IIHS Side Crash Test Ratings and Occupant Death Risk in Real-World Crashes

Teoh, Eric R.; Lund, Adrian K.

doi:10.1080/15389588.2011.585671

Cited by 38 publications

(19 citation statements)

References 6 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Although there are reports that front-seat-occupant crash-related mortality has decreased with the use of newer vehicle models (Ryb et al 2009, 2011; Brown and Bilston 2014), few studies have addressed the role of vehicle side crash safety ratings for rear-seated adult passengers (Teoh and Lund 2011). Further elucidation of these issues may identify areas of intervention to improve injury and mortality in this population.…”

Section: Introductionmentioning

confidence: 99%

Factors associated with mortality in rear-seated adult passengers involved in fatal motor vehicle crashes on US roadways

Raneses

Pressley

2015

Inj. Epidemiol.

View full text Add to dashboard Cite

BackgroundRecent efforts to pass rear seat belt laws for adults have been hampered by large gaps in the scientific literature. This study examines driver, vehicle, crash, and passenger characteristics associated with mortality in rear-seated adult passengers.MethodsThe Fatality Analysis Reporting System (FARS) 2010 to 2011 was used to examine motor vehicle occupant mortality in rear-seated adult passengers 18 years and older. Side crash vehicle safety ratings were assessed in a subset analysis of vehicles struck on the same side as the rear-seated passenger. Multilevel logistic regression models used SAS GLIMMIX.ResultsOf the 7,229 rear-seated adult passengers, 2,091 (28.9%) died. Multivariable predictors of increased mortality were advancing passenger age, younger driver age, excessive speed, ejection, being unbelted, rear impact, and same-side crash. Belt use was associated with a 67.0% reduction in total mortality. Despite this, belt wearing was low (48.1%) and differed by seating position, with less than one third of middle-seated passengers belted. Multivariable analysis showed mortality to be nearly three times higher in same-side crashes than other impact locations (odds ratio (OR) = 2.76, 2.22, 3.44). In a multivariable subpopulation analysis of same-side crashes, right-seated passengers had an increased mortality (52.7% vs. 43.2%, p < 0.01) compared to left-seated passengers (OR = 1.55, 1.02, 2.36). Vehicle side crash safety ratings, available for 27.7% (n = 172) of same-side crashes, were not predictive of mortality.ConclusionsExcept for same-side crashes, seat belts were associated with significantly lowered mortality. Despite this, seat belt wearing was low and represents one of several areas where further improvements in mortality might be realized.

show abstract

Section: Introductionmentioning

confidence: 99%

Factors associated with mortality in rear-seated adult passengers involved in fatal motor vehicle crashes on US roadways

Raneses

Pressley

2015

Inj. Epidemiol.

View full text Add to dashboard Cite

show abstract

“…Vehicles earning good ratings in the moderate overlap front7 and side8 crash tests are associated with lower driver death rates in frontal crashes and near-side crashes, respectively, than vehicles rated poor. Over time, the percentages of registered vehicles rated good or acceptable in crash tests have increased 9.…”

Section: Introductionmentioning

confidence: 95%

Type, size and age of vehicles driven by teenage drivers killed in crashes during 2008–2012

McCartt

Teoh

2014

Inj Prev

View full text Add to dashboard Cite

Given teenagers' elevated crash rates, it is especially important that their vehicles have key safety features and good crash protection. A profile of vehicles driven by teenagers killed in crashes was developed. Data on vehicles of drivers ages 15-17 and ages 35-50 who died in crashes during 2008-2012 were obtained from the Fatality Analysis Reporting System. Using vehicle identification numbers, the vehicle make, model and model year were identified. 29% of fatally injured teenagers were driving mini or small cars, 82% were driving vehicles at least 6 years old, and 48% were driving vehicles at least 11 years old. Compared with middle-aged drivers, teenagers' vehicles more often were small or mini cars or older vehicles. Few teenagers' vehicles had electronic stability control or side airbags as standard features. Parents should consider safety when choosing vehicles for their teenagers. BACKGROUND

show abstract

“…However, as shown in Figure 1, unless the severity of the real-world crash exceeded that of the test, only a limited number of nearside occupants were injured from impacts centered near the B-pillar (20%). This likely reflects the relative success of the test program in promoting crashworthiness improvements that apply to real-world crashes similar to the test (Teoh and Lund 2011). It also implies that modifications to the current injury criteria would have a limited effect unless they were needed to represent the outcomes observed in a different impact configuration.…”

Section: Modified Injury Criteria or Dummy Sizementioning

confidence: 99%

“…For 2012-2014 models, these proportions had changed to 93 and 1%, respectively ( Figure A1, see online supplement). Based on analysis of real-world side impacts, Teoh and Lund (2011) found that when a left-side crash occurred, drivers of good-rated vehicles were 70% less likely to die than drivers of poor-rated vehicles even after taking into account the life-saving benefits of head-protecting side airbags, the fitment of which was encouraged by the IIHS test. When combined with changes in the fleet, driver behavior, and environmental factors, improved side impact crashworthiness has helped contribute to a decline in side-impact driver fatality in 1-to 3-year-old vehicles from 22 per million registered vehicles in 2005 to 7 per million in 2012 (IIHS 2014).…”

Section: Introductionmentioning

confidence: 99%

Occurrence of Serious Injury in Real-World Side Impacts of Vehicles with Good Side-Impact Protection Ratings

Brumbelow

Mueller²,

Arbelaez³

2015

Traffic Injury Prevention

View full text Add to dashboard Cite

Objective: The Insurance Institute for Highway Safety (IIHS) introduced its side impact consumer information test program in 2003.Since that time, side airbags and structural improvements have been implemented across the fleet and the proportion of good ratings has increased to 93% of 2012-2014 model year vehicles. Research has shown that drivers of good-rated vehicles are 70% less likely to die in a left-side crash than drivers of poor-rated vehicles. Despite these improvements, side impact fatalities accounted for about one quarter of passenger vehicle occupant fatalities in 2012. This study is a detailed analysis of real-world cases with serious injury resulting from side crashes of vehicles with good ratings in the IIHS side impact test.Methods: NASS-CDS and Crash Injury Research and Engineering Network (CIREN) were queried for occupants of good-rated vehicles who sustained an Abbreviated Injury Scale (AIS) ≥ 3 injury in a side-impact crash. The resulting 110 cases were categorized by impact configuration and other factors that contributed to injury. Patterns of impact configuration, restraint performance, and occupant injury were identified and discussed in the context of potential upgrades to the current IIHS side impact test.Results: Three quarters of the injured occupants were involved in near-side impacts. For these occupants, the most common factors contributing to injury were crash severities greater than the IIHS test, inadequate side-airbag performance, and lack of side-airbag coverage for the injured body region. In the cases where an airbag was present but did not prevent the injury, occupants were often exposed to loading centered farther forward on the vehicle than in the IIHS test. Around 40% of the far-side occupants were injured from contact with the struck-side interior structure, and almost all of these cases were more severe than the IIHS test. The remaining far-side occupants were mostly elderly and sustained injury from the center console, instrument panel, or seat belt. In addition, many far-side occupants were likely out of position due to events preceding the side impact and/or being unbelted.Conclusion: Individual changes to the IIHS side impact test have the potential to reduce the number of serious injuries in real-world crashes. These include impacting the vehicle farther forward (relevant to 28% of all cases studied), greater test severity (17%), the inclusion of far-side occupants (9%), and more restrictive injury criteria (9%). Combinations of these changes could be more effective.

show abstract

IIHS Side Crash Test Ratings and Occupant Death Risk in Real-World Crashes

Cited by 38 publications

References 6 publications

Factors associated with mortality in rear-seated adult passengers involved in fatal motor vehicle crashes on US roadways

Factors associated with mortality in rear-seated adult passengers involved in fatal motor vehicle crashes on US roadways

Type, size and age of vehicles driven by teenage drivers killed in crashes during 2008–2012

Occurrence of Serious Injury in Real-World Side Impacts of Vehicles with Good Side-Impact Protection Ratings

Contact Info

Product

Resources

About