Recent trends and demographics of pedestrians injured in collisions with cyclists

Introduction: Despite extensive media coverage of pedestrians who are injured in collisions with cyclists, little systematic inquiry has been carried out on this topic. This study examines the incidence of pedestrian injuries due to collisions with cyclists in the United States and in New York State and New York City (NYC) from 2005 to 2018. Method: The study rests on national data derived from the Nationwide Emergency Department Sample (NEDS) and state and local data gathered by the Statewide Planning and Research Cooperative System (SPARCS). A negative binomial regression analysis was performed on the state and local data to measure the simultaneous effects of demographic variables on the incidence of pedestrian injuries. The study also mapped the incidence of injuries in NYC neighborhoods. Results: Pedestrian injuries due to collisions with cyclists declined at both the national and state and local levels from 2005 to 2018. The decline was particularly pronounced among school-aged children. In NYC, the distribution of injuries was concentrated in certain neighborhoods. Conclusions: Possible explanations for the decline in injuries include the change in the age composition of NYC’s population, the greater level of physical inactivity among school-aged children, stricter enforcement of traffic laws, and, importantly, improvements in the cycling infrastructure. Practical Applications: Cycling as a mode of transportation is continuing to grow in popularity, particularly in large cities in the United States and Europe. With this upsurge in popularity, it is important to create a safe environment for all road users. Improvements in the cycling infrastructure (especially the installation of protected bike lanes) reduce hazards not only to cyclists but to pedestrians as well.     

High visibility safety apparel and nighttime conspicuity of pedestrians in work zones

PROBLEM: Every year numerous occupational fatalities result from pedestrians being struck by motor vehicles intruding into work zones. METHOD: Attributes of retroreflective personal safety garments on pedestrian conspicuity at night were assessed in a field study. Using instrumented vehicles on a closed track, participants drove through simulated work zones attempting to detect pedestrians located in the work zones. RESULTS: Configuration of the retroreflective trim, trim color, placement in the work zone, and driver age significantly affected pedestrian conspicuity. Intensity and the amount of retroreflective trim did not. DISCUSSION: Personal safety garments incorporating retroreflective trim significantly improve pedestrian conspicuity in work zones. SUMMARY: The results emphasize the importance of retroreflective trim on personal safety garments, particularly if the trim is located on garment sleeves. IMPACT ON INDUSTRY: We examine the design attributes that contribute to making a personal safety garment conspicuous. The results have implications regarding preferred garment designs, industry standards, and service life of personal safety garments.     

A study of pedestrian and bicyclist exposure to head injury in passenger car collisions based on accident data and simulations

The objective was to assess head injury risks and kinematics of adult pedestrians and bicyclists in primary impact to the passenger cars and secondary impact to the ground using real world accident data and computer reconstructions of the accidents. For this purpose, a subsample of 402 pedestrians and 940 bicyclists from the GIDAS database, Germany, was used for the statistical analysis, from which 22 pedestrian and 18 bicyclist accidents were further selected for reconstruction. PC-Crash was used to calculate impact conditions, such as vehicle impact velocity, vehicle kinematic sequence, and thrown distance. These conditions were employed to identify the initial conditions in reconstruction in MADYMO program. A comparable analysis was conducted based on the results from accident analysis and computer reconstructions for the impact configurations and the resulting injury patterns of pedestrians and bicyclists in view of head injury risks. Differences in HIC, head-relative impact velocity, linear acceleration, maximum angular velocity and acceleration, contact force, thrown distance, Wrap Around Distance (WAD), and head contact time were evaluated. Injury risk curves were generated by using a logistic regression model for vehicle impact velocity. The results indicate that bicyclists suffered less severe injuries compared with severity of pedestrian injuries. In the selected samples, the AIS 2+ and AIS 3+ head injury risks for pedestrians are 50% probability at impact speed of 38.87 km/h and 54.39 km/h respectively, while for bicyclists at 53.66 km/h and 58.89 km/h respectively. The findings of high injury risks suggested that in the area with high frequency car-pedestrian accidents, the vehicle speed limit should be 40 km/h, while in the area with high frequency car-cyclist accidents the vehicle speed limit should be 50 km/h.     

An examination of the factorial,construct, and predictive validity and utility of the regulatory focus at work scale

Although interest in regulatory focus research continues to grow, there has been very little work to date on the assessment and usefulness of regulatory focus in the workplace. The present research effort reports the results of a series of studies designed to assess the validity and utility of the Regulatory Focus at Work Scale (RWS). The results indicate that the RWS is reliable, valid, and showed incremental validity beyond general and trait‐like measures of regulatory focus in predicting relevant work outcomes of task performance, citizenship performance, safety performance, and productivity performance. The overall results of these studies support our claims that the RWS shows utility in predicting workplace outcomes and should prove useful for future research on regulatory focus in the workplace. Copyright © 2008 John Wiley & Sons, Ltd.     

An examination of the concordance between self-reported collisions,driver records,and insurance claims in older drivers

Background Previous studies of older drivers have found that there are discrepancies between their retrospective self-reports of collisions and the official jurisdictional record. Objectives The purpose of this study was to examine how older drivers self-report collisions in comparison to what was recorded in their official driver abstract as well as insurance claims, in a prospective study. Methods Participants (n = 125, age ≥ 70 years) in this study were part of the University of Manitoba site of the Candrive longitudinal study of older drivers. During the operation of the Manitoba site (2009 to 2013), participants were periodically asked to report on any collisions (at-fault or not) in which they were involved, while they were enrolled in the study. In addition, driver records (abstracts and insurance claims) from the provincial licensing agency and public insurer (Manitoba Pubic Insurance; MPI) were provided annually. Results In total there were 101 separate instances of collisions (regardless of at-fault status), whether self-reported, or recorded by MPI. There were 20 at-fault collisions that were recorded on the driver abstract. Eighteen of these collisions were self-reported by participants. In total, our participants were involved in 70 insurance claims (42 at-fault) — 61 of these were self-reported to study staff. In addition, there were 31 collisions that were self-reported to study staff, that were not reported to MPI. Conclusions In this prospective study, older drivers were diligent in reporting collisions in which they were involved. While some collisions were not reported that ultimately became a claim or part of their driver abstract, the biggest discrepancy was in the collisions that were reported to study staff but that were not reported to authorities.     

Protestant work ethic,work involvement and the psychological impact of unemployment

This study is an attempt to replicate and extend recent findings concerning the moderating effect of employment commitment on the psychological impact of unemployment. It was carried out in a highly educated population and employed Protestant work ethic endorsement (PWE) and work involvement (WINV) as indicators of commitment to work. Evidence was collected by questionnaires from 432 individuals who had been unemployed and again, six months later, from most of the same individuals. Cross-sectional and longitudinal analysis shows that individuals with high WINV were likely to suffer more from unemployment and to gain more from finding employment than low work-involved individuals. PWE, on the other hand, did not moderate the relationship between employment status and psychological state.     

Driving while impaired by alcohol: An analysis of drink-drivers involved in UK collisions

Objective: Drink-driving represents a critical issue on international organizations’ agendas as one of the key behavioral risk factors in road traffic safety, alongside speed and nonuse of motorcycle helmets, seat belts, and child restraints. Changing road user behaviors regarding these 5 factors is a critical component in reducing road traffic injuries and casualties. The objective of this study is the identification of drivers who are more likely to contribute to crashes in the UK while impaired by alcohol to design targeted drink drive compliance campaigns.

Method: To profile drivers with the factor “impaired by alcohol” assigned in collisions, an extensive data set is used, including all reported injury collisions between 2011 and 2015 in the UK (police records), merged with the Experian Mosaic Database. A multilevel mixed-effects logistic regression is conducted, utilizing the hierarchical nature of the data (drivers within Mosaic types).

Results: Using multilevel mixed-effects logistic regression analysis, the finding is that some driver profiles are more likely to contribute to crashes and are assigned the contributory factor “impaired by alcohol.” Drink-related crashes are more common in some circumstances or for some crash-involved driver groups than others. For instance, alcohol-related crashes are more likely to occur on single carriageways and among males and 25- to 35-year-olds. Drink-drive-related crashes are found to be strongly associated with dark lighting conditions and, more specifically, with late night hours (the interval between 3:00 a.m. and 4:00 a.m. accounts for a third of the drink-drive-related collisions). Using the Experian Mosaic Database which divides the UK population into 66 types based on demographic, lifestyle, and behavior characteristics, the finding is that, among crash-involved drivers, some Mosaic types are significantly more likely (e.g., pocket pensions, dependent greys, streetwise singles) and others are significantly less likely (e.g., crowded kaleidoscope, cultural comfort, penthouse chic) to contribute to a drink-related crash.

Conclusions: The outcome is a more nuanced understanding of drivers contributing to drink-related crashes in the UK. The study concludes by discussing the implications for governments and other interested bodies for better targeting and delivery of public education campaigns and interventions.     

Comparison of steel,aluminum and composite bonnet in terms of pedestrian head impact

Material selection for automotive closures is influenced by different factors such as cost, weight and structural performance. Among closures, the automotive bonnet must fulfill the requirements of pedestrian safety which is evaluated by child and adult headform impactors. The mechanisms of injury are complex, therefore; the Head Injury Criterion (HIC) which shows a measure of the likelihood of head injury arising from an impact is developed. HIC includes the effects of head acceleration and the duration of the acceleration.In this paper a new finite element model has been developed which is capable to simulate head impact phenomenon between headform impactors and composite bonnet. Then the behavior of three identical bonnets made of steel, aluminum and composite have been investigated by the developed model. It is shown that the energy absorption of aluminum bonnet is smaller than steel and composite ones and for keeping the aluminum bonnet at the same level of stiffness, it is necessary to increase the thickness. Therefore, the aluminum bonnet needs a larger space between the bonnet and the parts in the engine compartment. It is shown that although the displacement of headform for composite bonnet is more than that of steel and aluminum ones, but the amount of HIC’s, which are measured at the collision points are much less than those measured at the same collision points for steel and aluminum bonnets.In addition the comparison of three bonnets of the different materials has been done to highlight cost, weight, and structural performance issues.     

An analysis of motorcycle injury and vehicle damage severity using ordered probit models

Problem: Motorcycles constitute about 19% of all motorized vehicles in Singapore and are generally overrepresented in traffic accidents, accounting for 40% of total fatalities. Method: In this paper, an ordered probit model is used to examine factors that affect the injury severity of motorcycle accidents and the severity of damage to the vehicle for those crashes. Nine years of motorcycle accident data were obtained for Singapore through police reports. These data included categorical assessments of the severity of accidents based on three levels. Damage severity to the vehicle was also assessed and categorized into four levels. Categorical data of this type are best analyzed using ordered probit models because they require no assumptions regarding the ordinality of the dependent variable, which in this case is the severity score. Various models are examined to determine what factors are related to increased injury and damage severity of motorcycle accidents. Results: Factors found to lead to increases in the probability of severe injuries include the motorcyclist having non-Singaporean nationality, increased engine capacity, headlight not turned on during daytime, collisions with pedestrians and stationary objects, driving during early morning hours, having a pillion passenger, and when the motorcyclist is determined to be at fault for the accident. Factors leading to increased probability of vehicle damage include some similar factors but also show some differences, such as less damage associated with pedestrian collisions and with female drivers. In addition, it was also found that both injury severity and vehicle damage severity levels are decreasing over time.     

Real-world adjustments of driver seat and head restraint in Saab 9-3 vehicles

Objective: Whiplash-associated disorder (WAD), commonly denoted whiplash injury, is a worldwide problem. These injuries occur at relatively low changes of velocity (typically <25 km/h) in impacts from all directions. Rear impacts, however, are the most common in the injury statistics. Females have a 1.5–3 times higher risk of whiplash injury than males.

?Improved seat design is the prevailing means of increasing the protection of whiplash injury for occupants in rear impacts. Since 1997, more advanced whiplash protection systems have been introduced on the market, the Saab Active Head Restraint (SAHR) being one of the most prominent. The SAHR—which is height adjustable—is mounted to a pressure plate in the seatback by means of a spring-resisted link mechanism.

?Nevertheless, studies have shown that seats equipped with reactive head restraints (such as the SAHR) have a very high injury-reducing effect for males (～60–70%) but very low or no reduction effect for females. One influencing factor could be the position of the head restraint relative to the head, because a number of studies have reported that adjustable head restraints often are incorrectly positioned by drivers.

?The aim was to investigate how female and male Saab drivers adjust the seat in the car they drive the most.

Methods: The seated positions of drivers in stationary conditions have been investigated in a total of 76 volunteers (34 females, 42 males) who participated in the study. Inclusion criteria incorporated driving a Saab 9–3 on a regularly basis.

Results: The majority of the volunteers (89%) adjusted the head restraint to any of the 3 uppermost positions and as many as 59% in the top position.

?The average vertical distance between the top of the head and the top of the head restraint (offset) increase linearly with increasing statures, from an average of ?26 mm (head below the head restraint) for small females to an average of 82 mm (head above the head restraint) for large males. On average, the offset was 23 mm for females, which is within a satisfactory range and in accordance with recommendations; the corresponding value for males was 72 mm.

?The backset tended to be shorter among female volunteers (on average 27 mm) compared to the male volunteers (on average 44 mm). Moreover, the backset tended to increase with increasing statures.

Conclusions: Incorrect adjustment of the head restraint cannot explain the large differences found between the sexes in the effectiveness of the SAHR system.     

An evaluation of the association between vehicle type and the source and severity of pedestrian injuries

To evaluate the effect of vehicle type (passenger vehicle vs. light truck vehicle) on crash trajectory and on the consequent source and severity of pedestrian injury, we analyzed data from the Pedestrian Crash Data Study (PCDS), conducted by National Highway Traffic Safety Administration (NHTSA) from 1994 to 1998. While 62% of the adults in PV (passenger vehicle)-related crashes were carried by the vehicle, such pedestrian-vehicle interaction was observed only in 28% of LTV (light truck vehicle)-adult crashes. Being thrown forward or knocked down were the most common (65%) type of pedestrian-vehicle interactions for LTV-adult crashes. For children, 93% of those struck by LTVs and 46% of those struck by PVs were thrown forward or knocked down. For adults, LTVs were more likely than PVs to cause thorax (37% vs. 20%) and abdomen injuries (33% vs. 18%). For children, LTVs were more likely than PVs to cause injuries to the upper extremity (71% vs. 56%) and abdomen (14% vs. 8%). For adults struck by PVs the most common sources of injury were windshield for head injuries (63%), hood surface for thorax (67%), abdomen (58%), spine (30%), and upper extremity (36%) injuries, and bumper for the lower extremity injuries (60%). The leading causes of injury for adult-LTV crashes were ground for head (39%) and upper extremity (37%) injuries, hood edge for thorax (48%) and abdomen (56%) injuries, hood surface for spine injuries (36%), and bumper for lower extremity injuries (45%). For child-PV crashes, ground was the most common source of face (37%) abdomen (83%), spine (43%), and upper extremity injuries (54%). For children hit by LTVs, 52% of face, 67% of abdomen, 100% of spine, and 60% of upper extremity injuries were attributed to ground contacts. Altogether, the major sources of injury were hood surface and windshield for PV-pedestrian crashes and hood surface and hood edge for LTV-pedestrian crashes. Changes in design, such as altering the geometry and stiffness of front-end structures, might be associated with considerable decrease in the frequency and severity of pedestrian injury.     

Analyzing the safety impact of longer and heavier vehicles circulating in the European market

Introduction: The European Union (EU) has developed different strategies to internalize the costs of excessive motor traffic in the road freight transport sector. One of these is a relaxation of restrictions on the size and load capacity of trucks that circulate between member States and a proposal has been made for Longer and Heavier Vehicles (LHVs) to be allowed to circulate across borders. LHVs are the so-called “megatrucks” (i.e., trucks with a length of 25 meters and a weight of 60 tonnes). Megatrucks have allowed to circulate for decades in some European countries such as Norway, Finland, and Sweden, world leaders in traffic accident prevention, although the impact that cross-border traffic would have on road safety is still unknown. Methods: This article provides an econometric analysis of the potential impact on road safety of allowing the circulation of “megatrucks” throughout the EU. Results: The findings show that countries that currently allow megatrucks to circulate present lower traffic accident and fatality levels, on average. Conclusions: The circulation of this type of vehicle is only advisable in countries where there is a certain degree of maturity and demonstrated achievements in the field of road safety. Practical applications: European countries that have allowed megatruck circulation obtaining better road safety outcomes in terms of accidents, although the accident lethality rate seems to be higher. Consequently, introducing megatruck circulation requires a prior proper preparation and examination.     

浅析工伤事故的原因及预防措施

通过对工伤事故原因的分析 ,剖析了安全管理的缺陷 ,提出了预防事故的措施     

Difference in dummy responses in matched side impact tests of vehicles with and without side airbags

Objective: Insurance Institute for Highway Safety (IIHS) high-hooded side impacts were analyzed for matched vehicle tests with and without side airbags. The comparison provides a measure of the effectiveness of side airbags in reducing biomechanical responses for near-side occupants struck by trucks, SUVs, and vans at 50 km/h.

Method: The IIHS moving deformable barrier (MDB) uses a high-hooded barrier face. It weighs 1,500 kg and impacts the driver side perpendicular to the vehicle at 50 km/h. SID IIs dummies are placed in the driver and left second-row seats. They represent fifth percentile female occupants.

IIHS tests were reviewed for matches with one test with a side airbag and another without it in 2003–2007 model year (MY) vehicles. Four side airbag systems were evaluated: (1) curtain and torso side airbags, (2) head and torso side airbag, (3) curtain side airbag, and (4) torso side airbag.

There were 24 matched IIHS vehicle tests: 13 with and without a curtain and torso side airbags, 4 with and without a head and torso side airbag, 5 with and without a side curtain airbag, and 2 with and without a torso airbag. The head, chest, and pelvis responses were compared for each match and the average difference was determined across all matches for a type of side airbag.

Results: The average reduction in head injury criterion (HIC) was 68 ± 16% (P < .001) with curtain and torso side airbags compared to the HIC without side airbags. The average HIC was 296 with curtain and torso side airbags and 1,199 without them. The viscous response (VC) was reduced 54 ± 19% (P < .005) with curtain and torso side airbags. The combined acetabulum and ilium force (7 ± 15%) and pelvic acceleration (?2 ± 17%) were essentially similar in the matched tests.

The head and torso side airbag reduced HIC by 42 ± 30% (P < .1) and VC by 32 ± 26% compared to vehicles without a side airbag. The average HIC was 397 with the side head and torso airbag compared to 729 without it. The curtain airbag and torso airbag only showed lower head responses but essentially no difference in the chest and pelvis responses.

Conclusion: The curtain and torso side airbags effectively reduced biomechanical responses for the head and chest in 50 km/h side impacts with a high-hooded deformable barrier. The reductions in the IIHS tests are directionally the same as estimated fatality reductions in field crashes reported by NHTSA for side airbags.     

An analysis of motorcyclist injury severity under various traffic control measures at three-legged junctions in the UK

The effects various junction control measures have on accident frequencies among vehicles have been investigated by previous studies through the use of statistical modelling techniques but such effects on motorcyclist injury severity, given that a junction-type accident has occurred, have received little attention in literature. This paper attempts to estimate econometric models of motorcyclist injury severity under different control measures at three-legged junctions in the UK, as a function of demographic, vehicle and environmental factors. Separate ordered probit models were estimated for unsignalised and signalised junctions, using the data extracted from the STATS19 accident injury database (1999–2004). Also examined in the models are collision partners’ aggressiveness toward motorcyclists and the impacts various crash configurations have on injury severity. The modelling results uncover several combined factors that were deadly to motorcyclists: for example, injuries tended to be much more severe while motorcyclists involving in approach-turn collisions at signalised junctions than at unsignalised junctions. This study ultimately offers insights into potential countermeasures that could be undertaken to help lessen motorcyclist injury severity at three-legged junctions in the UK.     

Factors associated with higher levels of injury severity in occupants of motor vehicles that were severely damaged in traffic crashes in Kentucky, 2000-2001

OBJECTIVES: The majority of motor vehicle occupants who were killed or hospitalized in crashes in Kentucky in 2000-2001 occupied vehicles that were severely damaged in the crash. Even so, overall only a small percentage of all severely damaged vehicle occupants were killed or hospitalized. The purpose was to identify occupant, vehicle, crash, and roadway/environmental factors that were associated with increased risk of severe injury in crashes where the occupant's vehicle was severely damaged. METHODS: This study probabilistically linked Kentucky's statewide motor vehicle crash and inpatient hospital discharge data files for 2000 and 2001, and selected cases representing occupants of vehicles that were reported by police as having either "severe" or "very severe" damage. For occupants who were identified through data linkage as having been hospitalized, the Injury Severity Score (ISS) was calculated using ICDMAP-90 software, and the scores were stratified into the following categories: critical (>24), severe (15-24), moderate (9-14), and mild (<9). We then created an outcome variable, injury severity level, with five levels: killed; hospitalized with at least moderate injuries (ISS = critical, severe, or moderate); hospitalized with mild injuries (ISS = mild); injured according to the police report but not hospitalized; and no apparent injury according to the police report. We performed a stepwise, ordinal logistic regression of injury severity, using independent variables identified from the existing crash literature. RESULTS: Occupant risk factors for higher levels of injury severity selected by the regression were age (risk increased with age, other factors being equal), female gender, restraint non-use, ejection from the vehicle, and driver impairment (by alcohol and/or drugs). Crash risk factors included head-on collision, collision with a fixed object, vehicle rollover, and vehicle fire. Roadway/environmental factors were federal- or state-maintained roadway and posted speed limit 89 kph (55 mph) or greater. CONCLUSIONS: Many of the identified risk factors are explicitly or implicitly mentioned in the strategic plans of key organizations involved in highway safety and injury prevention in Kentucky. Our analysis provides additional evidence of their importance, and confirms that their mitigation will reduce injury severity in crashes involving severe vehicle damage. Additionally, older occupants and female occupants showed increased risks of serious injury, but to our knowledge these factors are not currently addressed in any state plans. An opportunity exists to clarify the nature of these risks through further studies, which might lead to the identification of countermeasures specific to these populations.     

A meta‐analysis of sleep and work performance: An examination of moderators and mediators

The present study utilizes meta‐analytic techniques to examine the literature on sleep and work performance. In line with previous meta‐analytic research, results indicate that sleep and work performance have a positive relationship. However, more importantly, results from moderator analyses reveal that the type of sleep measurement (sleep quantity and sleep quality), work performance measurement (task performance, organizational citizenship behavior, and counterproductive work behavior), analysis method (between‐person and within‐person), sleep report source (self‐report, other report, and objective), sleep recall window (day, week/month, and more than 1 month), and study setting (field and laboratory) differentially influence the strength of the sleep–work performance relationship. Furthermore, meta‐analytic SEM results indicate that certain mediators (affect, job attitudes, and cognitive resources) provide stronger explanations (i.e., stronger indirect effects) for the relationship between sleep and work performance, depending on the specific type of performance being examined. In general, results highlight the importance of construct operationalization and methodology decisions when conducting sleep–work performance research and provide greater insight into explanations for the relationship between sleep and work performance. Research implications, practical implications, potential limitations, and future directions are also discussed.     

The influence of personal protection equipment,occupant body size,and restraint system on the frontal impact responses of Hybrid III ATDs in tactical vehicles

Objective: Although advanced restraint systems, such as seat belt pretensioners and load limiters, can provide improved occupant protection in crashes, such technologies are currently not utilized in military vehicles. The design and use of military vehicles presents unique challenges to occupant safety—including differences in compartment geometry and occupant clothing and gear—that make direct application of optimal civilian restraint systems to military vehicles inappropriate. For military vehicle environments, finite element (FE) modeling can be used to assess various configurations of restraint systems and determine the optimal configuration that minimizes injury risk to the occupant. The models must, however, be validated against physical tests before implementation. The objective of this study was therefore to provide the data necessary for FE model validation by conducting sled tests using anthropomorphic test devices (ATDs). A secondary objective of this test series was to examine the influence of occupant body size (5th percentile female, 50th percentile male, and 95th percentile male), military gear (helmet/vest/tactical assault panels), seat belt type (3-point and 5-point), and advanced seat belt technologies (pretensioner and load limiter) on occupant kinematics and injury risk in frontal crashes.

Methods: In total, 20 frontal sled tests were conducted using a custom sled buck that was reconfigurable to represent both the driver and passenger compartments of a light tactical military vehicle. Tests were performed at a delta-V of 30 mph and a peak acceleration of 25 g. The sled tests used the Hybrid III 5th percentile female, 50th percentile male, and 95th percentile male ATDs outfitted with standard combat boots and advanced combat helmets. In some tests, the ATDs were outfitted with additional military gear, which included an improved outer tactical vest (IOTV), IOTV and squad automatic weapon (SAW) gunner with a tactical assault panel (TAP), or IOTV and rifleman with TAP. ATD kinematics and injury outcomes were determined for each test.

Results: Maximum excursions were generally greater in the 95th percentile male compared to the 50th percentile male ATD and in ATDs wearing TAP compared to ATDs without TAP. Pretensioners and load limiters were effective in decreasing excursions and injury measures, even when the ATD was outfitted in military gear.

Conclusions: ATD injury response and kinematics are influenced by the size of the ATD, military gear, and restraint system. This study has provided important data for validating FE models of military occupants, which can be used for design optimization of military vehicle restraint systems.