Injury patterns in motor vehicle fatalities

A retrospective pilot study of motor vehicle incident fatalities was conducted to determine what relationships exist between injuries received by deceased drivers, passengers, and a control population of pedestrians, and some of the environmental factors existing at the time of the incident. A number of correlations were established between the types and locations of injuries received, seat belt use, position of the injured party, and so forth. A study of this type, if performed on a large enough population, could lead to predictive models for the determination of position of the victims within a motor vehicle at the time of a fatal crash, based on a unique clustering of injuries.     

Gasoline exposure in motor vehicle accident fatalities

Three cases are described in which deaths after motor vehicle accidents occurred as a result of positional asphyxia associated with exposure to gasoline. The deceased individuals were aged 16, 34, and 35 years, respectively (M:F = 1:2) and had all been in the back seat of motor vehicles involved in rollover accidents that had resulted in spilling of gasoline with contamination of the cabins. Major components of gasoline were detected in blood and tissues by headspace gas chromatography. Postmortem toxicologic investigations of such cases, which include analyses for volatile hydrocarbons, may therefore produce additional significant information.     

Detection of cannabinoids in homicide victims and motor vehicle fatalities

A gas chromatographic/mass spectrometric (GC/MS) procedure is described for the detection and measurement of delta 9-tetrahydrocannabinol, 11-hydroxy-delta 9-tetrahydrocannabinol, and 11-nor-delta 9-tetrahydrocannabinol-9-carboxylic acid in blood, or 11-nor-delta 9-tetrahydrocannabinol-9-carboxylic acid in urine. About 50% of all homicide victims and motor vehicle drivers killed in Bexar County in 1985 were tested for the presence of cannabinoids. Of 130 homicides and 69 drivers tested, blood was analyzed primarily in all but 15 and 3 cases, respectively. In these latter cases, blood analyzed after urine was found to be positive. Of the homicide victims, 44 (34%), and of all drivers, 19 (28%), tested were positive for one or more of the cannabinoids. As a separate group, 16 motorcycle drivers tested had 38% positive as compared with 25% of the other vehicle drivers. Ethyl alcohol was present in 55% of the drivers, and in 63% of the homicide victims. Drugs other than alcohol or cannabinoids were found in 10% of the drivers, and in 12% of the homicide victims.     

Marijuana medicalization and motor vehicle fatalities: a synthetic control group approach

Journal of Experimental Criminology - This paper reports a quasi-experimental evaluation of California’s 1996 medical marijuana law (MML), known as Proposition 215, on statewide motor vehicle...     

The many faces of violence: A theoretical and statistical comparison of homicides,suicides, and motor vehicle fatalities

Homicide as a form of lethal violence has occupied a dominant place in criminological research over several decades. Researchers have explained the causes of homicide from various theoretical frameworks. Two other forms of lethal violence, namely suicide and motor vehicle fatalities, have been largely ignored. This study explores the trends in three forms of violent deaths namely, homicide, suicide, and motor vehicle fatalities in Phoenix, Arizona for the period 1950–1988. These three forms of violence have been tested from two dominant theoretical perspectives, namely social disorganization and social conflict. The findings from our study suggest that the social conditions which influence homicide are the same as those that influence other forms of lethal violence.     

Evaluation of aortic injury in driver fatalities occurring in motor vehicle accidents in the State of Maryland for 2003 and 2004

Incorporating epidemiological and pathologic factors, a retrospective analysis of aortic injury and driving fatalities was conducted. To better understand the mechanism of injury, data were compiled for decedent demographics, autopsy and toxicology findings, and accident circumstances, with emphasis on directional impact. Review of the autopsy files of the Office of the Chief Medical Examiner in the State of Maryland in 2003 and 2004, identified 150 cases of aortic injury recorded in 537 autopsied drivers. Aortic lacerations occurred in 96% of the cases with aortic injury, two thirds of which were complete or near complete transections. A large percentage of cases involved a side impact collision. Consistent with extant research on frontal and lateral impacts, the majority of aortic injuries occurred at the ligamentum arteriosum. Also, the mechanism of aortic injury seems to be similar for side and frontal impact collisions, involving a combination of rapid deceleration forces along with chest and/or upper abdominal compression. This study emphasizes the importance of side impact collisions as a cause of aortic injury. Aortic lacerations have a high mortality rate and better motor vehicle design may prevent this type of injury.     

Virtopsy--fatal motor vehicle accident with head injury

A man wearing no protective helmet was struck by a motor vehicle while riding a bicycle. He was loaded on his left side, and the impact point of his head was his occiput on the car roof girder. He was immediately transported to the general hospital, where he passed away. Postmortem examination using multi-slice computed tomography (MSCT) revealed an extensively comminuted fracture of the posterior part and the base of the skull. Observed were deep direct and contrecoup brain bruises, with the independent fractures of the roof of the both orbits. Massive subdural and subarachnoidal hemorrhage with cerebral edema and shifting of the mid-line towards left side were also detected. MSCT and autopsy results were compared and the body injuries were correlated to vehicle damages. In conclusion, postmortem imaging is a good forensic visualization tool with great potential for documentation and examination of body injuries and pathology.     

Upper cervical trauma in motor vehicle collisions

Motor vehicle collisions can cause a variety of injuries in pedestrians and vehicle occupants. Fatal and nonfatal trauma to the upper cervical spine, that is, atlanto-occipital junction, atlas and axis, can be part of this spectrum. Certain distinctive injuries (for example, "hangman's fracture") which occur result from the unique anatomic structure of this area and the various disruptive forces such as extension, distraction (tension), compression (axial loading), shear, and inertia generated during collision. Correlation of autopsy findings or radiological information of these cervical injuries or both with scene investigation can be informative not only in the determination of morbidity and mortality, but also in the assessment of injury mechanisms and improvements in occupant protection.     

Note on fabric marks in motor vehicle collisions

Two cases are described where motor vehicle accidents lead to fabric weave impressions and fibres being transferred to the paintwork of vehicles from the clothes of the victims.     

Marks involving polyvinylchloride materials in motor vehicle collisions

In collisions where there is contact between a plasticized polyvinychloride surface and a vehicle, characteristic marks arising from the plastic are deposited on the vehicle. These appear as (a) a series of ridges and depressions with embedding plastic filaments, or (b) dispersed droplets along with brown mass. The corresponding features noticed on the plastic are (a) melting and marks of stretching, and (b) dark brown discolouration and cracked film structure. These marks are dependent on whether the deformation in the collision is either melting or thermal degradation. The occurrence of the marks from melting has been reported (J. Forensic Sci., 31 (1986) 778–781). In a recent case diffenent marks, namely, dispersed droplets along with brown mass caused by the thermally degrading plastic were observed. The appearance of either of these kinds of marks on the vehicle together with corresponding features on the plastic material constitute physical evidence of contact and can be used as proof of a collision.     

Athletic fatalities

In 1985, we began studying athletic fatalities in Marion County, Indiana (city of Indianapolis, population 779,966) U.S.A. We previously reported the data for calendar year 1985. The reviewed cases include all sudden, unexpected, or traumatic deaths of conditioned, competitive athletes in Marion County. This follow-up is a review of all athletic fatalities in Marion County that occurred from January 1986 through July 1988. All deaths during or immediately after athletic activity were reviewed, whether or not the participant was a conditioned athlete. Natural disease, especially heart disease without prior diagnosis, continues to be the most prevalent modality of death.     

Theophylline fatalities

Two fatal cases are presented involving the acute ingestion of theophylline resulting in blood theophylline concentrations greater than one hundred times the accepted therapeutic range.     

Unemployment and highway fatalities

We considered unemployment, an often overlooked covariate of highway fatalities, hypothesizing that (1) as unemployment rises, aggregate driving decreases, especially among the unemployed, and as driving decreases, fatalities should decrease; (2) unemployment may influence drinking--some among the unemployed may drink less due to lower incomes, while others may drink more due to stress so the net effect would be ambiguous; and (3) unemployment may increase aggregate levels of stress and unhappiness, which can result in poor concentration on driving and thus, in turn, should result in more accidents and deaths. We used data from fifty states and the District of Columbia from 1976-1980, representing 255 observations. (No prior study has as many observations or controls for as many covariates.) Using econometric models of the data, we present evidence for two of the three hypothesized effects of unemployment. We conclude that, if the number of miles driven is held constant, worsening unemployment leads to higher fatality rates, most likely due to stress effects. But because more unemployment means less driving, increases in unemployment, on balance, are associated with decreases in fatalities.     

Fatal traffic injuries among pedestrians, bicyclists and motor vehicle occupants

The objective of this study was to investigate characteristic injuries of pedestrians and bicyclists (unprotected) compared to motor vehicle occupants' (protected) in fatal traffic accidents. Cases of 664 fatal traffic accidents (371 pedestrians, 45 bicyclists, and 248 motor vehicle occupants) were collected from 1999 to 2001 using the database of the Forensic Institute in Budapest. Autopsy reports were analyzed. Location of injuries, blood alcohol levels, seasonal distribution and natural diseases influencing accident outcome were evaluated. For statistical analysis, odds ratio (OR) with 95% confidence interval (CI) was used by a conditional logistic regression. There were substantial differences in distribution of injuries suffered by pedestrians, bicyclists and motor vehicle occupants. Among pedestrians and bicyclists there was a higher rate of head injuries, such as skull fractures, epidural haemorrhage, subdural haemorrhage, brain contusion, and injuries of the lower extremities. Thoracic damages, such as traumatic aortic rupture, hemothorax, and abdominal damages, like liver rupture were dominant in motor vehicle occupants. Considering existing natural diseases, coronary artery disease was the only one with higher occurrence among motor vehicle occupants 24 (9.7%) compared with pedestrians and bicyclist 36 (8.6%). These results underline the importance of preventive strategies in transportation, pointing out that different methods are necessary to reduce fatal injuries of various traffic participants.     

Firearm fatalities.

One hundred and twenty eight cases of shooting fatalities were investigated during an 11-year period. Of these 57% were homicidal shootings with 34% suicidal in nature. Only two suicidal fatalities were female. Analysis of the sites of entrance wounds confirmed the 'sites of election' in suicidal shootings, whilst homicidal wounds showed a much wider distribution. Multiple entrance wounds were seen in 42% of homicidal shootings. Injuries to hands were seen in 7 homicidal fatalities.     

Neck injuries caused by being run over by a motor vehicle

We report a homicide involving the use of a motor vehicle and simulating a traffic accident. This observation was the reason for a retrospective analysis of neck injuries in victims of traffic accidents, in which a person has been run over (RO) by a motor vehicle. The autopsy material of two institutes from 1990-1996 was used. The following findings were obtained in 63 victims: laryngohyoid fractures (LH-fx): 10 cases (16%) with a clear difference between the institutes (22% versus 7%). This resulted from examination with special regard to such injuries in many cases at one of the institutes, whereas only autopsy reports were taken retrospectively from the other institute. Five of these cases had suffered only minor LH-fx (as seen frequently in strangulation), although extensive run over (RO) injuries of the other cervical tissues were present. All LH-fx were caused by direct compression of the neck; in eight of the cases they were combined with mandibular fractures. Petechial hemorrhages (petH) at the eye lids/conjunctivae were seen in 19 cases (30%); 16 of these were related to thorax RO injuries, three to abdominal RO only. Four cases involved LH-fx, petH as well as cervical skin lesions and additional cervical soft tissue hemorrhages. Interpretation can be extremely difficult with this combination of findings if the character of the event cannot be established as accidental beyond doubt on the basis of the circumstances.     

Car surfing in Indiana--an unusual form of motor vehicle fatality.

A new form of joyride known as "car surfing" with fatal results is documented. The possible role of this activity in extra-vehicular motor vehicle deaths involving teenage or youthful drivers is described. Potential scene and autopsy findings are discussed.     

机动车物权变动及风险承担探析

机动车所有权转移的时间及其风险承担,无论在理论上还是实践中,均存在较大争议。本文认为依我国现行法律,机动车物权应当适用民法的一般规定,自机动车交付时起转移,法律并无特别规定,登记只是车辆管理部门的管理措施,与物权变动没有直接关系,不办理登记将成为车辆上路行驶的障碍。机动车属于我国《民法通则》规定的高速运输工具,其致人损害适用的是无过错责任原则。买卖机动车未办理登记致人损害时,登记名义人不承担赔偿责任,对机动车处于支配地位并能从机动车运行中获益的人才是责任主体;被盗车辆发生交通事故致人损害,车辆所有人不承担责任;分期付款买卖机动车致人损害,由买受人承担责任。