Dataset Information

Importance of dashboard camera (Dash Cam) analysis in fatal vehicle-pedestrian crash reconstruction.

ABSTRACT: The reconstruction of dynamic of traffic injuries remains a challenge in forensic pathology and is often based on circumstantial data. Dash Cams are digital video recorders which can be located inside a vehicle and continuously record the view through the windscreen, thus providing objective evidence. Here we present the case of a traffic crash in which a pedestrian was hit by an articulated lorry. The analysis of a video recorded from a Dash Cam retrieved inside the vehicle during the death scene investigation (DSI) was crucial in the reconstruction of the manner of death. Indeed, the death, which was initially assumed to be accidental, was finally deemed as a suicide on the basis of the video recording, which showed an intentional and sudden rush of the victim to the middle of the roadway. Advantages and disadvantages of the use of Dash Cams will be discussed, focusing on the profound differences in the related national and international regulations. Based on the present case, in traffic crashes, the search for Dash Cams during the DSI may be recommended and the video recordings should be analyzed in the setting of a multidisciplinary and multimodal evaluation of the case, for a proper reconstruction of the facts.

SUBMITTER: Giovannini E

PROVIDER: S-EPMC8413177 | biostudies-literature | 2021 Sep

REPOSITORIES: biostudies-literature

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Importance of dashboard camera (Dash Cam) analysis in fatal vehicle-pedestrian crash reconstruction.

Giovannini Elena E Giorgetti Arianna A Pelletti Guido G Giusti Alessio A Garagnani Marco M Pascali Jennifer Paola JP Pelotti Susi S Fais Paolo P

Forensic science, medicine, and pathology 20210519 3

The reconstruction of dynamic of traffic injuries remains a challenge in forensic pathology and is often based on circumstantial data. Dash Cams are digital video recorders which can be located inside a vehicle and continuously record the view through the windscreen, thus providing objective evidence. Here we present the case of a traffic crash in which a pedestrian was hit by an articulated lorry. The analysis of a video recorded from a Dash Cam retrieved inside the vehicle during the death sce ...[more]

PMID: 34013466

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Project description:Whiplash injury is a common consequence of motor vehicle crashes (MVC), yet it is also one of the most poorly understood. While more than 50% of those injured should expect to rapidly recover, others are not as fortunate with approximately 25% of those exposed to and injured in an MVC transitioning from acute to chronic pain and disability. The purpose of this prospective study was to determine if the severity and direction of collisions involving participants enrolled in a longitudinal study of recovery from whiplash are able to differentiate between different recovery groups based on the neck disability index (NDI) percentage scores at 3-months, and if these crash specific parameters are associated with known risk factors for recovery. Here, we examined objective collision data, repair invoices, and characteristics of the crash for 37 acutely injured participants consented and enrolled at their emergency department visit and further assessed at three time points; < 1 week, 2-weeks, and 3-months post MVC. Collision data were used to reconstruct and estimate the severity of the crash and determine if they aligned with the heterogeneity of whiplash injury recovery. Wilcoxon rank sum tests were used to determine if % scores on the Neck Disability Index (NDI) at 3-months post MVC were associated with the following variables: sex, head turned at time of impact, seatbelt use, whether or not airbags deployed, if the vehicle was struck while stopped or while turning, or the principle direction of force (PDOF). Spearman's correlation coefficients were used to determine if NDI at 3-months post MVC was associated with age, Body Mass Index, pain-related disability at baseline, signs of post-traumatic distress, intrusion/hyperarousal, negative affect, pain intensity, estimated speed change from the impact, and damage estimates (in US$). There was a significant positive association between self-reported neck disability at 3-months post MVC, post-traumatic distress, negative affect and uncontrolled pain. There was no direct effect of participant characteristics, arousal, intrusion/hyperarousal sub-score, damage, PDOF, speed change, or other crash characteristics. Established crash parameters were not associated with the heterogeneity of whiplash injury recovery in a small sample of injured participants.

Project description:Head-to-vehicle contact boundary condition and criteria and corresponding thresholds of head injuries are crucial in evaluation of vehicle safety performance for pedestrian protection, which need a constantly updated understanding of pedestrian head kinematic response and injury risk in real-world collisions. Thus, the purpose of the current study is to investigate the characteristics of pedestrian head-to-vehicle contact boundary condition and pedestrian AIS3+ (Abbreviated Injury Scale) head injury risk as functions of kinematic-based criteria, including HIC (Head Injury Criterion), HIP (Head Impact Power), GAMBIT (Generalized Acceleration Model for Brain Injury Threshold), RIC (Rotational Injury Criterion), and BrIC (Brain Injury Criteria), in real-world collisions. To achieve this, 57 vehicle-to-pedestrian collision cases were employed, and a multi-body modeling approach was applied to reconstruct pedestrian kinematics in these real-world collisions. The results show that head-to-windscreen contacts are dominant in pedestrian collisions of the analysis sample and that head WAD (Wrap Around Distance) floats from 1.5 to 2.3 m, with a mean value of 1.84 m; 80% of cases have a head linear contact velocity below 45 km/h or an angular contact velocity less than 40 rad/s; pedestrian head linear contact velocity is on average 83 ± 23% of the vehicle impact velocity, while the head angular contact velocity (in rad/s) is on average 75 ± 25% of the vehicle impact velocity in km/h; 77% of cases have a head contact time in the range 50-140 ms, and negative and positive linear correlations are observed for the relationships between pedestrian head contact time and WAD/height ratio and vehicle impact velocity, respectively; 70% of cases have a head contact angle floating from 40° to 70°, with an average value of 53°; the pedestrian head contact angles on windscreens (average = 48°) are significantly lower than those on bonnets (average = 60°); the predicted thresholds of HIC, HIP, GAMBIT, RIC, BrIC2011, and BrIC2013 for a 50% probability of AIS3+ head injury risk are 1,300, 60 kW, 0.74, 1,470 × 104, 0.56, and 0.57, respectively. The findings of the current work could provide realistic reference for evaluation of vehicle safety performance focusing on pedestrian protection.

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Dataset Information

Importance of dashboard camera (Dash Cam) analysis in fatal vehicle-pedestrian crash reconstruction.

Publications

Importance of dashboard camera (Dash Cam) analysis in fatal vehicle-pedestrian crash reconstruction.

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