Caracterización del grupo y ficha asociada

7.3.1 Crash Reconstruction II

This incident took place in July 2006 in the evening, in Al-Kharj province, South of Riyadh. A 44 year old male driver was driving a 4-door 1995 BMW-730i se (1878 kg) westbound at a high speed (≈155 km/h) in the first lane of a divided two-way road. The road was unlit. The driver appeared to lose control and hit the right shoulder of the road, somersaulted and did a 180 degree turn in the air. The vehicle then struck a light pole with a Principal Direction of Force (PDOF) of 110 degrees. The driver’s side of the car struck the pole with a CDC estimated to be 10LPAN4. The total ΔV of the impact was estimated to be 125 km/h. The pole was damaged and sheared at its mounting and fell on to the car.

The damage to the vehicle consisted of a broken windshield, separation of the door skin, a buckled A-pillar, intrusion of the driver side door, and the right side of the roof over the driver was depressed into the occupant compartment as shown in Figure 7.5.

In this particular crash one car and fixed objects were involved. A number of variations in the scenario were simulated. One of the scenarios that matched the result reasonably well was when

struck a light pole (which was on the divider) with a Principal Direction of Force (PDoF) of 1100. This reconstructed simulation matches well with the known impact

kinematics

In this particular crash one car and fixed objects were involved. A number of variations in the scenario were simulated. One of the scenarios that matched the result reasonably well was when the car orientation

struck a light pole (which was on the divider) with a Principal Direction of Force (PDoF) of This reconstructed simulation matches well with the known impact

kinematics. Figure 7.6

Figure 7.6: Snapshots from the PC

Figure 7.5: Scene diagram and vehicle damage for Case 2

In this particular crash one car and fixed objects were involved. A number of variations in the scenario were simulated. One of the scenarios that matched the result reasonably well

the car orientation

struck a light pole (which was on the divider) with a Principal Direction of Force (PDoF) of This reconstructed simulation matches well with the known impact

Figure 7.6 shows the sequential events of PC

Figure 7.6: Snapshots from the PC

Figure 7.5: Scene diagram and vehicle damage for Case 2

In this particular crash one car and fixed objects were involved. A number of variations in the scenario were simulated. One of the scenarios that matched the result reasonably well

the car orientation just before

struck a light pole (which was on the divider) with a Principal Direction of Force (PDoF) of This reconstructed simulation matches well with the known impact

shows the sequential events of PC

Figure 7.6: Snapshots from the PC

Figure 7.5: Scene diagram and vehicle damage for Case 2

In this particular crash one car and fixed objects were involved. A number of variations in the scenario were simulated. One of the scenarios that matched the result reasonably well

just before

struck a light pole (which was on the divider) with a Principal Direction of Force (PDoF) of This reconstructed simulation matches well with the known impact

shows the sequential events of PC

Figure 7.6: Snapshots from the PC

Figure 7.5: Scene diagram and vehicle damage for Case 2

In this particular crash one car and fixed objects were involved. A number of variations in the scenario were simulated. One of the scenarios that matched the result reasonably well

just before impact was 9

struck a light pole (which was on the divider) with a Principal Direction of Force (PDoF) of This reconstructed simulation matches well with the known impact

shows the sequential events of PC

Figure 7.6: Snapshots from the PC

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Figure 7.5: Scene diagram and vehicle damage for Case 2

In this particular crash one car and fixed objects were involved. A number of variations in the scenario were simulated. One of the scenarios that matched the result reasonably well impact was 90 with the right shoulder. Finally the car struck a light pole (which was on the divider) with a Principal Direction of Force (PDoF) of

This reconstructed simulation matches well with the known impact shows the sequential events of PC

Figure 7.6: Snapshots from the PC-Crash simulations for Case 2 Figure 7.5: Scene diagram and vehicle damage for Case 2

In this particular crash one car and fixed objects were involved. A number of variations in the scenario were simulated. One of the scenarios that matched the result reasonably well with the right shoulder. Finally the car struck a light pole (which was on the divider) with a Principal Direction of Force (PDoF) of

This reconstructed simulation matches well with the known impact shows the sequential events of PC-Crash simulation for Case 2.

Crash simulations for Case 2 Figure 7.5: Scene diagram and vehicle damage for Case 2

In this particular crash one car and fixed objects were involved. A number of variations in the scenario were simulated. One of the scenarios that matched the result reasonably well with the right shoulder. Finally the car struck a light pole (which was on the divider) with a Principal Direction of Force (PDoF) of

This reconstructed simulation matches well with the known impact Crash simulation for Case 2.

Crash simulations for Case 2 Figure 7.5: Scene diagram and vehicle damage for Case 2

In this particular crash one car and fixed objects were involved. A number of variations in the scenario were simulated. One of the scenarios that matched the result reasonably well with the right shoulder. Finally the car struck a light pole (which was on the divider) with a Principal Direction of Force (PDoF) of

This reconstructed simulation matches well with the known impact Crash simulation for Case 2.

Crash simulations for Case 2

In this particular crash one car and fixed objects were involved. A number of variations in the scenario were simulated. One of the scenarios that matched the result reasonably well with the right shoulder. Finally the car struck a light pole (which was on the divider) with a Principal Direction of Force (PDoF) of This reconstructed simulation matches well with the known impact positions and

Crash simulation for Case 2.

Crash simulations for Case 2

In this particular crash one car and fixed objects were involved. A number of variations in the scenario were simulated. One of the scenarios that matched the result reasonably well with the right shoulder. Finally the car struck a light pole (which was on the divider) with a Principal Direction of Force (PDoF) of positions and

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7.3.2 Mechanisms of Spinal Injury

A physical examination revealed mild tenderness over the driver’s forehead and the left side of his neck. Nonetheless, a side radiography and multi-detector CT scan of the cervical spine showed a cleft between the superior and inferior facets of the articular pillar of C6 and grade I spondylolisthesis at C6 anteriorly with respect to C7 as shown in Figure 7.7.

Figure 7.7: Radiographic images of spinal injuries for driver in Case 2: left, lateral radiograph of cervical spine showed Grade I Anterolisthesis of C6; centred, axial CT images revealed corticated cleft between bilateral C6 facets and spina bifida of C6; right,

three-dimensional CT showed inferior facet fragments on side of the spondylolytic

The associated injuries by the driver and the probable sources of these injuries are shown in Table 7.3. A physical examination revealed mild tenderness over the left side of his neck. The diagnosis of spinal injury was confirmed to be a biside cervical spondylolysis at C6 anteriorly with respect to C7. Examination of the vehicle interior showed that there was evidence of occupant contact on the left side sun visor. The likely occupant kinematics in this collision would suggest that the head of the driver has contacted the A pillar which would be the cause of the head injury. This may have been further confounded by contact with the pole.

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Table 7.3: Injuries of driver in Case 2

Injury ISS Body

Region AIS

Source of Injury

Brain mild contusion Head 150202.3 A pillar Biside C6 cervical spondylolysis Cervical spine 650222.3 A pillar

Three linear abrasions on left cheek Face 210202.1 A pillar

Laceration of forehead Face 210600.1 Windshield

Multiple abrasions over right side chest Thorax 410202.1 Side door Multiple ribs fractures posteriorly Thorax 450264.4 Side door Transverse fracture through sternum Thorax 450804.2 Side door Extensive lacerations of parietal pleura Thorax 441802.3 Side door

Biside lung contusions Thorax 441410.4 Side door Multiple abrasions over right flank Abdomen 510202.1 Side door Multiple fractures of pelvis Extremities 852608.4 Steering wheel Displaced fracture of right femur Extremities 851815.3 Steering wheel Multiple abrasions right upper thigh Extremities 810202.1 Steering wheel

ISS 41

The fracture injury to the cervical vertebra is likely to have occurred as a result of either forced extension or flexion of the cervical spine due to head contact with the A pillar. Such type of loading can occur with an impact to the top of the head and the force being directed along the neck. The head contact with the A pillar suggests that the occupant has been ejected from the seat during which the upper thigh would have contacted the steering wheel and dash board. This would then be the likely source of injury for the pelvis and the upper thigh. The rarity of this condition means the natural course of cervical spondylolysis has not been well described. The common mechanisms of this type of spinal injury were described by many authors such as Yochum et al., 1995; and Mofidi et al., 2007. The severity of injury can be ameliorated or the accidents even eliminated by introducing highway safety measures (Hassan and Mackay, 1996b). Table 7.4 shows the Haddon's matrix preventive measures for Case 2.

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Table 7.4: Haddon’ s matrix for Case 2

Phase

Factor

Host Vehicle Environment

Pre-event • Fatigue • Driver education on effects of speed • Behavior modification • Brakes in

working order • Poor lighting

Event

• Middle age driver

• Reduction time

• No seatbelt use

• High speed

• No airbags • No guard rails

Post-Event

• Middle age driver

• Average physical condition • No engine cutoff • 911 Emergency number • EMS • Trauma care • Rehabilitation systems