755) set in earlier. The maximal force of the semispinalis capitis muscle was observed after a median of 160ms. If the duration of muscle force was longer, the maximal head flexion (r = 0.685) and the maximal ventral head translation (r = 0.738) were reached later.Conclusions: The sternocleidomastoid muscle force is mainly associated with the horizontal head acceleration and influences the onset of the flexion and translation motion. To summarize, these temporal correlations allow the conclusion that the semispinalis capitis muscle force is mainly associated with the angular head acceleration and influences the duration of the flexion and translation motion.

Neck injuries due to low severity vehicle crashes are of worldwide concern and the risk is higher for females than for males. The objective of ADSEAT is to provide guidance on how to evaluate the protective performance of vehicle seat designs aiming to reduce the incidence of neck injuries for female and male occupants. The main achievements are: reviewing injury risk, establishing anthropometric data of an average female, performing dynamic volunteer tests comprising females and males, developing a finite element model of an average female and performing sled tests with a scaled down male dummy.

Objectives: The objective was to quantify dynamic responses of 50th percentile females in rear impacts and compare to those from similar tests with males. The results will serve as a basis for future work with models, criteria, and safety systems.Methods: A rear impact sled test series with 8 female volunteers was performed at velocity changes of 5 and 7 km/h. The following dynamic response corridors were generated for the head, T1 (first thoracic vertebra) and head relative to T1: (1) accelerations in posterior anterior direction, (2) horizontal and vertical displacements, (3) angular displacements for 6 females close to the 50th percentile in size. Additionally, the head-to-head restraint distance and contact time and neck injury criterion (NIC) were extracted from the data set. These data were compared to results from previously performed male volunteer tests, representing the 50th percentile male, in equivalent test conditions. T-tests were performed with the statistical significance level of .05 to quantify the significance of the parameter value differences for the males and females.Results: At 7 km/h, the females showed 29 percent earlier head-to-head restraint contact time (p = .0072); 27 percent shorter horizontal rearward head displacement (p = .0017); 36 percent narrower head extension angle (p = .0281); and 52 percent lower NIC value (p = .0239) than the males in previous tests. This was mainly due to 35 percent shorter initial head-to-head restraint distance for the females (p = .0125). The peak head acceleration in the posterior anterior direction was higher and occurred earlier for the females.Conclusions: The overall result indicated differences in the dynamic response for the female and male volunteers. The results could be used in developing and evaluating a mechanical and/or mathematical average-sized female dummy model for rear impact safety assessment. These models can be used as a tool in the design of protective systems and for further development and evaluation of injury criteria.

Die gerne zitierte Alterspyramide belegt jedenfalls, dass auch die Autofahrer im Durchschnitt immer älter werden. Viele von ihnen haben eine langjährige Fahrpraxis und wollen die Vorteile des Autos weiter nutzen. Ob alters- oder krankheitsbedingte Einschränkungen auftreten, kann nicht generell gesagt werden. Dazu ist der Hausarzt gefragt.