[A spatially explicit analysis of traffic accidents involving pedestrians and cyclists in Berlin].
Lakes, Tobia
2017-12-01
In many German cities and counties, sustainable mobility concepts that strengthen pedestrian and cyclist traffic are promoted. From the perspectives of urban development, traffic planning and public healthcare, a spatially differentiated analysis of traffic accident data is decisive. 1) The identification of spatial and temporal patterns of the distribution of accidents involving cyclists and pedestrians, 2) the identification of hotspots and exploration of possible underlying causes and 3) the critical discussion of benefits and challenges of the results and the derivation of conclusions. Spatio-temporal distributions of data from accident statistics in Berlin involving pedestrians and cyclists from 2011 to 2015 were analysed with geographic information systems (GIS). While the total number of accidents remains relatively stable for pedestrian and cyclist accidents, the spatial distribution analysis shows, however, that there are significant spatial clusters (hotspots) of traffic accidents with a strong concentration in the inner city area. In a critical discussion, the benefits of geographic concepts are identified, such as spatially explicit health data (in this case traffic accident data), the importance of the integration of other data sources for the evaluation of the health impact of areas (traffic accident statistics of the police), and the possibilities and limitations of spatial-temporal data analysis (spatial point-density analyses) for the derivation of decision-supported recommendations and for the evaluation of policy measures of health prevention and of health-relevant urban development.
Pedestrian injury causation study (pedestrian accident typing)
DOT National Transportation Integrated Search
1982-08-01
A new computerized pedestrian accident typing procedure was tested on 1,997 cases from the Pedestrian Injury Causation Study (PICS). Two coding procedures were used to determine the effects of quantity and quality of information on accident typing ac...
Urban pedestrian accident countermeasures experimental evaluation. Volume 2, Accident studies
DOT National Transportation Integrated Search
1975-02-01
A pedestrian accident data collection system was established in six major cities. The system involved using the regular police accident report form and a specifically designed supplementary data form. The information on the forms was combined, and th...
A comparison of alcohol involvement in pedestrians and pedestrian casualties
DOT National Transportation Integrated Search
1979-10-01
A field accident research study was conducted in the City of New Orleans in : 1975-76 in order to (1) determine the percentage and relative risk of alcohol involvement : in adult pedestrian fatal and injury accidents; (2) identify in the alcohol invo...
Measuring accident risk exposure for pedestrians in different micro-environments.
Lassarre, Sylvain; Papadimitriou, Eleonora; Yannis, George; Golias, John
2007-11-01
Pedestrians are mainly exposed to the risk of road accident when crossing a road in urban areas. Traditionally in the road safety field, the risk of accident for pedestrian is estimated as a rate of accident involvement per unit of time spent on the road network. The objective of this research is to develop an approach of accident risk based on the concept of risk exposure used in environmental epidemiology, such as in the case of exposure to pollutants. This type of indicator would be useful for comparing the effects of urban transportation policy scenarios on pedestrian safety. The first step is to create an indicator of pedestrians' exposure, which is based on motorised vehicles' "concentration" by lane and also takes account of traffic speed and time spent to cross. This is applied to two specific micro-environments: junctions and mid-block locations. A model of pedestrians' crossing behaviour along a trip is then developed, based on a hierarchical choice between junctions and mid-block locations and taking account of origin and destination, traffic characteristics and pedestrian facilities. Finally, a complete framework is produced for modelling pedestrians' exposure in the light of their crossing behaviour. The feasibility of this approach is demonstrated on an artificial network and a first set of results is obtained from the validation of the models in observational studies.
DOT National Transportation Integrated Search
1981-01-01
The purpose of the research reported here was to evaluate the nature, characteristics, and severity of accidents involving pedestrians in Virginia and to determine whether or not these data would suggest the need for changes in Virginia traffic laws ...
Vehicle-pedestrian collisions - Aspects regarding pedestrian kinematics, dynamics and biomechanics
NASA Astrophysics Data System (ADS)
Petrescu, L.; Petrescu, Al
2017-10-01
Vehicle-pedestrian collisions result in a substantial number of pedestrian fatalities and injuries worldwide. Concern continues to limit and reduce the tragic consequences suffered by pedestrians involved in road accidents, caused the vehicle-pedestrian accident reconstruction become an important area and distinctly outlined in the reconstruction of road incidents involving vehicle. This paper analyzes the dynamics of vehicle-pedestrian impact influence over pedestrian biomechanics, which is directly connected with the severity of injury after contact with the vehicle profile and with the place where the pedestrian is projected. The main goal of this paper is to highlight some features of reconstruction of road accidents involving pedestrian, looking at the kinematics and dynamics of pedestrian impact for a better understanding of the phenomena that occur. The study on the dynamics and biomechanics of the pedestrian hit by the vehicle is useful in order to understand how the injuries, including the lethal ones, are generated in the collision, what is essential in road accidents reconstruction.
The effect of road and environmental characteristics on pedestrian hit-and-run accidents in Ghana.
Aidoo, Eric Nimako; Amoh-Gyimah, Richard; Ackaah, Williams
2013-04-01
The number of pedestrians who have died as a result of being hit by vehicles has increased in recent years, in addition to vehicle passenger deaths. Many pedestrians who were involved in road traffic accident died as a result of the driver leaving the pedestrian who was struck unattended at the scene of the accident. This paper seeks to determine the effect of road and environmental characteristics on pedestrian hit-and-run accidents in Ghana. Using pedestrian accident data extracted from the National Road Traffic Accident Database at the Building and Road Research Institute (BRRI) of the Council for Scientific and Industrial Research (CSIR), Ghana, a binary logit model was employed in the analysis. The results from the estimated model indicate that fatal accidents, unclear weather, nighttime conditions, and straight and flat road sections without medians and junctions significantly increase the likelihood that the vehicle driver will leave the scene after hitting a pedestrian. Thus, integrating median separation and speed humps into road design and construction and installing street lights will help to curb the problem of pedestrian hit-and-run accidents in Ghana. Copyright © 2012 Elsevier Ltd. All rights reserved.
Moradi, Ali; Soori, Hamid; Kavousi, Amir; Eshghabadi, Farshid; Nematollahi, Shahrzad; Zeini, Salahdien
2017-01-01
In most countries, occurrence of traffic causalities is high in pedestrians. The aim of this study is to geographically analyze the traffic casualties in pedestrians in downtown Tehran city. The study population consisted of traffic injury accidents in pedestrians occurred during 2015 in Tehran city. Data were extracted from offices of traffic police and municipality. For analysis of environmental factors and site of accidents, ordinary least square regression models and geographically weighted regression were used. Fitness and performance of models were checked using the Akaike information criteria, Bayesian information criteria, deviance, and adjusted R 2 . Totally, 514 accidents were included in this study. Of them, site of accidents was arterial streets in 370 (71.9%) cases, collector streets in 133 cases (25.2%), and highways in 11 cases (2.1%). Geographical units of traffic accidents in pedestrians had statistically significant relationship with a number of bus stations, number of crossroads, and recreational areas. Distribution of injury traffic accidents in pedestrians is different in downtown Tehran city. Neighborhoods close to markets are considered as most dangerous neighborhoods for injury traffic accidents. Different environmental factors are involved in determining the distribution of these accidents. The health of pedestrians in Tehran city can be improved by proper traffic management, control of environmental factors, and educational programs.
Moradi, Ali; Soori, Hamid; Kavousi, Amir; Eshghabadi, Farshid; Nematollahi, Shahrzad; Zeini, Salahdien
2017-01-01
Introduction: In most countries, occurrence of traffic causalities is high in pedestrians. The aim of this study is to geographically analyze the traffic casualties in pedestrians in downtown Tehran city. Methods: The study population consisted of traffic injury accidents in pedestrians occurred during 2015 in Tehran city. Data were extracted from offices of traffic police and municipality. For analysis of environmental factors and site of accidents, ordinary least square regression models and geographically weighted regression were used. Fitness and performance of models were checked using the Akaike information criteria, Bayesian information criteria, deviance, and adjusted R2. Results: Totally, 514 accidents were included in this study. Of them, site of accidents was arterial streets in 370 (71.9%) cases, collector streets in 133 cases (25.2%), and highways in 11 cases (2.1%). Geographical units of traffic accidents in pedestrians had statistically significant relationship with a number of bus stations, number of crossroads, and recreational areas. Conclusion: Distribution of injury traffic accidents in pedestrians is different in downtown Tehran city. Neighborhoods close to markets are considered as most dangerous neighborhoods for injury traffic accidents. Different environmental factors are involved in determining the distribution of these accidents. The health of pedestrians in Tehran city can be improved by proper traffic management, control of environmental factors, and educational programs. PMID:28660163
Measuring pedestrian volumes and conflicts. Volume 2, Accident prediction model
DOT National Transportation Integrated Search
1987-12-01
This final report presents the findings, conclusions, and recommendations of the study conducted to model pedestrian/vehicle accidents. A group-type analysis approach for the prediction of pedestrian/vehicle accidents using pedestrian/vehicle conflic...
Pedestrian injuries resulting from road traffic accidents: the Azare experience.
Umaru, H; Ahidjo, A; Dogo, H
2007-01-01
Road traffic accident (RTA) is a leading cause of serious morbidity and mortality world wide. The pedestrians are not spared from this epidemic. The aim of this study is to identify factors that puts the pedestrian at risk of injuries from RTA and the anatomical regions most commonly involved in our environment and suggest ways of curbing them. This was a one-year retrospective study of 122 pedestrian casualties resulting from road traffic accident attending the Accident and Emergency (A/E) Unit of the Federal Medical Centre, Azare. Majority of the patients (72%) were males with a male to female ratio of 2.6:1. Children and adolescents constitute 54.1% of the casualties. Motorcycles were responsible for most of the pedestrian injuries (73%). The head and neck was the most frequently injured anatomical region of the body (43.4%), followed by the extremities (37%). The months of August and January were the peak periods of injuries. The safety of pedestrian is seriously threatened by the growing popularity of commercial motorcycles on our roads. Preventive measures are advocated to ensure only licensed cyclists are allowed on the roads. Adequate personnel training to manage head injury in our centers is also advised. More patrol by the road safety agents is advised in the months of January and August.
Pedestrian accidents : a state-of-the-art 1970-1980
DOT National Transportation Integrated Search
1981-09-01
In 1979 in the United States, 8,090 pedestrians were killed in motor vehicle accidents out of a total of 51,093 total traffic fatalities. An estimated total of 150,000 police reported pedestrian accidents of all severities occurred during the same ye...
Analyzing fault and severity in pedestrian-motor vehicle accidents in China.
Zhang, Guangnan; Yau, Kelvin K W; Zhang, Xun
2014-12-01
The number of pedestrian-motor vehicle accidents and pedestrian deaths in China surged in recent years. However, a large scale empirical research on pedestrian traffic crashes in China is lacking. In this study, we identify significant risk factors associated with fault and severity in pedestrian-motor vehicle accidents. Risk factors in several different dimensions, including pedestrian, driver, vehicle, road and environmental factors, are considered. We analyze 6967 pedestrian traffic accident reports for the period 2006-2010 in Guangdong Province, China. These data, obtained from the Guangdong Provincial Security Department, are extracted from the Traffic Management Sector-Specific Incident Case Data Report. Pedestrian traffic crashes have a unique inevitability and particular high risk, due to pedestrians' fragility, slow movement and lack of lighting equipment. The empirical analysis of the present study has the following policy implications. First, traffic crashes in which pedestrians are at fault are more likely to cause serious injuries or death, suggesting that relevant agencies should pay attention to measures that prevent pedestrians from violating traffic rules. Second, both the attention to elderly pedestrians, male and experienced drivers, the penalty to drunk driving, speeding, driving without a driver's license and other violation behaviors should be strengthened. Third, vehicle safety inspections and safety training sessions for truck drivers should be reinforced. Fourth, improving the road conditions and road lighting at night are important measures in reducing the probability of accident casualties. Fifth, specific road safety campaigns in rural areas, and education programs especially for young children and teens should be developed and promoted. Moreover, we reveal a country-specific factor, hukou, which has significant effect on the severity in pedestrian accidents due to the discrepancy in the level of social insurance/security, suggesting
Is "Safety-in-numbers" theory applies to the pattern of pedestrian accidents in Seoul, South Korea.
NASA Astrophysics Data System (ADS)
Choi, Y.; Yoon, H.
2016-12-01
Every year, about 1.25 million people die of vehicle-related accidents, among which half are pedestrians with higher vulnerability: pedestrian, cyclists and motorcyclist (World Health Organization, 2016). This urges city governments in the world to strive for pedestrian safety and to apply diverse theories to transportation planning and design. The common belief is that the number of pedestrian accidents is directly and positively associated with the volume of pedestrian, however, another hypothesis, called "safety-in-numbers" effect, tells an opposite story in that accident rates declines with increase of the volume of pedestrian. In this study, we examine first, whether the safety-in-numbers theory applies to the pattern of pedestrian accidents in Seoul, and second, further investigate environmental factors that are associated with the pedestrian safety. On the first count, we use geospatial statistical analyses of the multi-year pedestrian accident data collected by Korea Road Traffic Authority (KoRoad) and the pedestrian volume data collected by SK Telecom (SKT). With Kernel Density Estimation and Bivariate Local Moran's I, we identify spatial clustering of pedestrian accidents in the city, and examine whether those locations match with concentrations of pedestrian volume. On the second count, we use statistical analysis, tobit, poisson and negative binomial regression to investigate relationships between pedestrian volume and number of pedestrian accident for the two types of geographic areas by the results of the aforementioned analysis; Area 1- locations of high volume of pedestrian with high number of accident, Area 2- locations of high volume of pedestrian with low number of accident. For environmental factors potentially explaining pedestrian accidents, we include land use composition, number of traffic lanes, crosswalk presence, pedestrian signal, traffic island and sidewalk width in our analysis. This research will be valuable in city governments
Matsui, Yasuhiro; Oikawa, Shoko; Ando, Kenichi
2013-11-01
The first purpose of this study is to clarify the relation between the car impact velocity and pedestrian injury severity or mortality risk. We investigated the frequency of serious injuries and fatalities of pedestrians using vehicle-pedestrian accident data from the database of the Institute for Traffic Accident Research and Data Analysis (ITARDA) in Japan. The vehicle types considered are sedans, minivans, and box vans (ordinary automobiles) and light passenger cars and light cargo vans (light automobiles). The results revealed that a 10-km/h reduction in impact velocity could mitigate severe pedestrian injuries in cases involving impact velocities of 40 km/h or more for the five vehicle types analyzed. Specifically, if the impact velocity was 30 km/h or less, the frequency of serious injuries was less than 27% and the frequency of fatalities was less than 5% for the five vehicle types. Therefore, if the collision damage mitigation braking system (CDMBS) that uses a sensor to detect pedestrians can effectively reduce the impact velocity for various vehicle types, pedestrian injuries will be greatly mitigated. The second purpose of this study is to identify the factors that affect injury risk. Impact experiments were conducted in which a sedan impacted against a pedestrian full-scale dummy at 40 km/h and a pedestrian headform impactor was impacted against a road surface. The results indicated that the risk of pedestrian serious injury was significantly affected by multiple impact conditions, such as the pedestrian height, car impact velocity, car frontal shape, and car stiffness in cases where the car impacted the pedestrian's head, the degrees of influence of which were driven by the vehicle impact velocity.
Issues and challenges for pedestrian active safety systems based on real world accidents.
Hamdane, Hédi; Serre, Thierry; Masson, Catherine; Anderson, Robert
2015-09-01
The purpose of this study was to analyze real crashes involving pedestrians in order to evaluate the potential effectiveness of autonomous emergency braking systems (AEB) in pedestrian protection. A sample of 100 real accident cases were reconstructed providing a comprehensive set of data describing the interaction between the vehicle, the environment and the pedestrian all along the scenario of the accident. A generic AEB system based on a camera sensor for pedestrian detection was modeled in order to identify the functionality of its different attributes in the timeline of each crash scenario. These attributes were assessed to determine their impact on pedestrian safety. The influence of the detection and the activation of the AEB system were explored by varying the field of view (FOV) of the sensor and the level of deceleration. A FOV of 35° was estimated to be required to detect and react to the majority of crash scenarios. For the reaction of a system (from hazard detection to triggering the brakes), between 0.5 and 1s appears necessary. Copyright © 2015 Elsevier Ltd. All rights reserved.
Bugmann, I; Röthlisberger, M; Friederich, N F; Müller, W
1998-12-03
The epidemiology of non-traffic-related, pedestrian injuries in the winter sports resort of Arosa (Switzerland) between 1968 and 1995 (beginning december to end april) was studied. A total of 2813 patients (1140 male and 1673 female patients) with 3010 injuries was surveyed in a general practice. The study showed in the examined period not only an increasing number of injuries and a culmination in February, but also a higher risk for females (60 versus 40 per cent) and an increasing incidence with age. 6% of all patients had more than one injury and 5% required hospitalization. Most pedestrians had injuries of the upper and lower extremity; fracture of the distal radius was the most often diagnosed injury, followed by distortions of the foot and wrist and fractures of the ankle. For accident prevention it is important, that the authorities do not abstain from mechanical cleaning of walking surfaces as soon as they become slippery and from giving out warnings via the mass media. For outdoor walking we postulate boots for ankle protection. The results are discussed and compared with already existing publications.
Does facing traffic improve pedestrian safety?
Luoma, Juha; Peltola, Harri
2013-01-01
This study was designed to evaluate the potential safety importance of the walking direction along a road by examining pedestrian accidents as a function of exposure to risk. The study was limited to rural two-lane roads with no pavement or pedestrian lane. The accident data included police-reported road accidents from Finland between 2006 and 2010 in which a motorized vehicle had struck a pedestrian walking along the road. There were 18 accidents involving a fatally injured pedestrian and 87 accidents involving a non-fatally injured pedestrian. The exposure data collected from the roughly 3400km included 258 pedestrians. The main finding was that the mean effect of facing traffic compared to walking with traffic was a 77% decrease in fatal and in non-fatal injury pedestrian accidents. The results further showed that the effects were greater for main roads than for secondary roads. The main implication of this study is that information about the importance of facing traffic should be reinforced with specific information about its substantial safety benefits. Copyright © 2012 Elsevier Ltd. All rights reserved.
49 CFR 234.7 - Accidents involving grade crossing signal failure.
Code of Federal Regulations, 2014 CFR
2014-10-01
... 49 Transportation 4 2014-10-01 2014-10-01 false Accidents involving grade crossing signal failure..., STATE ACTION PLANS, AND EMERGENCY NOTIFICATION SYSTEMS Reports and Plans § 234.7 Accidents involving... railroad equipment and an automobile, bus, truck, motorcycle, bicycle, farm vehicle, or pedestrian at a...
49 CFR 234.7 - Accidents involving grade crossing signal failure.
Code of Federal Regulations, 2012 CFR
2012-10-01
... 49 Transportation 4 2012-10-01 2012-10-01 false Accidents involving grade crossing signal failure..., STATE ACTION PLANS, AND EMERGENCY NOTIFICATION SYSTEMS Reports and Plans § 234.7 Accidents involving... railroad equipment and an automobile, bus, truck, motorcycle, bicycle, farm vehicle, or pedestrian at a...
49 CFR 234.7 - Accidents involving grade crossing signal failure.
Code of Federal Regulations, 2013 CFR
2013-10-01
... 49 Transportation 4 2013-10-01 2013-10-01 false Accidents involving grade crossing signal failure..., STATE ACTION PLANS, AND EMERGENCY NOTIFICATION SYSTEMS Reports and Plans § 234.7 Accidents involving... railroad equipment and an automobile, bus, truck, motorcycle, bicycle, farm vehicle, or pedestrian at a...
A Finite Element Model of a Midsize Male for Simulating Pedestrian Accidents.
Untaroiu, Costin D; Pak, Wansoo; Meng, Yunzhu; Schap, Jeremy; Koya, Bharath; Gayzik, Scott
2018-01-01
Pedestrians represent one of the most vulnerable road users and comprise nearly 22% the road crash-related fatalities in the world. Therefore, protection of pedestrians in car-to-pedestrian collisions (CPC) has recently generated increased attention with regulations involving three subsystem tests. The development of a finite element (FE) pedestrian model could provide a complementary component that characterizes the whole-body response of vehicle-pedestrian interactions and assesses the pedestrian injuries. The main goal of this study was to develop and to validate a simplified full body FE model corresponding to a 50th male pedestrian in standing posture (M50-PS). The FE model mesh and defined material properties are based on a 50th percentile male occupant model. The lower limb-pelvis and lumbar spine regions of the human model were validated against the postmortem human surrogate (PMHS) test data recorded in four-point lateral knee bending tests, pelvic\\abdomen\\shoulder\\thoracic impact tests, and lumbar spine bending tests. Then, a pedestrian-to-vehicle impact simulation was performed using the whole pedestrian model, and the results were compared to corresponding PMHS tests. Overall, the simulation results showed that lower leg response is mostly within the boundaries of PMHS corridors. In addition, the model shows the capability to predict the most common lower extremity injuries observed in pedestrian accidents. Generally, the validated pedestrian model may be used by safety researchers in the design of front ends of new vehicles in order to increase pedestrian protection.
Moradi, Ali; Rahmani, Khaled; Kavousi, Amir; Eshghabadi, Farshid; Nematollahi, Shahrzad; Zainni, Slahedyn; Soori, Hamid
2018-02-20
The aim of this study was to geographically analyse the traffic casualties in pedestrians in downtown of Tehran City. Study population consisted of pedestrians who had traffic injury accidents from April 2014 to March 2015 in Tehran City. Data were extracted from the offices of traffic police and municipality. For analysis of environmental factors and site of accidents, Ordinary Least Square (OLS) regression models and Geographically Weighted Regression (GWR) were used. All pedestrian accidents including 514 accidents were assessed in this study in which the site of accidents included arterial streets in 370 (71.9%) cases, collector streets in 133 cases (25.2%) and highways in 11 cases (2.1%). Geographical units of traffic accidents in pedestrians had statistically significant relationship with the number of bus stations, number of crossroads and recreational areas. Neighbourhoods close to markets are considered as the most dangerous places for injury in traffic accidents.
DOT National Transportation Integrated Search
1985-12-01
This research investigated the causes of pedestrian accidents in Arizona to discover why Arizona's pedestrian accident rate if higher than the national average. All pedestrian accidents for 1981, 1982, and 1983 that were computerized in the state acc...
Pedestrians. Traffic Safety Facts, 2000.
ERIC Educational Resources Information Center
National Highway Traffic Safety Administration (DOT), Washington, DC.
This document provides statistical information on U.S. traffic accidents involving pedestrians. Data tables include: (1) trends in pedestrian and total traffic fatalities, 1990-2000; (2) pedestrians killed and injured, by age group, 2000; (3) non-occupant traffic fatalities, 1990-2000; (4) pedestrian fatalities, by time of day and day of week,…
Traffic Safety Facts, 2001: Pedestrians.
ERIC Educational Resources Information Center
National Highway Traffic Safety Administration (DOT), Washington, DC.
This document provides statistical information on U.S. traffic accidents involving pedestrians. Data tables include: (1) trends in pedestrian and total traffic fatalities, 1991-2001; (2) pedestrians killed and injured, by age group, 2001; (3) non-occupant traffic fatalities, 1991-2001; (4) pedestrian fatalities, by time of day and day of week,…
DOT National Transportation Integrated Search
1977-03-01
The objectives of the study were to collect and analyze data on rural pedestrian accidents and to identify potential countermeasures. Data on a stratified random sample of over 1,500 rural and suburban accidents from six states was collected during i...
Lenard, James; Welsh, Ruth; Danton, Russell
2018-06-01
The aim of this study was to describe the position of pedestrians and pedal cyclists relative to the striking vehicle in the 3 s before impact. This information is essential for the development of effective autonomous emergency braking systems and relevant test conditions for consumer ratings. The UK RAIDS-OTS study provided 175 pedestrian and 127 pedal-cycle cases based on in-depth, at-scene investigations of a representative sample of accidents in 2000-2010. Pedal cyclists were scattered laterally more widely than pedestrians (90% of cyclists within around ±80° compared to ±20° for pedestrians), however their distance from the striking vehicle in the seconds before impact was no greater (90% of cyclists within 42 m at 3 s compared to 50 m for pedestrians). This data is consistent with a greater involvement of slow moving vehicles in cycle accidents. The implication of the results is that AEB systems for cyclists require almost complete 180° side-to-side vision but do not need a longer distance range than for pedestrians. Copyright © 2018 Elsevier Ltd. All rights reserved.
DOT National Transportation Integrated Search
1977-06-01
The objectives of the study were to collect and analyze data on rural pedestrian accidents and to identify potential countermeasures. Data on a stratified random sample of over 1,500 rural and suburban accidents from six states was collected during i...
[Automobile versus pedestrian accidents analysis by fixed-parameters computer simulation].
Mao, Ming-Yuan; Chen, Yi-Jiu; Liu, Ning-Guo; Zou, Dong-Hua; Liu, Jun-Yong; Jin, Xian-Long
2008-04-01
Using computer simulation to analyze the effects of speed, type of automobile and impacted position on crash-course and injuries of pedestrians in automobile vs. pedestrian accidents. Automobiles (bus, minibus, car and truck) and pedestrian models were constructed with multi-body dynamics computing method. The crashes were simulated at different impact speeds (20, 30, 40, 50 and 60 km/h) and different positions (front, lateral and rear of pedestrians). Crash-courses and their biomechanical responses were studied. If the type of automobile and impact position were the same, the crash-courses were similar (impact speed < or = 60 km/h). There were some characteristics in the head acceleration, upper neck axial force and leg axial force. Multi-body dynamics computer simulation of crash can be applied to analyze crash-course and injuries (head, neck and leg) of pedestrians.
Numerical reconstruction and injury biomechanism in a car-pedestrian crash accident.
Zou, Dong-Hua; Li, Zheng-Dong; Shao, Yu; Feng, Hao; Chen, Jian-Guo; Liu, Ning-Guo; Huang, Ping; Chen, Yi-Jiu
2012-12-01
To reconstruct a car-pedestrian crash accident using numerical simulation technology and explore the injury biomechanism as forensic evidence for injury identification. An integration of multi-body dynamic, finite element (FE), and classical method was applied to a car-pedestrian crash accident. The location of the collision and the details of the traffic accident were determined by vehicle trace verification and autopsy. The accident reconstruction was performed by coupling the three-dimensional car behavior from PC-CRASH with a MADYMO dummy model. The collision FE models of head and leg, developed from CT scans of human remains, were loaded with calculated dummy collision parameters. The data of the impact biomechanical responses were extracted in terms of von Mises stress, relative displacement, strain and stress fringes. The accident reconstruction results were identical with the examined ones and the biomechanism of head and leg injuries, illustrated through the FE methods, were consistent with the classical injury theories. The numerical simulation technology is proved to be effective in identifying traffic accidents and exploring of injury biomechanism.
Kinematic responses and injuries of pedestrian in car-pedestrian collisions
NASA Astrophysics Data System (ADS)
Teng, T. L.; Liang, C. C.; Hsu, C. Y.; Tai, S. F.
2017-10-01
How to protect pedestrians and reduce the collision injury has gradually become the new field of automotive safety research and focus in the world. Many engineering studies have appeared and their purpose is trying to reduce the pedestrian injuries caused by traffic accident. The physical model involving impactor model and full scale pedestrian model are costly when taking the impact test. This study constructs a vehicle-pedestrian collision model by using the MADYMO. To verify the accuracy of the proposed vehicle-pedestrian collision model, the experimental data are used in the pedestrian model test. The proposed model also will be applied to analyze the kinematic responses and injuries of pedestrian in collisions in this study. The modeled results can help assess the pedestrian friendliness of vehicles and assist in the future development of pedestrian friendliness vehicle technologies.
DOT National Transportation Integrated Search
1988-03-01
Users of this manual are expected to be researchers who are attempting to develop models that can be used to predict occurrence of pedestrian accidents in a particular city. The manual presents guidelines in the development of such models. A group-...
[Child-pedestrian injuries inflicted in the road traffic accidents as a forensic medical problem].
Savenkova, E N; Efimov, A A
The road traffic accidents are known to make the greatest contribution to the overall structure of pediatric traumatism with the fatal outcome. The problem of pediatric traumatism remains on top of its relevancy despite numerous administrative, legal, technical, and financial measures taken at the government level in an attempt to reduce the mortality rate associated with the child-pedestrian injuries inflicted in the road traffic accidents. The objective of the present study was to summarize and interpret the results published in the scientific literature concerning child-pedestrian injuries inflicted in the road traffic accidents with special reference to the age of the victims and the type of the injury. The analysis of the publications of the domestic and foreign authors has demonstrated that the available data of interest remain to be systematized and that the forensic medical aspects of the problem in question are poorly represented in these materials. It was shown that forensic medical expertises of child-pedestrian injuries inflicted in the road traffic accidents are frequently carried out without taking into consideration the peculiar anatomical and physiological features of the child's organism. The available data concerning the mechanisms and evaluation of severe injuries inflicted to the children in the road traffic accidents are insufficient for the development of the algorithms for the relevant adequate forensic medical expertise. In the light of these findings, the problem of the child-pedestrian injuries inflicted in the road traffic accidents takes on new significance when considered in the context of pediatric traumatism. There is evidently the growing necessity to formulate the universal database containing systematized objective information for the development of new methods of forensic medical expertise for the elucidation of the mechanisms of road traffic injuries inflicted to the children of different age groups depending on the type of the
Severity of vehicle bumper location in vehicle-to-pedestrian impact accidents.
Matsui, Yasuhiro; Hitosugi, Masahito; Mizuno, Koji
2011-10-10
Pedestrian protection is one of the key topics for safety measures in traffic accidents all over the world. To analyze the relation between the collision site of the vehicle bumper and the severity of the lower extremity injuries, we performed biomechanical experiments. We compared the applied external force and the risks of subsequent injuries between the impact of the center and side positions of the front bumper. These comparisons were performed by practical impact tests with eight typical different types of cars which were typical of the current vehicle fleets. The tests were made using the TRL legform impactor which was a mechanical substitute of a pedestrian lower extremity. The TRL impactor is used all over the world for assessing the safety of car bumpers. It was found that the risks of lower extremity injuries in the impacts at the side positions, in front of the vehicle's side member, were significantly higher than those at the center. In the tests, we found that foam materials around the rigid front cross member had a significant effect on reducing the lower extremity injury risks and especially tibia fracture risk against vehicle bumper center collisions, but had little effect at the sides of the bumper over the vehicle's side members where the foam was thinner. We also found that the front shape of the vehicle affected the risk of ligaments injuries. According to these results, the information of impact locations of cars in vehicle-to-pedestrian traffic accidents is valuable for clinicians to diagnose patients with lower extremity injuries in traffic accidents and for forensic pathologists to analyze the accident reconstruction. Furthermore, the results suggest that testing of the bumper area in front of the main longitudinal beams should be included in the car safety legislation to require pedestrian safety. Copyright © 2011 Elsevier Ireland Ltd. All rights reserved.
Analysis on influencing factors and decision-making of pedestrian crossing at intersections
NASA Astrophysics Data System (ADS)
Liu, Likun; Wang, Ziyang
2017-10-01
The city signal intersection always has complex traffic flow and many traffic accidents. As vulnerable participants, the proportion of traffic accidents involving pedestrians remain high. And a lot of insecure crossing behavior seriously reduce the safety of the intersection. Therefore, it is necessary to carry out in-depth study on the traversing characteristics of pedestrians, reveal the inherent laws of pedestrian crossing, and then put forward targeted measures to improve pedestrian traffic environment, protect pedestrian crossing safety and improve traffic efficiency.
DOT National Transportation Integrated Search
1975-02-01
A series of site and accident specific pedestrian safety countermeasures had been developed in a previous study, but the effectiveness of these countermeasures had not been empirically evaluated. This project focused on the determination of the effec...
An evidence based method to calculate pedestrian crossing speeds in vehicle collisions (PCSC).
Bastien, C; Wellings, R; Burnett, B
2018-06-07
Pedestrian accident reconstruction is necessary to establish cause of death, i.e. establishing vehicle collision speed as well as circumstances leading to the pedestrian being impacted and determining culpability of those involved for subsequent court enquiry. Understanding the complexity of the pedestrian attitude during an accident investigation is necessary to ascertain the causes leading to the tragedy. A generic new method, named Pedestrian Crossing Speed Calculator (PCSC), based on vector algebra, is proposed to compute the pedestrian crossing speed at the moment of impact. PCSC uses vehicle damage and pedestrian anthropometric dimensions to establish a combination of head projection angles against the windscreen; this angle is then compared against the combined velocities angle created from the vehicle and the pedestrian crossing speed at the time of impact. This method has been verified using one accident fatality case in which the exact vehicle and pedestrian crossing speeds were known from Police forensic video analysis. PCSC was then applied on two other accident scenarios and correctly corroborated with the witness statements regarding the pedestrians crossing behaviours. The implications of PCSC could be significant once fully validated against further future accident data, as this method is reversible, allowing the computation of vehicle impact velocity from pedestrian crossing speed as well as verifying witness accounts. Copyright © 2018 Elsevier Ltd. All rights reserved.
A comparison of alcohol involvement in pedestrians and pedestrian casualties
DOT National Transportation Integrated Search
1979-10-01
The objectives of this study were to determine the frequency of alcohol involvement in adult (14 years +) pedestrian fatalities and injuries; determine if alcohol was overrepresented; determine the causal role of alcohol; and suggest countermeasures....
Lenard, James; Badea-Romero, Alexandro; Danton, Russell
2014-12-01
An increasing proportion of new vehicles are being fitted with autonomous emergency braking systems. It is difficult for consumers to judge the effectiveness of these safety systems for individual models unless their performance is evaluated through track testing under controlled conditions. This paper aimed to contribute to the development of relevant test conditions by describing typical circumstances of pedestrian accidents. Cluster analysis was applied to two large British databases and both highlighted an urban scenario in daylight and fine weather where a small pedestrian walks across the road, especially from the near kerb, in clear view of a driver who is travelling straight ahead. For each dataset a main test configuration was defined to represent the conditions of the most common accident scenario along with test variations to reflect the characteristics of less common accident scenarios. Some of the variations pertaining to less common accident circumstances or to a minority of casualties in these scenarios were proposed as optional or supplementary test elements for an outstanding performance rating. Many considerations are incorporated into the final design and implementation of an actual testing regime, such as cost and the state of development of technology; only the representation of accident data lay within the scope of this paper. It would be desirable to ascertain the wider representativeness of the results by analysing accident data from other countries in a similar manner. Copyright © 2014 Elsevier Ltd. All rights reserved.
Situations of car-to-pedestrian contact.
Matsui, Yasuhiro; Hitosugi, Masahito; Takahashi, Kunio; Doi, Tsutomu
2013-01-01
To reduce the severity of injuries and the number of pedestrian deaths in traffic accidents, active safety devices providing pedestrian detection are considered effective countermeasures. The features of car-to-pedestrian collisions need to be known in detail to develop such safety devices. Because information on real-world accidents is limited, this study investigated near-miss situations captured by drive recorders installed in passenger cars. We showed similarities of the contact situation between near-miss incidents and real-world fatal pedestrian accidents in Japan. We analyzed the near-miss incident data via video capturing pedestrians crossing the road in front of forward-moving cars. Using a video frame captured by a drive recorder, the time to collision (TTC) was calculated from the car velocity and the distance between the car and pedestrian at the moment that the pedestrian initially appeared. The average TTC in the cases where pedestrians were not using a pedestrian crossing was shorter than that in the cases where pedestrians were using a pedestrian crossing. The average TTC in the cases where pedestrians emerged from behind obstructions was shorter than that in the cases where drivers had unobstructed views of the pedestrians. We propose that the specifications of the safety device for pedestrian detection and automatic braking should reflect the severe approach situation for a pedestrian and car including the TTC observed for near-miss incidents.
Pedestrian Safety in Road Traffic in Poland
NASA Astrophysics Data System (ADS)
Budzynski, Marcin; Jamroz, Kazimierz; Mackun, Tomasz
2017-10-01
Every third road accident in Poland involves a pedestrian as a participant or, most of the time, a casualty. Pedestrian accidents are usually the result of complex situations and the outcome of a number of factors related to driver and pedestrian behaviour and road infrastructure. Safety depends largely on how well the traffic condition is perceived and on visibility in traffic. The paper presents the results of analyses of methodologies for systematic studies of pedestrian behaviour and pedestrian-driver relations. The effects of the location of the site, type of cross-section and other selected parameters on pedestrian and driver behaviour are demonstrated. The analyses showed that pedestrians are most often put at risk by too long pedestrian crossings, vehicles going too fast around pedestrian crossings, lack of proper sight distance and poorly lit or unlit pedestrian crossings. The reason for such defective infrastructure is that planners, designers, contractors and maintenance services are not receiving any support from design, marking and maintenance regulations for pedestrian traffic. In addition, the Road Traffic Law is not restrictive enough when it comes to drivers’ obligations towards pedestrian safety. Polish design regulations allow long pedestrian crossings up to four lanes in one direction or three lanes in two directions irrespective of traffic control and speed limits. Pedestrian crossings should be kept at a maximum of three lanes. There is nothing in the design regulations about the required driver-pedestrian sight distance. Neither does the Road Traffic Law help engineers with that. It is legal to park vehicles within 10 m of a pedestrian crossing which does not guarantee the necessary sight distance. Drivers must be able to see a pedestrian waiting or stepping onto the crossing from a distance that will help them come to a stop safely. It is safer to follow the principle of providing adequate pedestrian sight distance. Recommendations for
Li, Guibing; Lyons, Mathew; Wang, Bingyu; Yang, Jikuang; Otte, Dietmar; Simms, Ciaran
2017-04-01
Quantified relationships between passenger car front shape and pedestrian injury risk derived from accident data are sparse, especially considering the significant recent changes in car front design. The purpose of this paper is therefore to investigate the detailed effects of passenger car front shape on injury risk to a pedestrian's head, thorax, pelvis and leg in the event of a vehicle pedestrian impact. Firstly, an accident sample of 594 pedestrian cases captured during 2000-2015 from the German In-Depth Accident Study (GIDAS) database was employed. Multicollinearity diagnostic statistics were then used to detect multicollinearity between the predictors. Following this, logistic regression was applied to quantify the effects of passenger car front shape on injury risks while controlling for impact speed and pedestrian age. Results indicate that the bumper lower depth (BLD), bumper lower height (BLH), bumper upper height (BUH) and normalised bumper lower/upper height (NBLH/NBUH) are statistically significant for AIS2+ leg injury risk. The normalised bonnet leading edge height (NBLEH) has a statistically significant influence on AIS2+ femur/pelvis injury occurrence. The passenger car front shape did not show statistical significance for AIS3+ thorax and head injuries. The impact speed and pedestrian age are generally significant factors influencing AIS2+ leg and pelvis injuries, and AIS3+ thorax and head injuries. However, when head impacts are fixed on the central windscreen region both pedestrian age and impact speed are not statistically significant for AIS3+ head injury. For quantified effects, when controlling for speed, age and BUH, an average 7% and 6% increase in AIS2+ leg injury odds was observed for every 1cm increase in BLD and BLH respectively; 1cm increase in BUH results in a 7% decrease in AIS2+ leg injury odds when the BLD or BLH are fixed respectively (again controlling for impact speed and pedestrian age); the average AIS2+ femur/pelvis injury
Prediction of trauma-specific death rates of pedestrians of Fars Province, Iran.
Akbari, Maryam; Tabrizi, Reza; Heydari, Seyed Taghi; Sekhavati, Eghbal; Moosazadeh, Mahmood; Lankarani, Kamran Bagheri
2015-09-01
Pedestrians are the most vulnerable group to accidents among road users. Due to the well-known concerns and complications of accidents involving pedestrians, the aim of this study was to identify the rate of such accidents for five-year period. We analyzed all fatalities among pedestrians caused by traffic accidents during years of 2009-2013 in Fars Province in Iran. The study was a cross-sectional study in which logistic regression analysis was used to predict the death rate among pedestrians. Sensitivity analysis using the Monte Carlo method was used to increase the accuracy of the results. Then, we predicted the death rates for the years 2014-2018 predicted and compared the results with the actual data from the previous five-year period (2009-2013). During 2009-2013, 1723 out of 8689 (20.3%) of the people killed in traffic accidents were pedestrians. The death rate for male pedestrians in 2011 was estimated to be 10.86 per 100,000 (with an uncertainty interval of 95% giving a range of 9.85-12.05 per 100,000). Compared to the data for 2006, this represented a decrease of 20% (with a mean decrease of 4% per year). Based on these data, the death date in 2018n was projected to be 8.08 per 100,000 (with an uncertainty interval of 95% giving a range of 7.26-8.87). Similar data and analysis for women indicated that the reduction in the rate of fatalities has been smaller than that for men in recent years, i.e., 2.2% versus 4%. Although great progress has been made in reducing traffic accidents, to date, the death rate is still high among pedestrians. It is essential to continue to find ways to reduce traffic accidents and the pedestrians' deaths associated with them, especially among the elderly, who make up a disproportionate fraction of the deaths.
DOT National Transportation Integrated Search
1975-02-01
Author's abstract: A review of the literature on the existing state of knowledge of the role of alcohol in pedestrian accidents indicates that little is currently known. It is concluded that more data are needed before the extent of any pedestrian sa...
Kashani, Ali Tavakoli; Besharati, Mohammad Mehdi
2017-06-01
The aim of this study was to uncover patterns of pedestrian crashes. In the first stage, 34,178 pedestrian-involved crashes occurred in Iran during a four-year period were grouped into homogeneous clusters using a clustering analysis. Next, some in-cluster and inter-cluster crash patterns were analysed. The clustering analysis yielded six pedestrian crash groups. Car/van/pickup crashes on rural roads as well as heavy vehicle crashes were found to be less frequent but more likely to be fatal compared to other crash clusters. In addition, after controlling for crash frequency in each cluster, it was found that the fatality rate of each pedestrian age group as well as the fatal crash involvement rate of each driver age group varies across the six clusters. Results of present study has some policy implications including, promoting pedestrian safety training sessions for heavy vehicle drivers, imposing limitations over elderly heavy vehicle drivers, reinforcing penalties toward under 19 drivers and motorcyclists. In addition, road safety campaigns in rural areas may be promoted to inform people about the higher fatality rate of pedestrians on rural roads. The crash patterns uncovered in this study might also be useful for prioritizing future pedestrian safety research areas.
Arregui-Dalmases, Carlos; Rebollo-Soria, M Carmen; Sanchez-Molina, David; Velazquez-Ameijide, Juan; Teijeira Alvarez
Pedestrian-vehicle collisions are a leading cause of death among motor vehicle accidents. Recently, pedestrian injury research has been increased, mostly due to the implementation of European and Japanese regulations. This research presents an analysis of the main head injury vehicle sources and injury mechanisms observed in the field, posteriorly the data are compared with the current pedestrian regulations. The analysis has been performed through an epidemiologic transversal and descriptive study, using the Pedestrian Crash Data Study (PCDS) involving 552 pedestrians, sustaining a total of 4.500 documented injuries. According to this research, the hood surface is responsible for only 15,1% of all the head injuries. On the other hand, the windshield glazing is responsible for 41,8%. In case of sedan vehicles the head impact location exceeds what is expected in the current regulation, and therefore no countermeasures are applied. From all the head injuries sustained by the pedestrians just 20% have the linear acceleration as isolated injury mechanism, 40% of the injuries are due to rotational acceleration. In this research, the importance of the rotational acceleration as injury mechanism, in case of pedestrian-vehicle collision is highlighted. In the current pedestrian regulation just the linear acceleration is addressed in the main injury criteria used for head injury prediction. Copyright © 2016 Sociedad Española de Neurocirugía. Publicado por Elsevier España, S.L.U. All rights reserved.
Jeppsson, Hanna; Östling, Martin; Lubbe, Nils
2018-02-01
The objective of this study is to predict the real-life benefits, namely the number of injuries avoided rather than the reduction in impact speed, offered by a Vacuum Emergency Brake (VEB) added to a pedestrian automated emergency braking (AEB) system. We achieve this through the virtual simulation of simplified mathematical models of a system which incorporates expected future advances in technology, such as a wide sensor field of view, and reductions in the time needed for detection, classification, and brake pressure build up. The German In-Depth Accident Study database and the related Pre Crash Matrix, both released in the beginning of 2016, were used for this study and resulted in a final sample of 526 collisions between passenger car fronts and pedestrians. Weight factors were calculated for both simulation model and injury risk curves to make the data representative of Germany as a whole. The accident data was used with a hypothetical AEB system in a simulation model, and injury risk was calculated from the new impact speed using injury risk curves to generate new situations using real accidents. Adding a VEB to a car with pedestrian AEB decreased pedestrian casualties by an additional 8-22%, depending on system setting and injury level, over the AEB-only system. The overall decrease in fatalities was 80-87%, an improvement of 8%. Collision avoidance was improved by 14-28%. VEB with a maximum deceleration in the middle of the modelled performance range has an effectiveness similar to that of an "early activation" system, where the AEB is triggered as early as 2 s before collision. VEB may therefore offer a substantial increase in performance without increasing false positive rates, which earlier AEB activation does. Most collisions and injuries can be avoided when AEB is supplemented by the high performance VEB; remaining cases are characterised by high pedestrian walking speed and late visibility due to view obstructions. VEB is effective in all analysed
Prediction of trauma-specific death rates of pedestrians of Fars Province, Iran
Akbari, Maryam; Tabrizi, Reza; Heydari, Seyed Taghi; Sekhavati, Eghbal; Moosazadeh, Mahmood; Lankarani, Kamran Bagheri
2015-01-01
Introduction: Pedestrians are the most vulnerable group to accidents among road users. Due to the well-known concerns and complications of accidents involving pedestrians, the aim of this study was to identify the rate of such accidents for five-year period. Methods: We analyzed all fatalities among pedestrians caused by traffic accidents during years of 2009–2013 in Fars Province in Iran. The study was a cross-sectional study in which logistic regression analysis was used to predict the death rate among pedestrians. Sensitivity analysis using the Monte Carlo method was used to increase the accuracy of the results. Then, we predicted the death rates for the years 2014–2018 predicted and compared the results with the actual data from the previous five-year period (2009–2013). Results: During 2009–2013, 1723 out of 8689 (20.3%) of the people killed in traffic accidents were pedestrians. The death rate for male pedestrians in 2011 was estimated to be 10.86 per 100,000 (with an uncertainty interval of 95% giving a range of 9.85–12.05 per 100,000). Compared to the data for 2006, this represented a decrease of 20% (with a mean decrease of 4% per year). Based on these data, the death date in 2018n was projected to be 8.08 per 100,000 (with an uncertainty interval of 95% giving a range of 7.26–8.87). Similar data and analysis for women indicated that the reduction in the rate of fatalities has been smaller than that for men in recent years, i.e., 2.2% versus 4%. Conclusion: Although great progress has been made in reducing traffic accidents, to date, the death rate is still high among pedestrians. It is essential to continue to find ways to reduce traffic accidents and the pedestrians’ deaths associated with them, especially among the elderly, who make up a disproportionate fraction of the deaths. PMID:26435824
Development of a portable bicycle/pedestrian monitoring system for safety enhancement
NASA Astrophysics Data System (ADS)
Usher, Colin; Daley, W. D. R.
2015-03-01
Pedestrians involved in roadway accidents account for nearly 12 percent of all traffic fatalities and 59,000 injuries each year. Most injuries occur when pedestrians attempt to cross roads, and there have been noted differences in accident rates midblock vs. at intersections. Collecting data on pedestrian behavior is a time consuming manual process that is prone to error. This leads to a lack of quality information to guide the proper design of lane markings and traffic signals to enhance pedestrian safety. Researchers at the Georgia Tech Research Institute are developing and testing an automated system that can be rapidly deployed for data collection to support the analysis of pedestrian behavior at intersections and midblock crossings with and without traffic signals. This system will analyze the collected video data to automatically identify and characterize the number of pedestrians and their behavior. It consists of a mobile trailer with four high definition pan-tilt cameras for data collection. The software is custom designed and uses state of the art commercial pedestrian detection algorithms. We will be presenting the system hardware and software design, challenges, and results from the preliminary system testing. Preliminary results indicate the ability to provide representative quantitative data on pedestrian motion data more efficiently than current techniques.
Mizuno, K; Kajzer, J
1999-07-01
Compatibility problems in car-to-car frontal, side, single car and car-to-pedestrian collisions in Japan are discussed using traffic accident data. The number of serious and fatal injuries is investigated for the subject car and other cars, which are categorized by their class and mass. The aggressivity of the cars is calculated by the number of fatalities, fatality rates and by the number of car registrations. The results show that in car-to-car frontal collisions, cars with a mass of 1150 kg are the most compatible among the current car population. In both car-to-car frontal and side collisions, the sports utility vehicle and mini car are found to be the most incompatible car types with high and low aggressivity, respectively. On the other hand, the accident data show that the wagon and midsize sedan are the most compatible car types. The compatibility of fixed objects in the road environment with cars and cars with pedestrians is also discussed. In a single car collision with a fixed object, the guardrail is the most compatible object and can reduce the fatality rate on prefecture roads by about 60%. The front geometry of the car has large effect on compatibility with a pedestrian.
A finite element model of a six-year-old child for simulating pedestrian accidents.
Meng, Yunzhu; Pak, Wansoo; Guleyupoglu, Berkan; Koya, Bharath; Gayzik, F Scott; Untaroiu, Costin D
2017-01-01
Child pedestrian protection deserves more attention in vehicle safety design since they are the most vulnerable road users who face the highest mortality rate. Pediatric Finite Element (FE) models could be used to simulate and understand the pedestrian injury mechanisms during crashes in order to mitigate them. Thus, the objective of the study was to develop a computationally efficient (simplified) six-year-old (6YO-PS) pedestrian FE model and validate it based on the latest published pediatric data. The 6YO-PS FE model was developed by morphing the existing GHBMC adult pedestrian model. Retrospective scan data were used to locally adjust the geometry as needed for accuracy. Component test simulations focused only the lower extremities and pelvis, which are the first body regions impacted during pedestrian accidents. Three-point bending test simulations were performed on the femur and tibia with adult material properties and then updated using child material properties. Pelvis impact and knee bending tests were also simulated. Finally, a series of pediatric Car-to-Pedestrian Collision (CPC) were simulated with pre-impact velocities ranging from 20km/h up to 60km/h. The bone models assigned pediatric material properties showed lower stiffness and a good match in terms of fracture force to the test data (less than 6% error). The pelvis impact force predicted by the child model showed a similar trend with test data. The whole pedestrian model was stable during CPC simulations and predicted common pedestrian injuries. Overall, the 6YO-PS FE model developed in this study showed good biofidelity at component level (lower extremity and pelvis) and stability in CPC simulations. While more validations would improve it, the current model could be used to investigate the lower limb injury mechanisms and in the prediction of the impact parameters as specified in regulatory testing protocols. Copyright © 2016 Elsevier Ltd. All rights reserved.
An unusual pedestrian road trauma: from forensic pathology to forensic veterinary medicine.
Aquila, Isabella; Di Nunzio, Ciro; Paciello, Orlando; Britti, Domenico; Pepe, Francesca; De Luca, Ester; Ricci, Pietrantonio
2014-01-01
Traffic accidents have increased in the last decade, pedestrians being the most affected group. At autopsy, it is evident that the most common cause of pedestrian death is central nervous system injury, followed by skull base fractures, internal bleeding, lower limb haemorrhage, skull vault fractures, cervical spinal cord injury and airway compromise. The attribution of accident responsibility can be realised through reconstruction of road accident dynamics, investigation of the scene, survey of the vehicle involved and examination of the victim(s). A case study concerning a car accident where both humans and pets were involved is reported here. Investigation and reconstruction of the crime scene were conducted by a team consisting of forensic pathologists and forensic veterinarians. At the scene investigation, the pedestrian and his dog were recovered on the side of the road. An autopsy and a necropsy were conducted on the man and the dog, respectively. In addition, a complete inspection of the sports utility vehicle (SUV) implicated in the road accident was conducted. The results of the autopsy and necropsy were compared and the information was used to reconstruct the collision. This unusual case was solved through the collaboration between forensic pathology and veterinary forensic medicine, emphasising the importance of this kind of co-operation to solve a crime scene concerning both humans and animals. Copyright © 2013 Elsevier Ireland Ltd. All rights reserved.
Model regulations and public education for rural-suburban pedestrian safety
DOT National Transportation Integrated Search
1980-08-01
The objectives of this study were to review the rural-suburban pedestrian accident data (Knoblauch, 1977) and freeway pedestrian accident data (Knoblauch, Moore and Schmitz, 1976) and determine which accident types were amenable to countermeasures de...
Matsui, Yasuhiro; Hitosugi, Masahito; Doi, Tsutomu; Oikawa, Shoko; Takahashi, Kunio; Ando, Kenichi
2013-01-01
The objective of this study is to evaluate the severe conditions between car-to-pedestrian near-miss situations using pedestrian time-to-vehicle (pedestrian TTV) which is the time when the pedestrian would reach the forward moving car line. Since the information available from the real-world accidents was limited, the authors focused on the near-miss situations captured by driving recorders installed in passenger cars. In their previous study, the authors found there were some similarities between accidents and near-miss incidents. It was made clear that the situations in pedestrians' accidents could be estimated from the near-miss incident data which included motion pictures capturing pedestrian behaviors. In their previous study, the vehicle time-to-collision (vehicle TTC) was investigated from the near-miss incident data. The authors analyzed data for 101 near-miss car-to-pedestrian incident events in which pedestrians were crossing the roads in front of a forward-moving car at an intersection or on a straight road. Using a video of near-miss car-to-pedestrian incidents captured by drive recorders and collected by the Society of Automotive Engineers of Japan (J-SAE) from 2005 to 2009, the pedestrian TTV was calculated. Based on the calculated pedestrian TTV, one of the severe conditions between car-to-pedestrian near-miss situations was evaluated for pedestrians who emerged from behind an obstruction such as a building, a parked vehicle and a moving vehicle. Focusing on the cases of the pedestrians who emerged from behind an obstruction, the averages of the vehicle TTC and pedestrian TTV were 1.31 and 1.05 seconds, respectively, and did not demonstrate a significant difference. Since the averages of the vehicle TTC and pedestrian TTV were similar, there would be a higher possibility of the contact between a car and pedestrian if the driver and pedestrian were not paying any attention. The authors propose that a moving speed of a pedestrian surrogate "dummy
Study on Brain Injury Biomechanics Based on the Real Pedestrian Traffic Accidents
NASA Astrophysics Data System (ADS)
Feng, Chengjian; Yin, Zhiyong
This paper aimed to research the dynamic response and injury mechanisms of head based on real pedestrian traffic accidents with video. The kinematics of head contact with the vehicle was reconstructed by using multi-body dynamics models. These calculated parameters such as head impact velocity and impact location and head orientation were applied to the THUMS-4 FE head model as initial conditions. The intracranial pressure and stress of brain were calculated from simulations of head contact with the vehicle. These results were consistent with that of others. It was proved that real traffic accidents combined with simulation analysis can be used to study head injury biomechanics. Increasing in the number of cases, a tolerance limit of brain injury will be put forward.
Matsui, Yasuhiro; Han, Yong; Mizuno, Koji
2011-11-01
The number of traffic deaths in Japan was 4,863 in 2010. Pedestrians account for the highest number (1,714, 35%), and vehicle occupants the second highest (1,602, 33%). Pedestrian protection is a key countermeasure to reduce casualties in traffic accidents. A striking vehicle's impact velocity could be considered a parameter influencing the severity of injury and possibility of death in pedestrian crashes. A collision damage mitigation braking system (CDMBS) using a sensor to detect pedestrians could be effective for reducing the vehicle/pedestrian impact velocity. Currently in Japan, cars equipped with the CDMBS also have vision sensors such as a stereo camera for pedestrian detection. However, the ability of vision sensors in production cars to properly detect pedestrians has not yet been established. The effect of reducing impact velocity on the pedestrian injury risk has also not been determined. The first objective of this study is to evaluate the performance of the CDMBS in detecting pedestrians when it is installed in production cars. The second objective of this study is to evaluate the effect of reducing impact velocity on mitigating pedestrian injury. Firstly, impact experiments were performed using a car with the CDMBS in which the car collided with a pedestrian surrogate. In these tests, the velocity was chosen for the various test runs to be 20, 40 and 60 km/h, respectively, which were based on the velocity distribution in real-world pedestrian crashes. The results indicated that the impact velocity reduction ranged approximately from 10 to 15 km/h at the standing location of a pedestrian surrogate at both daytime and nighttime lighting conditions. These results show that the system has the potential to reduce pedestrian casualties from car-to-pedestrian contacts. Secondly, finite-element analyses were performed simulating vehicle-to- pedestrian impacts with the THUMS pedestrian models. The vehicle models selected for the study included a medium sedan
Child pedestrian supervision/guidance
DOT National Transportation Integrated Search
1983-01-01
The purpose of this study was to identify and evaluate the pedestrian accident risk associated with play activities performed in and near the street, as well as other situational characteristics, and to develop accident countermeasures emphasizing su...
Niebuhr, Tobias; Junge, Mirko; Achmus, Stefanie
2013-01-01
Injury risk assessment plays a pivotal role in the assessment of the effectiveness of Advanced Driver Assistance Systems (ADAS) as they specify the injury reduction potential of the system. The usual way to describe injury risks is by use of injury risk functions, i.e. specifying the probability of an injury of a given severity occurring at a specific technical accident severity (collision speed). A method for the generation of a family of risk functions for different levels of injury severity is developed. The injury severity levels are determined by use of a rescaled version of the Injury Severity Score (ISS) namely the ISSx. The injury risk curves for each collision speed is then obtained by fixing the boundary conditions and use of a case-by-case validated GIDAS subset of pedestrian-car accidents (N=852). The resultant functions are of exponential form as opposed to the frequently used logistic regression form. The exponential approach in combination with the critical speed value creates a new injury risk pattern better fitting for high speed/high energy crashes. Presented is a family of pedestrian injury risk functions for an arbitrary injury severity. Thus, the effectiveness of an ADAS can be assessed for mitigation of different injury severities using the same injury risk function and relying on the internal soundness of the risk function with regard to different injury severity levels. For the assessment of emergency braking ADAS, a Zone of Effective Endangerment Increase (ZEEI), the speed interval in which a one percent speed increase results at least in a one percent of injury risk increase, is defined. The methodology presented is kept in such general terms that a direct adaption to other accident configurations is easily done. PMID:24406954
Trespassing on the tracks: a review of railway pedestrian safety research.
Lobb, Brenda
2006-01-01
Train-pedestrian collisions have been shown to be the leading cause of fatality in train-related accidents worldwide, yet there is remarkably little research in this area. In this paper, the major types of railway transportation accident research are briefly highlighted to indicate the general context of research concerning train-pedestrian collisions, which are then reviewed. Themes emerging from the diverse research are identified, the various strategies that have been proposed for prevention of railway pedestrian accidents are discussed, and the empirical evidence for their efficacy examined in the light of the much more extensive literature on road pedestrian accidents. Finally, it is proposed that application of current theory in behavioral and cognitive psychology may usefully inform future research in transportation safety.
Pedestrian injury causation parameters. Phase 2
DOT National Transportation Integrated Search
1981-10-01
This report describes data collection, quality control and data analysis procedures for a five-team program to study pedestrian injury causation factors. The data file contains 1,997 pedestrian accidents collected during a two and one-half year perio...
Analyzing pedestrian crash injury severity under different weather conditions.
Li, Duo; Ranjitkar, Prakash; Zhao, Yifei; Yi, Hui; Rashidi, Soroush
2017-05-19
Pedestrians are the most vulnerable road users due to the lack of mass, speed, and protection compared to other types of road users. Adverse weather conditions may reduce road friction and visibility and thus increase crash risk. There is limited evidence and considerable discrepancy with regard to impacts of weather conditions on injury severity in the literature. This article investigated factors affecting pedestrian injury severity level under different weather conditions based on a publicly available accident database in Great Britain. Accident data from Great Britain that are publicly available through the STATS19 database were analyzed. Factors associated with pedestrian, driver, and environment were investigated using a novel approach that combines a classification and regression tree with random forest approach. Significant severity predictors under fine weather conditions from the models included speed limits, pedestrian age, light conditions, and vehicle maneuver. Under adverse weather conditions, the significant predictors were pedestrian age, vehicle maneuver, and speed limit. Elderly pedestrians are associated with higher pedestrian injury severities. Higher speed limits increase pedestrian injury severity. Based on the research findings, recommendations are provided to improve pedestrian safety.
Li, Guibing; Yang, Jikuang; Simms, Ciaran
2017-03-01
Vehicle front shape has a significant influence on pedestrian injuries and the optimal design for overall pedestrian protection remains an elusive goal, especially considering the variability of vehicle-to-pedestrian accident scenarios. Therefore this study aims to develop and evaluate an efficient framework for vehicle front shape optimization for pedestrian protection accounting for the broad range of real world impact scenarios and their distributions in recent accident data. Firstly, a framework for vehicle front shape optimization for pedestrian protection was developed based on coupling of multi-body simulations and a genetic algorithm. This framework was then applied for optimizing passenger car front shape for pedestrian protection, and its predictions were evaluated using accident data and kinematic analyses. The results indicate that the optimization shows a good convergence and predictions of the optimization framework are corroborated when compared to the available accident data, and the optimization framework can distinguish 'good' and 'poor' vehicle front shapes for pedestrian safety. Thus, it is feasible and reliable to use the optimization framework for vehicle front shape optimization for reducing overall pedestrian injury risk. The results also show the importance of considering the broad range of impact scenarios in vehicle front shape optimization. A safe passenger car for overall pedestrian protection should have a wide and flat bumper (covering pedestrians' legs from the lower leg up to the shaft of the upper leg with generally even contacts), a bonnet leading edge height around 750mm, a short bonnet (<800mm) with a shallow or steep angle (either >17° or <12°) and a shallow windscreen (≤30°). Sensitivity studies based on simulations at the population level indicate that the demands for a safe passenger car front shape for head and leg protection are generally consistent, but partially conflict with pelvis protection. In particular, both
Pedestrian injury mitigation by autonomous braking.
Rosén, Erik; Källhammer, Jan-Erik; Eriksson, Dick; Nentwich, Matthias; Fredriksson, Rikard; Smith, Kip
2010-11-01
The objective of this study was to calculate the potential effectiveness of a pedestrian injury mitigation system that autonomously brakes the car prior to impact. The effectiveness was measured by the reduction of fatally and severely injured pedestrians. The database from the German In-Depth Accident Study (GIDAS) was queried for pedestrians hit by the front of cars from 1999 to 2007. Case by case information on vehicle and pedestrian velocities and trajectories were analysed to estimate the field of view needed for a vehicle-based sensor to detect the pedestrians one second prior to the crash. The pre-impact braking system was assumed to activate the brakes one second prior to crash and to provide a braking deceleration up to the limit of the road surface conditions, but never to exceed 0.6 g. New impact speeds were then calculated for pedestrians that would have been detected by the sensor. These calculations assumed that all pedestrians who were within a given field of view but not obstructed by surrounding objects would be detected. The changes in fatality and severe injury risks were quantified using risk curves derived by logistic regression of the accident data. Summing the risks for all pedestrians, relationships between mitigation effectiveness, sensor field of view, braking initiation time, and deceleration were established. The study documents that the effectiveness at reducing fatally (severely) injured pedestrians in frontal collisions with cars reached 40% (27%) at a field of view of 40 degrees. Increasing the field of view further led to only marginal improvements in effectiveness. 2010 Elsevier Ltd. All rights reserved.
Identification and test of pedestrian safety messages for public education programs
DOT National Transportation Integrated Search
1975-03-01
A review of the literature and data from pedestrian accident research was used as input to an analysis which developed 14 message contents. Each of these is directed at a specific aspect of the identified pedestrian accident problem. Seven of the mes...
DOT National Transportation Integrated Search
1971-01-01
The study objective was to identify causes and countermeasures relevant to pedestrian. accidents. Behavioral and descriptive data were collected by interviews and on-scene observations for over 2,000 pedestrian accidents in 13 major cities. Subsequen...
Guo, Hongwei; Gao, Ziyou; Yang, Xiaobao; Jiang, Xiaobei
2011-02-01
Pedestrian violation is a major cause of traffic accidents involving pedestrians. The research objectives were to investigate the relationship between waiting duration and pedestrian violation and to provide a qualitative and quantitative analysis of the effects of human factors and external environmental factors on street-crossing behavior. Pedestrians' street-crossing behavior was examined by modeling the waiting duration at signalized crosswalk. Pedestrian waiting duration was collected by video cameras and it was assigned as censored and uncensored data to distinguish between normal crossing and violating crossing. A nonparametric baseline duration model was introduced, and variables revealing personal characteristics, traffic conditions, and trip features were defined as covariates to describe the effects of internal and external factors. Pedestrians' crossing behaviors represented positive duration dependence that the longer the waiting time elapsed the more likely pedestrians would end the wait soon. The violation inclination of most pedestrians increased with the increasing waiting duration, but about 10 percent of pedestrians were at high risk of violation to cross the street. About half of pedestrians would still obey the traffic rules even after waiting for 50 s by the street. Human factors and the external environment played an important role in street-crossing behavior, especially for factors that involved pedestrians' subjective willingness. The street-crossing behavior of pedestrians was time dependent. Pedestrians behave differently under the effects of various factors. Pedestrian safety interventions that aim at reducing pedestrian injuries may need to consider these effects. The pedestrians' behavioral modifications, such as enhancing the safety awareness, might be the most efficient means to reducing the likelihood of pedestrian violation, though environmental modifications also worked well in improving pedestrian safety.
An on-board pedestrian detection and warning system with features of side pedestrian
NASA Astrophysics Data System (ADS)
Cheng, Ruzhong; Zhao, Yong; Wong, ChupChung; Chan, KwokPo; Xu, Jiayao; Wang, Xin'an
2012-01-01
Automotive Active Safety(AAS) is the main branch of intelligence automobile study and pedestrian detection is the key problem of AAS, because it is related with the casualties of most vehicle accidents. For on-board pedestrian detection algorithms, the main problem is to balance efficiency and accuracy to make the on-board system available in real scenes, so an on-board pedestrian detection and warning system with the algorithm considered the features of side pedestrian is proposed. The system includes two modules, pedestrian detecting and warning module. Haar feature and a cascade of stage classifiers trained by Adaboost are first applied, and then HOG feature and SVM classifier are used to refine false positives. To make these time-consuming algorithms available in real-time use, a divide-window method together with operator context scanning(OCS) method are applied to increase efficiency. To merge the velocity information of the automotive, the distance of the detected pedestrian is also obtained, so the system could judge if there is a potential danger for the pedestrian in the front. With a new dataset captured in urban environment with side pedestrians on zebra, the embedded system and its algorithm perform an on-board available result on side pedestrian detection.
Pedestrians' crossing behaviors and safety at unmarked roadway in China.
Zhuang, Xiangling; Wu, Changxu
2011-11-01
Pedestrians' crossing out of crosswalks (unmarked roadway) contributed to many traffic accidents, but existing pedestrian studies mainly focus on crosswalk crossing in developed countries specifically. Field observation of 254 pedestrians at unmarked roadway in China showed that 65.7% of them did not look for vehicles after arriving at the curb. Those who did look and pay attention to the traffic did so for duration of time that followed an exponential distribution. Pedestrians preferred crossing actively in tentative ways rather than waiting passively. The waiting time at the curb, at the median, and at the roadway all followed exponential distributions. During crossing, all pedestrians looked at the oncoming vehicles. When interacting with these vehicles, 31.9% of them ran and 11.4% stepped backwards. Running pedestrians usually began running at the borderline rather than within the lanes. Pedestrians preferred safe to short paths and they crossed second half of the road with significantly higher speed. These behavioral patterns were rechecked at an additional site with 105 pedestrians and the results showed much accordance. In terms of safety, pedestrians who were middle aged, involved in bigger groups, looked at vehicles more often before crossing or interacted with buses rather than cars were safer while those running were more dangerous. Potential applications of these findings, including building accurate simulation models of pedestrians and education of drivers and pedestrians in developing countries were also discussed. Copyright © 2011 Elsevier Ltd. All rights reserved.
Car-to-pedestrian collision reconstruction with injury as an evaluation index.
Weng, Yiliu; Jin, Xianlong; Zhao, Zhijie; Zhang, Xiaoyun
2010-07-01
Reconstruction of accidents is currently considered as a useful means in the analysis of accidents. By multi-body dynamics and numerical methods, and by adopting vehicle and pedestrian models, the scenario of the crash can often be simulated. When reconstructing the collisions, questions often arise regarding the criteria for the evaluation of simulation results. This paper proposes a reconstruction method for car-to-pedestrian collisions based on injuries of the pedestrians. In this method, pedestrian injury becomes a critical index in judging the correctness of the reconstruction result and guiding the simulation process. Application of this method to a real accident case is also presented in this paper. The study showed a good agreement between injuries obtained by numerical simulation and that by forensic identification. Copyright 2010 Elsevier Ltd. All rights reserved.
Development and test of rural pedestrian safety countermeasures
DOT National Transportation Integrated Search
1983-12-01
Prior to any promulgation by NHTSA of four model traffic regulations for rural pedestrian safety it was the objective of this study to assess, where feasible, the potential effectiveness of these regulations to prevent pedestrian accidents. The model...
Study design and analysis of automobile bumper for pedestrian safety
NASA Astrophysics Data System (ADS)
Kulkarni, Akash; Vora, Rushabh; Ravi, K.
2017-11-01
This paper aims to design and analyse the bumper beam structure, in order to ensure the protection of the pedestrians along with the occupants inside the vehicle. The concern shown towards the pedestrian safety is because, each year about 2,70,000 pedestrians are killed in road accidents that accounts to 22% of the total deaths. From the literature review, it was inferred that the mounting position of bumper and material selection play a crucial role in maximising the pedestrian safety. Hence in this paper, the effects of bumper mounting position and the bumper beam material have been studied, with reference to an explicit dynamic collision involving with a dummy human lower leg set-up. The acceptance of a particular mounting position/material was based on the fact that the maximum stress and deformation induced were less than the yield limits of the human leg form structure (representing the skin, femur and tibia).
Analyzing and modeling risk exposure of pedestrian children to involvement in car crashes.
Elias, Wafa; Shiftan, Yoram
2014-01-01
This paper analyzes the various variables affecting pedestrian children road crashes, placing emphasis on the effect of daily activity patterns and the built environment, including the children's residential neighborhoods and the land use of the places where they conduct their activities. Two complementary data sources from the case study of an Arab town in northern Israel were used to provide a holistic picture of child-pedestrian road crashes: police files providing detailed analyzes of the reason for each crash, its location, and the characteristics of the driver involved; and a survey of 199 households with both involved and not involved children in road crashes, including a one-day travel diary. The study found that a combination of three groups of variables affects child-pedestrian road crashes: socio-economic status, travel patterns, and land use. Most vulnerable are boys from a low socio-economic group who live in areas of high density and mixed land use near a major road and who tend to walk to and from school and additional activities after school. Copyright © 2013 Elsevier Ltd. All rights reserved.
Road traffic accident related morbidity as seen in an accident and emergency department.
Galloway, D J; Patel, A R
1981-04-01
This paper describes some of the findings of a prospective study of victims of road traffic accidents arriving at the Western Infirmary's Accident and Emergency Department over a period of 12 months. More than half the accidents occurred during leisure hours thus likely to stretch the resource of the hospital services. More than a third of the total number of patients were young male drivers. Serious injuries were significantly more often sustained among pedestrians who were often older. Victims of motor-cycle accidents less often escaped serious injuries. Blood ethanol studies on a small sample suggested that male pedestrians were often highly intoxicated. A public health education programme is regarded as a primary measure in preventing a large proportion of serious morbidity and mortality especially amongst pedestrians.
ERIC Educational Resources Information Center
Texas Education Agency, Austin.
This teacher's guide presents 10 instructional units for one portion of the Texas-approved course in driver and safety education. The units cover the following topics: what is safety?; accident causation and prevention; home safety; student transportation safety; disasters; pedestrian safety; passenger safety; fire safety; consumer safety; and…
Preventing child pedestrian injury: pedestrian education or traffic calming?
Roberts, I; Ashton, T; Dunn, R; Lee-Joe, T
1994-06-01
The traditional approach to the prevention of child pedestrian injuries in New Zealand is pedestrian education. However, none of the programs currently being implemented in New Zealand have ever been shown to reduce injury rates. The allocation of scarce resources to pedestrian education must therefore be questioned. In this paper we estimate the number of serious child pedestrian injuries which might be prevented if the resources allocated to pedestrian education were allocated instead to environmental approaches, in particular, to traffic calming. It is estimated that approximately 18 hospitalisations of child pedestrians could be prevented each year under this alternative resource allocation, disregarding any other benefits of traffic calming. These results emphasise the need to consider the potential sacrifices involved in the allocation of scarce resources to child pedestrian education.
Niebuhr, Tobias; Junge, Mirko; Achmus, Stefanie
2015-01-01
Assessment of the effectiveness of advanced driver assistance systems (ADAS) plays a crucial role in accident research. A common way to evaluate the effectiveness of new systems is to determine the potentials for injury severity reduction. Because injury risk functions describe the probability of an injury of a given severity conditional on a technical accident severity (closing speed, delta V, barrier equivalent speed, etc.), they are predestined for such evaluations. Recent work has stated an approach on how to model the pedestrian injury risk in pedestrian-to-passenger car accidents as a family of functions. This approach gave explicit and easily interpretable formulae for the injury risk conditional on the closing speed of the car. These results are extended to injury risk functions for pedestrian body regions. Starting with a double-checked German In-depth Accident Study (GIDAS) pedestrian-to-car accident data set (N = 444) and a functional-anatomical definition of the body regions, investigations on the influence of specific body regions on the overall injury severity will be presented. As the measure of injury severity, the ISSx, a rescaled version of the well-known Injury Severity Score (ISS), was used. Though traditional ISS is computed by summation of the squares of the 3 most severe injured body regions, ISSx is computed by the summation of the exponentials of the Abbreviated Injury Scale (AIS) severities of the 3 most severely injured body regions. The exponentials used are scaled to fit the ISS range of values between 0 and 75. Three body regions (head/face/neck, thorax, hip/legs) clearly dominated abdominal and upper extremity injuries; that is, the latter 2 body regions had no influence at all on the overall injury risk over the range of technical accident severities. Thus, the ISSx is well described by use of the injury codes from the same body regions for any pedestrian injury severity. As a mathematical consequence, the ISSx becomes explicitly
Experimental field test of proposed pedestrian safety messages. Volume 3
DOT National Transportation Integrated Search
1983-11-01
Author's abstract: A detailed re-analysis of available pedestrian accident data was utilized to define three sets of pedestrian safety public information and education (PI&E) Messages. These messages were then produced and field tested. The objective...
Pedestrian Safety: Injury Control Curriculum Guide (For K - 3rd Grade). Second Edition.
ERIC Educational Resources Information Center
Wooner, Rosestelle B., Ed.
This curriculum guide attempts to help the early childhood teacher show children how to incorporate safety precautions into daily life. Good safety practices can prevent the death or injury of young children by automobile, truck, bus, pedestrian, bicycle, and tricycle accidents. The guide focuses on student involvement in the learning process and…
Have pedestrian subsystem tests improved passenger car front shape?
Li, Guibing; Wang, Fang; Otte, Dietmar; Cai, Zhihua; Simms, Ciaran
2018-06-01
Subsystem impactor tests are the main approaches for evaluation of safety performance of vehicle front design for pedestrian protection in legislative regulations. However, the main aspects of vehicle safety for pedestrians are shape and stiffness, and though it is clear that subsystem impact tests encourage lower vehicle front stiffness, it is unclear whether they promote improved vehicle front shapes for pedestrian protection. The purpose of this paper is therefore to investigate the effects of European pedestrian safety regulations on passenger car front shape and pedestrian injury risk using recent German In-Depth Accident Study (GIDAS) pedestrian collision data and numerical simulations. Firstly, a sample of 579 pedestrian collision cases involving 190 different car models between 2000-2015 extracted from the GIDAS was used to compare front-end shapes of passenger cars manufactured before and after the legislative pedestrian safety regulations were introduced in Europe. The focus was on changes in passenger car front shape and differences in pedestrian AIS2+ (Abbreviated Injury Scale at least level 2) leg, pelvis/femur and head injury risk observed in collisions. Multi-body simulations were also used to assess changes in vehicle aggressivity due to the observed changes in vehicle shape. The results show that newer passenger cars tend to have a flatter and wider bumper, higher bonnet leading edge, shorter and steeper bonnet and a shallower windscreen. Both the collision data and the numerical simulations indicate that newer passenger car front bumper designs are significantly safer for pedestrians' legs. However, the results also show that the higher bonnet leading edge in newer passenger cars is poor for pedestrian pelvis/femur protection, even though newer cars show an obviously lower AIS2+ injury risk to younger pedestrians in collisions. Newer cars have a lower AIS2+ head injury risk for pedestrians in collisions, but the numerical analysis indicate that
Arregui-Dalmases, Carlos; Kerrigan, Jason R; Sanchez-Molina, David; Velazquez-Ameijide, Juan; Crandall, Jeff R
2015-01-01
Perform a systematic review for the most relevant pelvic injury research involving PMHS. The review begins with an explanation of the pelvic anatomy and a general description of pelvic fracture patterns followed by the particular case of pelvic fractures sustained in pedestrian-vehicle collisions. Field data documenting the vehicle, crash, and human risk factors for pedestrian pelvic injuries are assessed. A summary of full-scale PMHS tests and subsystem lateral pelvic tests is provided with an interpretation of the most significant findings for the most relevant studies. Based on the mechanisms of pedestrian pelvic injury, force, acceleration, and velocity and compression have been assessed as predictive variables by researchers although no consensus criterion exists.
The development and test of urban and rural pedestrian safety messages
DOT National Transportation Integrated Search
1985-01-01
The objective of this project was to identify, develop and produce public education messages for pedestrian safety. Pedestrian accident types and situations which had not been previously addressed through public education were selected. These include...
Smirenin, S A; Fetisov, V A; Grigoryan, V G; Gusarov, A A; Kucheryavets, Yu O
The disabling injuries inflicted during road traffic accidents (RTA) create a serious challenge for the public health services and are at the same time a major socio-economic problem in the majority of the countries throughout the world. The injuries to the lower extremities of the pedestrians make up the largest fraction of the total number of the non-lethal RTA injuries. Most of them are responsible for the considerable deterioration of the quality of life for the participants in the accidents during the subsequent period. The objective of the present study was to summarize the currently available results of experimental testing of the biomechanical models of the pedestrians' lower extremities in the framework of the program for the prevention of the road traffic accidents as proposed by the World Health Organization (WHO, 2004). The European Enhanced Safety Vehicle Committee (EEVC) has developed a series of crash-tests with the use of the models of the pedestrians' lower extremities simulating the vehicle bumper-pedestrian impact. The models are intended for the assessment of the risk of the tibia fractures and the injuries to the knee joint ligaments. The experts of EEVC proposed the biomechanical criteria for the acceleration of the knee and talocrural parts of the lower limbs as well as for the shear displacement of the knee and knee-bending angle. The engineering solution of this problem is based on numerous innovation proposals being implemented in the machine-building industry with the purpose of reducing the stiffness of structural elements of the bumper and other front components of a modern vehicle designed to protect the pedestrians from severe injuries that can be inflicted in the road traffic accidents. The activities of the public health authorities (in the first place, bureaus of forensic medical expertise and analogous facilities) have a direct bearing on the solution of the problem of control of road traffic injuries because they are possessed of
DOT National Transportation Integrated Search
1971-01-01
The study objective was to identify causes and countermeasures : re levant to pedestrian accidents. Behaviora 1 and descriptive data were : collected by interviews and on-scene observations for over 2,000 pedestrian : iccidents in 13 major cities. Su...
Capacity analysis of pedestrian facilities involving individuals with disabilities.
DOT National Transportation Integrated Search
2015-08-31
Walking facilities are important infrastructures that must be designed to accommodate the behavior of pedestrians in order to be effective. Heterogeneity in pedestrian composition is one important factor generally overlooked in walking facility desig...
Abdel-Aty, Mohamed; Chundi, Sai Srinivas; Lee, Chris
2007-01-01
There is a growing concern with the safety of school-aged children. This study identifies the locations of pedestrian/bicyclist crashes involving school-aged children and examines the conditions when these crashes are more likely to occur. The 5-year records of crashes in Orange County, Florida where school-aged children were involved were used. The spatial distribution of these crashes was investigated using the Geographic Information Systems (GIS) and the likelihoods of crash occurrence under different conditions were estimated using log-linear models. A majority of school-aged children crashes occurred in the areas near schools. Although elementary school children were generally very involved, middle and high school children were more involved in crashes, particularly on high-speed multi-lane roadways. Driver's age, gender, and alcohol use, pedestrian's/bicyclist's age, number of lanes, median type, speed limits, and speed ratio were also found to be correlated with the frequency of crashes. The result confirms that school-aged children are exposed to high crash risk near schools. High crash involvement of middle and high school children reflects that middle and high schools tend to be located near multi-lane high-speed roads. The pedestrian's/bicyclist's demographic factors and geometric characteristics of the roads adjacent to schools associated with school children's crash involvement are of interest to school districts.
Grouping of body areas affected in traffic accidents. A cohort study.
León, Alba Luz; Ascuntar-Tello, Johana; Valderrama-Molina, Carlos Oliver; Giraldo, Nelson Darío; Constaín, Alfredo; Puerta, Andrés; Restrepo, Camilo; Jaimes, Fabián
2018-03-01
Traffic accidents are considered a public health problem and, according to the World Health Organization, currently is the eighth cause of death in the world. Specifically, pedestrians, cyclists and motorcyclists contribute half of the fatalities. Adequate clinical management in accordance with aggregation patterns of the body areas involved, as well as the characteristics of the accident, will help to reduce mortality and disability in this population. Secondary data analysis of a cohort of patients involved in traffic accidents and admitted to the emergency room (ER) of a high complexity hospital in Medellín, Colombia. They were over 15 years of age, had two or more injuries in different areas of the body and had a hospital stay of more than 24 h after admission. A cluster analysis was performed, using Ward's method and the linfinity similarity measure, to obtain clusters of body areas most commonly affected depending on the type of vehicle and the type of victim. Among 2445 patients with traffic accidents, 34% (n = 836) were admitted into the Intensive Care Unit (ICU) and the overall hospital mortality rate was 8% (n = 201). More than 50% of the patients were motorcycle riders but mortality was higher in pedestrian-car accidents (16%, n = 34). The clusters show efficient performance to separate the population depending on the severity of their injuries. Pedestrians had the highest mortality after having accidents with cars and they also had the highest number of body parts clustered, mainly on head and abdomen areas. Exploring the cluster patterns of injuries and body areas affected in traffic accidents allow to establish anatomical groups defined by the type of accident and the type of vehicle. This classification system will accelerate and prioritize ER-care for these population groups, helping to provide better health care services and to rationalize available resources.
Development of safety information materials and media plans for elderly pedestrians
DOT National Transportation Integrated Search
1993-06-01
The objectives of this study were to: 1) develop pedestrian safety messages which will have a countermeasure effect on the specific types of accidents occurring to elderly pedestrians and 2) develop media plans for use by NHTSA in disseminating the i...
Experimental field test of proposed pedestrian safety messages. Volume 2, Child messages
DOT National Transportation Integrated Search
1983-11-01
Author's abstract: A detailed re-analysis of available pedestrian accident data was utilized to define three sets of pedestrian safety public information and education (PI&E) messages. These messages were then produced and field tested. The objective...
Vehicular camera pedestrian detection research
NASA Astrophysics Data System (ADS)
Liu, Jiahui
2018-03-01
With the rapid development of science and technology, it has made great development, but at the same time of highway traffic more convenient in highway traffic and transportation. However, in the meantime, traffic safety accidents occur more and more frequently in China. In order to deal with the increasingly heavy traffic safety. So, protecting the safety of people's personal property and facilitating travel has become a top priority. The real-time accurate pedestrian and driving environment are obtained through a vehicular camera which are used to detection and track the preceding moving targets. It is popular in the domain of intelligent vehicle safety driving, autonomous navigation and traffic system research. Based on the pedestrian video obtained by the Vehicular Camera, this paper studies the trajectory of pedestrian detection and its algorithm.
The ability of flexible car bonnets to mitigate the consequences of frontal impact with pedestrians
NASA Astrophysics Data System (ADS)
Stanisławek, Sebastian; Niezgoda, Tadeusz
2018-01-01
The paper presents the results of numerical research on a vehicle representing a Toyota Yaris passenger sedan hitting a pedestrian. A flexible car body is suggested as an interesting way to increase safety. The authors present a simple low-cost bonnet buffer concept that may mitigate the effects of frontal impact. Computer simulation was the method chosen to solve the problem efficiently. The Finite Element Method (FEM) implemented in the LS-DYNA commercial code was used. The testing procedure was based on the Euro NCAP protocol. A flexible bonnet buffer shows its usefulness in preventing casualties in typical accidents. In the best scenario, the HIC15 parameter is only 380 when such a buffer is installed. In comparison, an accident involving a car without any protection produces an HIC15 of 970, which is very dangerous for pedestrians.
A study of fatal pedestrian crashes at rural low-volume road intersections in southwest China.
Xie, Xiaoli; Nikitas, Alexandros; Liu, Hongqi
2018-04-03
Although intersections correspond to a small proportion of the entire roadway system, they account for a disproportionally high number of fatal pedestrian crashes, especially on rural roads situated in low- and middle-income countries. This article examines pedestrian safety at rural intersections and suggests applicable accident prevention treatments by providing an in-depth analysis of 28 fatal pedestrian crashes from 8 low-volume roads in southwest China. The driving reliability and error analysis method (DREAM) is a method to support a systematic classification of accident causation information and to facilitate aggregation of that information into patterns of contributing factors. This is the first time that DREAM was used to analyze pedestrian-vehicle crashes and provide suggestions for road improvements in China. The key issues adversely affecting pedestrian safety can be organized in 4 distinctive thematic categories, namely, deficient intersection safety infrastructure, lack of pedestrian safety education, inadequate driver training, and insufficient traffic law enforcement. Given that resources for traffic safety investments in rural areas are limited, it is determined that the potential countermeasures should focus on low-cost, easily implementable, and long-lasting measures increasing the visibility and predictability of pedestrian movement and reducing speeding and irresponsible driving among drivers and risk-taking behaviors among pedestrians. Accident prevention treatments are suggested based on their suitability for rural areas in southwest China. These countermeasures include introducing better access management and traffic calming treatments, providing more opportunities for pedestrian education, and enhancing the quality of driver training and traffic law enforcement.
Teach Children Pedestrian Safety.
ERIC Educational Resources Information Center
Faber, Marilyn M.
1997-01-01
Provides advice on teaching children safe pedestrian and bicycling skills to reduce accidents caused by mistakes made in crossing streets. Provides an interactive safe-walker's story, tips for walking safely, step-by-step instructions for safe street crossing, bicycle safety information, a quiz for safe biking, and guidelines to ensure a proper…
Pedestrian injuries due to mobile phone use in public places.
Nasar, Jack L; Troyer, Derek
2013-08-01
Research shows that pedestrians, similar to drivers, experience reduced situation awareness, distracted attention and unsafe behavior when talking or texting on their mobile phones. The present study centered on injuries related to mobile phone use among pedestrians. It used data from the US Consumer Product Safety Commission on injuries in hospital emergency rooms from 2004 through 2010. It found that mobile-phone related injuries among pedestrians increased relative to total pedestrian injuries, and paralleled the increase in injuries for drivers, and in 2010 exceeded those for drivers. Pedestrian injuries related to mobile-phone use were higher for males and for people under 31 years old. Using a mobile phone while walking puts pedestrians at risk of accident, injury or death. Copyright © 2013 Elsevier Ltd. All rights reserved.
Detailed assessment of pedestrian ground contact injuries observed from in-depth accident data.
Shang, Shi; Otte, Dietmar; Li, Guibing; Simms, Ciaran
2018-01-01
Most pedestrians struck by vehicles receive injuries from contact with the vehicle and also from the subsequent ground contact. However, ground related pedestrian injuries have received little focus. This paper uses 1221 German pedestrian collision cases occurring between 2000 and 2015 to assess the distribution and risk factors for pedestrian ground related injuries. Results show that for MAIS 2, the ground accounted for 24% of cases, for MAIS 3 the ground accounted for 20% of cases and for MAIS 4-5, the ground accounted for 14% of cases. There were no AIS 6 ground related injuries, though there were several fatal cases where the ground was coded as the most serious injury. The head, thorax and spine dominate AIS 4-5 ground contact injuries. Vehicle impact speeds were higher for ground related AIS 4-5 compared to AIS 2 injury cases and the average impact speed for ground related injuries to the upper and lower extremities was lower than for body regions like head, thorax and spine. There was a significant age effect on pedestrian ground related injury outcome, with older pedestrians suffering more severe injuries and the median age for thorax injuries was higher than for all other body regions. There was no significant difference in the proportions of AIS 2+ head injuries produced by ground contact for more recent vehicles (model year since 2005) compared to older vehicles (model year before 2005). However, logistic regression analysis showed that the normalised bonnet leading-edge height is a risk factor for adult pedestrian AIS2+ ground related head injuries, and this provides empirical support for recent computational modelling predictions which implied a relationship between vehicle shape and pedestrian ground contact injuries. Considering the potential benefits of preventing pedestrian ground contact, for collisions below 40km/h two thirds of the injury costs would be eliminated if ground contact could be prevented, and even higher benefits are likely at
Literature review on the preschool pedestrian
DOT National Transportation Integrated Search
1984-10-01
The purpose of this literature review was to describe (1) the factors leading to typical preschool pedestrian accidents, (2) the developmental characteristics of the preschool child that affect his/her behavior in traffic, (3) social factors that may...
Literature review on the preschool pedestrian
DOT National Transportation Integrated Search
1985-01-01
The purpose of this literature review was to describe (1) the factors leading to typical preschool pedestrian accidents, (2) the developmental characteristics of the preschool child that affect his/her behavior in traffic, (3) social factors that may...
Ding, Chuan; Chen, Peng; Jiao, Junfeng
2018-03-01
Although a growing body of literature focuses on the relationship between the built environment and pedestrian crashes, limited evidence is provided about the relative importance of many built environment attributes by accounting for their mutual interaction effects and their non-linear effects on automobile-involved pedestrian crashes. This study adopts the approach of Multiple Additive Poisson Regression Trees (MAPRT) to fill such gaps using pedestrian collision data collected from Seattle, Washington. Traffic analysis zones are chosen as the analytical unit. The effects of various factors on pedestrian crash frequency investigated include characteristics the of road network, street elements, land use patterns, and traffic demand. Density and the degree of mixed land use have major effects on pedestrian crash frequency, accounting for approximately 66% of the effects in total. More importantly, some factors show clear non-linear relationships with pedestrian crash frequency, challenging the linearity assumption commonly used in existing studies which employ statistical models. With various accurately identified non-linear relationships between the built environment and pedestrian crashes, this study suggests local agencies to adopt geo-spatial differentiated policies to establish a safe walking environment. These findings, especially the effective ranges of the built environment, provide evidence to support for transport and land use planning, policy recommendations, and road safety programs. Copyright © 2018 Elsevier Ltd. All rights reserved.
Pedestrian injuries due to collisions with bicycles in New York and California.
Tuckel, Peter; Milczarski, William; Maisel, Richard
2014-12-01
Scant attention has been given to pedestrians injured in accidents resulting from collisions with cyclists. This scholarly neglect is surprising given the growing popularity of cycling. This study examines the incidence of pedestrians injured by cyclists in New York between 2004 to 2011 and in California from 2005 to 2011. The study also profiles the pedestrians injured in these two states during these two time frames. The data for this study are based upon patient-level hospital records from New York and California. The data for New York comes from the Statewide Planning and Research Cooperative System (SPARCS) under the auspices of New York State's Department of Health. The data for California come from two sources: the Healthcare Cost and Utilization Project (HCUP) and the California Office of Statewide Health Planning and Development. The rate of pedestrians injured in collisions with cyclists has decreased over time. This decline has occurred despite the increase in the number of cyclists in these states during this same time period. Two possible explanations for this decline are: (a) less exposure of children to cyclists, and (b) improvements in the cycling infrastructure. Although the rate of injuries to pedestrians from collisions with cyclists has been decreasing, improvements to the cycling infrastructure will need to continue. Bike lanes, particularly protected bike lanes, have been shown to be an effective way of reducing cycling-pedestrian accidents. The results of the current study are consistent with this research. Educational campaigns aimed at cyclists that emphasize the safety of all road users--including pedestrians--will also need to continue to assure that this downward trend in the number of accidents is not reversed. Copyright © 2014 Elsevier Ltd. All rights reserved.
Road accidents involving bicycles: configurations and injuries.
Orsi, Chiara; Montomoli, Cristina; Otte, Dietmar; Morandi, Anna
2017-12-01
This study analyzed the most common types of accident involving bicycles and compared the frequency of injuries. The data source was the database of German In-Depth Accident Study (GIDAS). Cases consist of bicycles and their riders involved in accidents between 2000 and 2010. In most collisions, the bicycle impacted with a car. The percentage of injured bicyclists was higher in collisions with a heavy vehicle and decreased when the bicycle impacted with lighter vehicles. A high percentage of injured bicyclists in single accidents was observed; the most severe injury was more frequently to head and extremities. Accidents involving a car and a bicycle with the right of way in a bicycle path represented about 20% of involved and injured bicyclists. The ten most frequent configurations represented about 60% of involved and injured bicyclists. These results contribute to understand the dangerous scenarios for bicyclists and to suggest preventive actions.
Richter, Martinus; Pape, Hans-Christoph; Otte, Dietmar; Krettek, Christian
2005-03-01
The incidence and treatment of injuries involving the elderly road user are of increasing importance for all fields of trauma care to ensure the best possible outcomes. Traffic accident reports were analyzed through technical and medical investigation for the involvement of elderly citizens. In 12,309 documented traffic accidents between 1985 and 1998, 1,843 elderly citizens (65 years and older) were involved, 1,260 of which were reported to have been injured. The mean Injury Severity Score among the injured elderly citizens was 7.3. Of the injured elderly road users, 39.5% were car occupants, 27.4% were bicyclists, 29.6% were pedestrians, 1.8% were truck occupants, and 1.7% were motorcyclists. Of the elderly road users in cars, 53% were not injured, in contrast to only 1.1% of the bicyclists and 0.8% of the pedestrians. Serious or severe injuries (Maximum Abbreviated Injury Scale, >/=2] occurred for 36.5% of the injured elderly road users as car occupants (unrestrained, 58%; restrained, 34%), 57.4% as bicyclists, and 65.4% as pedestrians A high rate of motor injuries is associated with vehicle accidents and increased levels of severity among the elderly population. This finding is especially evident for elder pedestrians and bicyclists. Also of note, the elderly even appear to be at risk for sustaining an increased level of injury severity when they are restrained or belt protected.
DOT National Transportation Integrated Search
1983-11-01
Author's abstract: A detailed re-analysis of available pedestrian accident data was utilized to define three sets of pedestrian safety public information and education (PI&E) messages. These messages were then produced and field tested. The objective...
Estimating the value of life and injury for pedestrians using a stated preference framework.
Niroomand, Naghmeh; Jenkins, Glenn P
2017-09-01
The incidence of pedestrian death over the period 2010 to 2014 per 1000,000 in North Cyprus is about 2.5 times that of the EU, with 10.5 times more pedestrian road injuries than deaths. With the prospect of North Cyprus entering the EU, many investments need to be undertaken to improve road safety in order to reach EU benchmarks. We conducted a stated choice experiment to identify the preferences and tradeoffs of pedestrians in North Cyprus for improved walking times, pedestrian costs, and safety. The choice of route was examined using mixed logit models to obtain the marginal utilities associated with each attribute of the routes that consumers chose. These were used to estimate the individuals' willingness to pay (WTP) to save walking time and to avoid pedestrian fatalities and injuries. We then used the results to obtain community-wide estimates of the value of a statistical life (VSL) saved, the value of an injury (VI) prevented, and the value per hour of walking time saved. The estimate of the VSL was €699,434 and the estimate of VI was €20,077. These values are consistent, after adjusting for differences in incomes, with the median results of similar studies done for EU countries. The estimated value of time to pedestrians is €7.20 per person hour. The ratio of deaths to injuries is much higher for pedestrians than for road accidents, and this is completely consistent with the higher estimated WTP to avoid a pedestrian accident than to avoid a car accident. The value of time of €7.20 is quite high relative to the wages earned. Findings provide a set of information on the VRR for fatalities and injuries and the value of pedestrian time that is critical for conducing ex ante appraisals of investments to improve pedestrian safety. Copyright © 2017 National Safety Council and Elsevier Ltd. All rights reserved.
An analysis of aircraft accidents involving fires
NASA Technical Reports Server (NTRS)
Lucha, G. V.; Robertson, M. A.; Schooley, F. A.
1975-01-01
All U. S. Air Carrier accidents between 1963 and 1974 were studied to assess the extent of total personnel and aircraft damage which occurred in accidents and in accidents involving fire. Published accident reports and NTSB investigators' factual backup files were the primary sources of data. Although it was frequently not possible to assess the relative extent of fire-caused damage versus impact damage using the available data, the study established upper and lower bounds for deaths and damage due specifically to fire. In 12 years there were 122 accidents which involved airframe fires. Eighty-seven percent of the fires occurred after impact, and fuel leakage from ruptured tanks or severed lines was the most frequently cited cause. A cost analysis was performed for 300 serious accidents, including 92 serious accidents which involved fire. Personal injury costs were outside the scope of the cost analysis, but data on personnel injury judgements as well as settlements received from the CAB are included for reference.
Papers on victim age : pedestrians and occupants
DOT National Transportation Integrated Search
1988-06-01
The five papers in this volume describe analyses of : fatally-injured pedestrians and occupants by age, based on : traffic accident data. All five were written between June 1983 : and May 1988. The topics addressed include fatality odds when : driver...
Detection of the toughest: Pedestrian injury risk as a smooth function of age.
Niebuhr, Tobias; Junge, Mirko
2017-07-04
Though it is common to refer to age-specific groups (e.g., children, adults, elderly), smooth trends conditional on age are mainly ignored in the literature. The present study examines the pedestrian injury risk in full-frontal pedestrian-to-passenger car accidents and incorporates age-in addition to collision speed and injury severity-as a plug-in parameter. Recent work introduced a model for pedestrian injury risk functions using explicit formulae with easily interpretable model parameters. This model is expanded by pedestrian age as another model parameter. Using the German In-Depth Accident Study (GIDAS) to obtain age-specific risk proportions, the model parameters are fitted to the raw data and then smoothed by broken-line regression. The approach supplies explicit probabilities for pedestrian injury risk conditional on pedestrian age, collision speed, and injury severity under investigation. All results yield consistency to each other in the sense that risks for more severe injuries are less probable than those for less severe injuries. As a side product, the approach indicates specific ages at which the risk behavior fundamentally changes. These threshold values can be interpreted as the most robust ages for pedestrians. The obtained age-wise risk functions can be aggregated and adapted to any population. The presented approach is formulated in such general terms that in can be directly used for other data sets or additional parameters; for example, the pedestrian's sex. Thus far, no other study using age as a plug-in parameter can be found.
Facial trauma among victims of terrestrial transport accidents.
d'Avila, Sérgio; Barbosa, Kevan Guilherme Nóbrega; Bernardino, Ítalo de Macedo; da Nóbrega, Lorena Marques; Bento, Patrícia Meira; E Ferreira, Efigênia Ferreira
2016-01-01
In developing countries, terrestrial transport accidents - TTA, especially those involving automobiles and motorcycles - are a major cause of facial trauma, surpassing urban violence. This cross-sectional census study attempted to determine facial trauma occurrence with terrestrial transport accidents etiology, involving cars, motorcycles, or accidents with pedestrians in the northeastern region of Brazil, and examine victims' socio-demographic characteristics. Morbidity data from forensic service reports of victims who sought care from January to December 2012 were analyzed. Altogether, 2379 reports were evaluated, of which 673 were related to terrestrial transport accidents and 103 involved facial trauma. Three previously trained and calibrated researchers collected data using a specific form. Facial trauma occurrence rate was 15.3% (n=103). The most affected age group was 20-29 years (48.3%), and more men than women were affected (2.81:1). Motorcycles were involved in the majority of accidents resulting in facial trauma (66.3%). The occurrence of facial trauma in terrestrial transport accident victims tends to affect a greater proportion of young and male subjects, and the most prevalent accidents involve motorcycles. Copyright © 2015 Associação Brasileira de Otorrinolaringologia e Cirurgia Cérvico-Facial. Published by Elsevier Editora Ltda. All rights reserved.
Buses involved in fatal accidents factbook 2007
DOT National Transportation Integrated Search
2010-03-01
This document presents aggregate statistics on buses involved in traffic accidents in 2007. The : statistics are derived from the Buses Involved in Fatal Accidents (BIFA) file, compiled by the : University of Michigan Transportation Research Institut...
Trucks involved in fatal accidents factbook 2007.
DOT National Transportation Integrated Search
2010-01-01
This document presents aggregate statistics on trucks involved in traffic accidents in 2007. The : statistics are derived from the Trucks Involved in Fatal Accidents (TIFA) file, compiled by the : University of Michigan Transportation Research Instit...
Trucks involved in fatal accidents factbook 2008.
DOT National Transportation Integrated Search
2011-03-01
This document presents aggregate statistics on trucks involved in traffic accidents in 2008. The : statistics are derived from the Trucks Involved in Fatal Accidents (TIFA) file, compiled by the : University of Michigan Transportation Research Instit...
Powered two-wheeler drivers' risk of hitting a pedestrian in towns.
Clabaux, Nicolas; Fournier, Jean-Yves; Michel, Jean-Emmanuel
2014-12-01
The risk of collision between pedestrians and powered two-wheelers is poorly understood today. The objective of this research is to determine the risk for powered two-wheeler drivers of hitting and injuring a pedestrian per kilometer driven in towns and to compare this risk with that run by four-wheeled vehicle drivers. Using the bodily injury accidents recorded by the police on nine roads in the city of Marseille in 2011 and a campaign of observations of powered two-wheeler traffic, we estimated the risk per kilometer driven by powered two-wheeler drivers of hitting a pedestrian and compared it with the risk run by four-wheeled vehicle drivers. The results show that the risk for powered two-wheeler drivers of hitting and injuring a pedestrian is significantly higher than the risk run by four-wheeled vehicle drivers. On the nine roads studied, it is on average 3.33 times higher (95% CI: 1.63; 6.78). Taking four more years into account made it possible to consolidate these results and to tighten the confidence interval. There does indeed seem to be problems in the interactions between pedestrians and powered two-wheeler users in urban traffic. These interaction problems lead to a higher risk of hitting and injuring a pedestrian for powered two-wheeler drivers than for four-wheeled vehicle drivers. The analysis of the police reports suggests that part of this increased risk comes from filtering maneuvers by powered two-wheelers. Possible countermeasures deal with the urban street layout. Measures consisting in reducing the width and the number of traffic lanes to a strict minimum and installing medians or pedestrian islands could be an effective way for the prevention of urban accidents between pedestrians and powered two-wheelers. Copyright © 2014 National Safety Council and Elsevier Ltd. All rights reserved.
Strandroth, Johan; Rizzi, Matteo; Sternlund, Simon; Lie, Anders; Tingvall, Claes
2011-12-01
The aim of the present study was to estimate the correlation between Euro NCAP pedestrian rating scores and injury outcome in real-life car-to-pedestrian crashes, with special focus on long-term disability. Another aim was to determine whether brake assist (BA) systems affect the injury outcome in real-life car-to-pedestrian crashes and to estimate the combined effects in injury reduction of a high Euro NCAP ranking score and BA. In the current study, the Euro NCAP pedestrian scoring was compared with the real-life outcome in pedestrian crashes that occurred in Sweden during 2003 to 2010. The real-life crash data were obtained from the data acquisition system Swedish Traffic Accident Data Acquisition (STRADA), which combines police records and hospital admission data. The medical data consisted of International Classification of Diseases (ICD) diagnoses and Abbreviated Injury Scale (AIS) scoring. In all, approximately 500 pedestrians submitted to hospital were included in the study. Each car model was coded according to Euro NCAP pedestrian scores. In addition, the presence or absence of BA was coded for each car involved. Cars were grouped according to their scoring. Injury outcomes were analyzed with AIS and, at the victim level, with permanent medical impairment. This was done by translating the injury scores for each individual to the risk of serious consequences (RSC) at 1, 5, and 10 percent risk of disability level. This indicates the total risk of a medical disability for each victim, given the severity and location of injuries. The mean RSC (mRSC) was then calculated for each car group and t-tests were conducted to falsify the null hypothesis at p ≤ .05 that the mRSC within the groups was equal. The results showed a significant reduction of injury severity for cars with better pedestrian scoring, although cars with a high score could not be studied due to lack of cases. The reduction in RSC for medium-performing cars in comparison with low-performing cars
Talati, Ravi; Stegmuller, Angela; Niiler, Tim; Xiang, Huiyun; Atanda, Alfred
2016-07-01
motor vehicle-associated pedestrian injuries. Specific risk factors for accidents in these areas need to be identified to facilitate the development of focused prevention strategies.
DOT National Transportation Integrated Search
1981-03-01
This report describes the development and evaluation of a K-12 pedestrian safety curriculum for suburban and rural schools. The three program curriculum, called PEDSAFE, was developed to combat pedestrian accidents which victimize suburban/rural chil...
Features of the Vision of Elderly Pedestrians when Crossing a Road.
Matsui, Yasuhiro; Oikawa, Shoko; Aoki, Yoshio; Sekine, Michiaki; Mitobe, Kazutaka
2014-11-01
The present study clarifies the mechanism by which an accident occurs when an elderly pedestrian crosses a road in front of a car, focusing on features of the central and peripheral vision of elderly pedestrians who are judging when it is safe to cross the road. For the pedestrian's central visual field, we investigated the effect of age on the timing judgment using an actual car. The results for daytime conditions indicate that the elderly pedestrians tended to make later judgments of when they crossed the road from the right side of the driver's view at high car velocities. At night, for a car with its headlights on high beam, the average car-pedestrian distances of elderly pedestrians on the left side of the driver's view were significantly longer than those of young pedestrians at velocities of 20 and 40 km/h. The eyesight of the elderly pedestrians during the day did not affect the timing judgment of crossing a road. At night, for a car with its headlights on either high or low beam, the average car-pedestrian distances of elderly pedestrians having good eyesight were longer than those of elderly pedestrians having poor eyesight, for all car velocities. The color of the car body in the central visual field did not affect the timing judgment of elderly pedestrians crossing the road. Meanwhile, the car-body color in the elderly pedestrian's peripheral vision strongly affected the pedestrian's awareness of the car.
Crosswalk markings and the risk of pedestrian-motor vehicle collisions in older pedestrians.
Koepsell, Thomas; McCloskey, Lon; Wolf, Marsha; Moudon, Anne Vernez; Buchner, David; Kraus, Jess; Patterson, Matthew
2002-11-06
Motor vehicles struck and killed 4739 pedestrians in the United States in the year 2000. Older pedestrians are at especially high risk. To determine whether crosswalk markings at urban intersections influence the risk of injury to older pedestrians. Case-control study in which the units of study were crossing locations. Six cities in Washington and California, with case accrual from February 1995 through January 1999. A total of 282 case sites were street-crossing locations at an intersection where a pedestrian aged 65 years or older had been struck by a motor vehicle while crossing the street; 564 control sites were other nearby crossings that were matched to case sites based on street classification. Trained observers recorded environmental characteristics, vehicular traffic flow and speed, and pedestrian use at each site on the same day of the week and time of day as when the case event had occurred. Risk of pedestrian-motor vehicle collision involving an older pedestrian. After adjusting for pedestrian flow, vehicle flow, crossing length, and signalization, risk of a pedestrian-motor vehicle collision was 2.1-fold greater (95% confidence interval, 1.1-4.0) at sites with a marked crosswalk. Almost all of the excess risk was due to 3.6-fold (95% confidence interval, 1.7-7.9) higher risk associated with marked crosswalks at sites with no traffic signal or stop sign. Crosswalk markings appear associated with increased risk of pedestrian-motor vehicle collision to older pedestrians at sites where no signal or stop sign is present to halt traffic.
2013-01-01
Background In the metropolitan area of Florence, 62% of major traumas involve powered two wheeler rider and pillion passengers, 10% cyclists, and 7% pedestrians. The urban and extra-urban areas are the most dangerous for the vulnerable road user. In-depth investigations are needed for assessing detailed information on road accidents. This type of study has been very limited in time frame in Italy, and completely absent in the Tuscan region. Consequently a study called “In-depth Study of road Accident in FlorencE” (In-SAFE) has been initiated. Methods A network between the Department of Mechanics and Industrial Technologies (University of Florence) and the Intensive Care Unit of the Emergency Department (Careggi Teaching Hospital, Florence) was created with the aim of collecting information about the road accidents. The data collected includes: on-scene data, data coming from examination of the vehicles, kinematics and dynamic crash data, injuries, treatment, and injury mechanisms. Each injury is codified thorough the AIS score, localized by a three-dimensional human body model based on computer tomography slices, and the main scores are calculated. We then associate each injury with its cause and crash technical parameters. Finally, all the information is collected in the In-SAFE database. Results Patient mean age at the time of the accident was 34.6 years, and 80% were males. The ISS mean is 24.2 (SD 8.7) and the NISS mean is 33.6 (SD 10.5). The main road accident configurations are the “car-to-PTW” (25%) and “pedestrian run over” (17,9%). For the former, the main collision configuration is “head-on crash” (57%). Cyclists and PTW riders-and-pillions-passengers suffer serious injuries (AIS3+) mainly to the head and the thorax. The head (56.4%) and the lower extremities (12.7%) are the most frequently injured pedestrian body regions. Conclusions The aim of the project is to create an in-depth road accident study with special focus on the correlation
Brand, Stephan; Petri, Maximilian; Haas, Philipp; Krettek, Christian; Haasper, Carl
2013-01-01
Due to resource scarcity, the number of low-noise and electric cars is expected to increase rapidly. The frequent use of these cars will lead to a significant reduction of traffic related noise and pollution. On the other hand, due to the adaption and conditioning of vulnerable road users the number of traffic accidents involving pedestrians and bicyclists is postulated to increase as well. Children, older people with reduced eyesight and the blind are especially reliant on a combination of acoustic and visual warning signals with approaching or accelerating vehicles. This is even more evident in urban areas where the engine sound is the dominating sound up to 30 kph (kilometres per hour). Above this, tyre-road interaction is the main cause of traffic noise. With the missing typical engine sound a new sound design is necessary to prevent traffic accidents in urban areas. Drivers should not be able to switch the sound generator off.
Assessment and prediction of road accident injuries trend using time-series models in Kurdistan.
Parvareh, Maryam; Karimi, Asrin; Rezaei, Satar; Woldemichael, Abraha; Nili, Sairan; Nouri, Bijan; Nasab, Nader Esmail
2018-01-01
Road traffic accidents are commonly encountered incidents that can cause high-intensity injuries to the victims and have direct impacts on the members of the society. Iran has one of the highest incident rates of road traffic accidents. The objective of this study was to model the patterns of road traffic accidents leading to injury in Kurdistan province, Iran. A time-series analysis was conducted to characterize and predict the frequency of road traffic accidents that lead to injury in Kurdistan province. The injuries were categorized into three separate groups which were related to the car occupants, motorcyclists and pedestrian road traffic accident injuries. The Box-Jenkins time-series analysis was used to model the injury observations applying autoregressive integrated moving average (ARIMA) and seasonal autoregressive integrated moving average (SARIMA) from March 2009 to February 2015 and to predict the accidents up to 24 months later (February 2017). The analysis was carried out using R-3.4.2 statistical software package. A total of 5199 pedestrians, 9015 motorcyclists, and 28,906 car occupants' accidents were observed. The mean (SD) number of car occupant, motorcyclist and pedestrian accident injuries observed were 401.01 (SD 32.78), 123.70 (SD 30.18) and 71.19 (SD 17.92) per year, respectively. The best models for the pattern of car occupant, motorcyclist, and pedestrian injuries were the ARIMA (1, 0, 0), SARIMA (1, 0, 2) (1, 0, 0) 12 , and SARIMA (1, 1, 1) (0, 0, 1) 12 , respectively. The motorcyclist and pedestrian injuries showed a seasonal pattern and the peak was during summer (August). The minimum frequency for the motorcyclist and pedestrian injuries were observed during the late autumn and early winter (December and January). Our findings revealed that the observed motorcyclist and pedestrian injuries had a seasonal pattern that was explained by air temperature changes overtime. These findings call the need for close monitoring of the
Otte, D; Haasper, C
2007-01-01
This study deals with the analysis of lower leg fractures in pedestrians and bicyclists after collisions with passenger cars and examines to what extent the shape and location of the fractures in the lower leg changed, following alterations in the shape of bumpers. It can be assumed that that the bumpers changed in shape and effective impact height, not least due to the realization of the developments of vehicle safety tests as in the context of the European Union Directive 2003/102/EC on pedestrian protection. In addition, consumer protection tests, EuroNCAP, accomplished a change of the injury situation. All of these are mainly focused on pedestrian protection measurements but adopt the bicyclists also in their goal. For the study, traffic accidents from GIDAS (German in-Depth-Accident Study) were selected, which had been documented in the years 1995 to 2004 by scientific teams in Hannover and Dresden (Germany) and for which there is detailed information regarding injury patterns and collision speeds. The accident documentations can be regarded as representative and constitute a random sample with statistic weighing of the data. Altogether 143 cases of lower leg fractures (Tibia/ Fibula) with x-rays of pedestrians and 79 cases of bicyclists were differentiated according to new and old vehicles (year of manufacture before/after 1995). The bumper shapes were divided into classical types (protruding pronouncedly/ protruding integrated /integrated rounded). Besides the injuries to the lower leg, those to thighs and feet were also regarded, and the injury conditions involving the head and trunk were included in the kinematic analytics.
Nakai, Hiroshi; Usui, Shinnosuke
2017-02-01
Road accidents between different modes of transport-such as between automobiles and pedestrians, automobiles and bicycles, or automobiles and motorcycles-are frequent. In such cases, it is important to consider the other side's perspective. This involves the ability to correctly judge, for every given situation, how other people on the road perceive their surroundings and what they intend to do next. In this paper, we conduct two types of studies assuming that this kind of ability to consider perspectives is higher when the person is licenced to drive the mode of transport used by the other party. For Study 1, we analysed accidents involving senior citizens between the ages of 65 and 74 years, who collided with automobiles as pedestrians or cyclists (1656 and 3192 cases respectively), in terms of the accident category and type of road at the accident spot. The results indicate that possession or non-possession of a licence was irrelevant for accidents involving cyclists, but for accidents with pedestrians, senior citizens who did not possess a licence are likely to be involved in a greater number of accidents in places that require interaction with automobiles, such as while crossing at crosswalks or at intersections. For Study 2, we reviewed 875 ordinary first-class licence practical test examinees, categorised them according to their licence possession status (motorcycle licence, moped licence, or no licence), and made a category-wise comparison of the test instructor's assessment of their ability to make a left turn. The results showed that those who had a motorcycle or moped licence tended to make a left turn more safely. Thus, the results indicate that experience with different modes of transport is likely to reduce the risk of accidents. These findings may be used to popularise educational interventions encouraging users of various transport modes to consider the perspective of others (i.e. via perspective-taking). Copyright © 2016 Elsevier Ltd. All rights
Peña-García, Antonio; de Oña, Rocío; García, Pedro Antonio; de Oña, Juan
2016-12-01
Daytime running lamps (DRL) on vehicles have proven to be an effective measure to prevent accidents during the daytime, particularly when pedestrians and cyclists are involved. However, there are negative interactions of DRL with other functions in automotive lighting, such as delays in pedestrians' visual reaction time (VRT) when turn indicators are activated in the presence of DRL. These negative interactions need to be reduced. This work analyses the influence of variables inherent to pedestrians, such as height, gender and visual defects, on the VRT using a classification and regression tree as an exploratory analysis and a generalized linear model to validate the results. Some pedestrian characteristics, such as gender, alone or combined with the DRL colour, and visual defects, were found to have a statistically significant influence on VRT and, hence, on traffic safety. These results and conclusions concerning the interaction between pedestrians and vehicles are presented and discussed. Practitioner Summary: Visual interactions of vehicle daytime running lamps (DRL) with other functions in automotive lighting, such as turn indicators, have an important impact on a vehicle's conspicuity for pedestrians. Depending on several factors inherent to pedestrians, the visual reaction time (VRT) can be remarkably delayed, which has implications in traffic safety.
[Parental practices and pedestrian risk behaviors in Chilean adolescents].
Herrera, Andrea C; Repetto, Paula B
2014-08-01
Traffic accidents are the second leading cause of death among adolescents and young adults in Chile. However, few studies have examined this behavior among this age group. Parental practices have a great influence on risk behaviors in adolescents, such as substance use, sexuality and violence, among others. Specifically, we propose that these practices will influence pedestrian risk behaviors among adolescents. To study the role of parental practices such as mother and father support, and behavioral control (monitoring and presence of rules) in pedestrian risk behaviors of teenagers. A sample of 470 adolescents attending schools in the Metropolitan Region of Santiago, Chile were studied. They answered a self-administered questionnaire in which they were asked about parental practices and pedestrian risk behaviors. Analyses were performed using descriptive and inferential statistics, using multiple regression. Paternal support and the presence of rules were protective factors for pedestrian risky behaviors. However, maternal support or monitoring did not influence these behaviors. Parental practices influence pedestrian behaviors of teenagers. The study provides further evidence for the importance of these practices in the development of behavioral self-regulation.
Cheng, Andy S K; Ng, Terry C K; Lee, Hoe C
2011-07-01
Hazard perception is the ability to read the road and is closely related to involvement in traffic accidents. It consists of both cognitive and behavioral components. Within the cognitive component, visual attention is an important function of driving whereas driving behavior, which represents the behavioral component, can affect the hazard perception of the driver. Motorcycle riders are the most vulnerable types of road user. The primary purpose of this study was to deepen our understanding of the correlation of different subtypes of visual attention and driving violation behaviors and their effect on hazard perception between accident-free and accident-involved motorcycle riders. Sixty-three accident-free and 46 accident-involved motorcycle riders undertook four neuropsychological tests of attention (Digit Vigilance Test, Color Trails Test-1, Color Trails Test-2, and Symbol Digit Modalities Test), filled out the Chinese Motorcycle Rider Driving Violation (CMRDV) Questionnaire, and viewed a road-user-based hazard situation with an eye-tracking system to record the response latencies to potentially dangerous traffic situations. The results showed that both the divided and selective attention of accident-involved motorcycle riders were significantly inferior to those of accident-free motorcycle riders, and that accident-involved riders exhibited significantly higher driving violation behaviors and took longer to identify hazardous situations compared to their accident-free counterparts. However, the results of the regression analysis showed that aggressive driving violation CMRDV score significantly predicted hazard perception and accident involvement of motorcycle riders. Given that all participants were mature and experienced motorcycle riders, the most plausible explanation for the differences between them is their driving style (influenced by an undesirable driving attitude), rather than skill deficits per se. The present study points to the importance of
Otte, D.; Haasper, C.
2007-01-01
This study deals with the analysis of lower leg fractures in pedestrians and bicyclists after collisions with passenger cars and examines to what extent the shape and location of the factures in the lower leg changed, following alterations in the shape of bumpers. It can be assumed that that the bumpers changed in shape and effective impact height, not least due to the realization of the developments of vehicle safety tests as in the context of the European Union Directive 2003/102/EC on pedestrian protection. In addition, consumer protection tests, EuroNCAP, accomplished a change of the injury situation. All of these are mainly focused on pedestrian protection measurements but adopt the bicyclists also in their goal. For the study, traffic accidents from GIDAS (German in-Depth-Accident Study) were selected, which had been documented in the years 1995 to 2004 by scientific teams in Hannover and Dresden (Germany) and for which there is detailed information regarding injury patterns and collision speeds. The accident documentations can be regarded as representative and constitute a random sample with statistic weighing of the data. Altogether 143 cases of lower leg fractures (Tibia/Fibula) with x-rays of pedestrians and 79 cases of bicyclists were differentiated according to new and old vehicles (year of manufacture before/after 1995). The bumper shapes were divided into classical types (protruding pronouncedly/protruding integrated /integrated rounded). Besides the injuries to the lower leg, those to thighs and feet were also regarded, and the injury conditions involving the head and trunk were included in the kinematic analytics. PMID:18184485
DOT National Transportation Integrated Search
2017-09-01
This project contributes to the Washington State Strategic Highway Safety Plan, whose goals are to achieve zero road fatality and serious injury by 2030 and to reduce the number of pedestrians and bicyclists involved in motor-vehicle collisions on st...
Increasing of visibility on the pedestrian crossing by the additional lighting systems
NASA Astrophysics Data System (ADS)
Baleja, Richard; Bos, Petr; Novak, Tomas; Sokansky, Karel; Hanusek, Tomas
2017-09-01
Pedestrian crossings are critical places for road accidents between pedestrians and motor vehicles. For this reason, it is very important to increase attention when the pedestrian crossings are designed and it is necessary to take into account all factors that may contribute to higher safety. Additional lighting systems for pedestrian crossings are one of them and the lighting systems must fulfil the requirements for higher visibility from the point of view of car drivers from both directions. This paper describes the criteria for the suitable additional lighting system on pedestrian crossings. Generally, it means vertical illuminance on the pedestrian crossing from the driver’s view, horizontal illuminance on the crossing and horizontal illuminance both in front of and behind the crossing placed on the road and their acceptable ratios. The article also describes the choice of the colours of the light (correlated colour temperature) and its influence on visibility. As a part of the article, there are case designs of additional lighting systems for pedestrian crossings and measurements from realized additional lighting systems by luxmeters and luminance cameras and their evaluation.
Development and test of selected model pedestrian safety regulations
DOT National Transportation Integrated Search
1981-04-01
Two model regulations to remove parking--one from suburban streets in daylight hours and one on the last 50 feet of the approach to crosswalks--were designed in previous work to prevent pedestrian dart and dash accidents by removing screening vehicle...
Comprehensive study to reduce pedestrian crashes in Florida : [summary].
DOT National Transportation Integrated Search
2013-12-01
Pedestrian crashes are a major safety : concern in Florida, with about one in : every ve traf c fatalities involving a : pedestrian. Recently, researchers at : Florida International University studied : ways to improve pedestrian safety on : F...
Occupational accidents involving biological material among public health workers.
Chiodi, Mônica Bonagamba; Marziale, Maria Helena Palucci; Robazzi, Maria Lúcia do Carmo Cruz
2007-01-01
This descriptive research aimed to recognize the occurrence of work accidents (WA) involving exposure to biological material among health workers at Public Health Units in Ribeirão Preto-SP, Brazil. A quantitative approach was adopted. In 2004, 155 accidents were notified by means of the Work Accident Communication (WAC). Sixty-two accidents (40%) involved exposure to biological material that could cause infections like Hepatitis and Aids. The highest number of victims (42 accidents) came from the category of nursing aids and technicians. Needles were responsible for 80.6% of accidents and blood was the biological material involved in a majority of occupational exposure cases. This subject needs greater attention, so that prevention measures can be implemented, which consider the peculiarities of the activities carried out by the different professional categories.
DOT National Transportation Integrated Search
2012-05-01
"Using a parcel-level database of crash incidence and urban form developed for the San Antonio-Bexar : County metropolitan region, this study examined how urban form-related variables affect the incidence of : crashes involving pedestrians, bicyclist...
Man, road and vehicle: risk factors associated with the severity of traffic accidents.
Almeida, Rosa Lívia Freitas de; Bezerra Filho, José Gomes; Braga, José Ueleres; Magalhães, Francismeire Brasileiro; Macedo, Marinila Calderaro Munguba; Silva, Kellyanne Abreu
2013-08-01
To describe the main characteristics of victims, roads and vehicles involved in traffic accidents and the risk factors involved in accidents resulting in death. METHODS A non-concurrent cohort study of traffic accidents in Fortaleza, CE, Northeastern Brazil, in the period from January 2004 to December 2008. Data from the Fortaleza Traffic Accidents Information System, the Mortality Information System, the Hospital Information System and the State Traffic Department Driving Licenses and Vehicle database. Deterministic and probabilistic relationship techniques were used to integrate the databases. First, descriptive analysis of data relating to people, roads, vehicles and weather was carried out. In the investigation of risk factors for death by traffic accident, generalized linear models were used. The fit of the model was verified by likelihood ratio and ROC analysis. RESULTS There were 118,830 accidents recorded in the period. The most common types of accidents were crashes/collisions (78.1%), running over pedestrians (11.9%), colliding with a fixed obstacle (3.9%), and with motorcycles (18.1%). Deaths occurred in 1.4% of accidents. The factors that were independently associated with death by traffic accident in the final model were bicycles (OR = 21.2, 95%CI 16.1;27.8), running over pedestrians OR = 5.9 (95%CI 3.7;9.2), collision with a fixed obstacle (OR = 5.7, 95%CI 3.1;10.5) and accidents involving motorcyclists (OR = 3.5, 95%CI 2.6;4.6). The main contributing factors were a single person being involved (OR = 6.6, 95%CI 4.1;10.73), presence of unskilled drivers (OR = 4.1, 95%CI 2.9;5.5) a single vehicle (OR = 3.9, 95%CI 2,3;6,4), male (OR = 2.5, 95%CI 1.9;3.3), traffic on roads under federal jurisdiction (OR = 2.4, 95%CI 1.8;3.7), early morning hours (OR = 2.4, 95%CI 1.8;3.0), and Sundays (OR = 1.7, 95%CI 1.3;2.2), adjusted according to the log-binomial model. CONCLUSIONS Activities promoting the prevention of traffic accidents should primarily focus on
Elderly Pedestrian Safety and Driver Distractions
DOT National Transportation Integrated Search
2015-12-16
About two-thirds of pedestrian fatalities in Maine involve people crossing urban streets or rural roads. Therefore, providing safe sidewalks is not a cure-all even if that is what many pedestrians ask for. We also need to improve safety at crosswalks...
Injury tolerance of tibia for the car-pedestrian impact.
Mo, Fuhao; Arnoux, Pierre Jean; Jure, Jean Jaques; Masson, Catherine
2012-05-01
Lower limbs are normally the first contacted body region during car-pedestrian accidents, and easily suffer serious injuries. The previous tibia bending tolerances for pedestrian safety were mainly developed from three-point bending tests on tibia mid-shaft. The tibia tolerances of other locations are still not investigated enough. In addition, tibia loading condition under the car-pedestrian impact should be explored to compare with the three-point bending. This work aims to investigate the injury tolerance of tibia fracture with combined experimental data and numerical simulation. Eleven new reported quasi-static bending tests of tibia mid-shaft, and additional eleven dynamic mid-shaft bending test results in the previous literature were used to define injury risk functions. Furthermore, to investigate the influence of tibia locations on bending tolerance, finite element simulations with lower limb model were implemented according to three-point bending and pedestrian impact conditions. The regressive curve of tibia bending tolerance was obtained from the simulations on the different impact locations, and indicated that tibia fracture tolerance could vary largely due to the impact locations for the car-pedestrian crash. Copyright © 2011 Elsevier Ltd. All rights reserved.
A study of accidents involving highway bridges.
DOT National Transportation Integrated Search
1971-01-01
Accident reports, field evaluations, state police and highway engineer questionnaire replies, and other data sources were used to conduct a general study of accidents involving highway bridges in Virginia. The bridges included in the study were divid...
Young drivers' perception of adult and child pedestrians in potential street-crossing situations.
Ābele, Līva; Haustein, Sonja; Møller, Mette
2018-04-03
Despite overall improvements in road traffic safety, pedestrian accidents continue to be a serious public health problem. Due to lack of experience, limited cognitive and motoric skills, and smaller size, children have a higher injury risk as pedestrians than adults. To what extent drivers adjust their driving behaviour to children's higher vulnerability is largely unknown. To determine whether young male drivers' behaviour and scanning pattern differs when approaching a child and an adult pedestrian in a potential street-crossing situation, sixty-five young (18-24) male drivers' speed, lateral position and eye movements were recorded in a driving simulator. Results showed that fewer drivers responded by slowing down and that drivers had a higher driving speed when approaching a child pedestrian, although the time of the first fixation on both types of pedestrians was the same. However, drivers drove farther away from a child than an adult pedestrian. Additionally, fewer drivers who did not slow down fixated on the speedometer while approaching the child pedestrian. The results show that young drivers behave differently when approaching a child and an adult pedestrian, though not in a way that appropriately accounts for the limitations of a child pedestrian. A better understanding of how drivers respond to different types of pedestrians and why could contribute to the development of pedestrian detection and emergency braking systems. Copyright © 2018 Elsevier Ltd. All rights reserved.
Road traffic accidents in children: the 'what', 'how' and 'why'.
Lee, Yue Yen; Fang, Eric; Weng, Yanyi; Ganapathy, Sashikumar
2018-04-01
Road traffic accidents (RTAs) in Singapore involving children were evaluated, with particular focus on the epidemiology, surrounding circumstances and outcomes of these accidents. Key factors associated with worse prognosis were identified. We proposed some measures that may be implemented to reduce the frequency and severity of such accidents. This was a retrospective study of RTAs involving children aged 0-16 years who presented to the Children's Emergency at KK Women's and Children's Hospital, Singapore, from January 2011 to June 2014. Data was obtained from the National Trauma Registry and analysed in tiers based on the Injury Severity Score (ISS). A total of 1,243 accidents were reviewed. RTA victims included motor vehicle passengers (60.4%), pedestrians (28.5%), cyclists (9.9%) and motorcycle pillion riders (1.2%). The disposition of emergency department (ED) patients was consistent with RTA severity. For serious RTAs, pedestrians accounted for 63.6% and 57.7% of Tier 1 (ISS > 15) and Tier 2 (ISS 9-15) presentations, respectively. Overall use of restraints was worryingly low (36.7%). Not restraining increased the risk of serious RTAs by 8.4 times. Young age, high ISS and low Glasgow Coma Scale score predicted a longer duration of intensive care unit stay. The importance of restraints for motor vehicle passengers or helmets for motorcycle pillion riders and cyclists in reducing morbidity requires emphasis. Suggestions for future prevention and intervention include road safety education, regulation of protective restraints, use of speed enforcement devices and creation of transport policies that minimise kerbside parking. Copyright: © Singapore Medical Association.
Modeling pedestrian gap crossing index under mixed traffic condition.
Naser, Mohamed M; Zulkiple, Adnan; Al Bargi, Walid A; Khalifa, Nasradeen A; Daniel, Basil David
2017-12-01
There are a variety of challenges faced by pedestrians when they walk along and attempt to cross a road, as the most recorded accidents occur during this time. Pedestrians of all types, including both sexes with numerous aging groups, are always subjected to risk and are characterized as the most exposed road users. The increased demand for better traffic management strategies to reduce the risks at intersections, improve quality traffic management, traffic volume, and longer cycle time has further increased concerns over the past decade. This paper aims to develop a sustainable pedestrian gap crossing index model based on traffic flow density. It focusses on the gaps accepted by pedestrians and their decision for street crossing, where (Log-Gap) logarithm of accepted gaps was used to optimize the result of a model for gap crossing behavior. Through a review of extant literature, 15 influential variables were extracted for further empirical analysis. Subsequently, data from the observation at an uncontrolled mid-block in Jalan Ampang in Kuala Lumpur, Malaysia was gathered and Multiple Linear Regression (MLR) and Binary Logit Model (BLM) techniques were employed to analyze the results. From the results, different pedestrian behavioral characteristics were considered for a minimum gap size model, out of which only a few (four) variables could explain the pedestrian road crossing behavior while the remaining variables have an insignificant effect. Among the different variables, age, rolling gap, vehicle type, and crossing were the most influential variables. The study concludes that pedestrians' decision to cross the street depends on the pedestrian age, rolling gap, vehicle type, and size of traffic gap before crossing. The inferences from these models will be useful to increase pedestrian safety and performance evaluation of uncontrolled midblock road crossings in developing countries. Copyright © 2017 National Safety Council and Elsevier Ltd. All rights reserved.
Influence of children pedestrian behaviour on pedestrian space usage
NASA Astrophysics Data System (ADS)
Makalew, F. P.; Adisasmita, S. A.; Wunas, S.; Hamid, S.
2017-11-01
School children pedestrian behaviour can be seen along their journey to and from school. Pedestrian spaces used by children are places available in urban and rural areas including streets with and without pedestrian pathways. Samples data are collected from 23 elementary schools in urban and rural areas in North Sulawesi, Indonesia in the form of video records and photos taken. The aim of this research is to analyse children pedestrian behaviour and its influence on the space usage on pedestrian areas. Method of analysis is a comparative study on urban and rural areas. Results of this research are types of behaviour, factors that influence the behaviour, physical condition of pedestrian areas and space usage by children. The behaviours are duck-line walking, running, playing, walking backward and walking with bare foot in which running is the main behaviour. These behaviours are influenced by factors including following friends and responding to acts. There are similarities and differences between pedestrian space usage in urban and rural areas. Space use by children pedestrian demonstrates the way pedestrian areas should be planned. Space usage by children pedestrian indicates that there is a need of evaluation of the space available considering pedestrian children behaviour.
Differences in geometry of pedestrian crashes in daylight and darkness.
Sullivan, John M; Flannagan, Michael J
2011-02-01
Previous studies have shown that increased risk in darkness is particularly great for pedestrian crashes, suggesting that attempts to improve headlighting should focus on factors that likely influence those crashes. The current analysis was designed to provide information about how details of pedestrian crashes may differ between daylight and darkness. All pedestrian crashes that occurred in daylight or dark conditions in Michigan during 2004 were analyzed in terms of the variables included in the State of Michigan crash database. Additional analysis of the narratives and diagrams in police accident reports was performed for a subset of 400 of those crashes-200 sampled from daylight and 200 sampled from darkness. Several differences were found that appear to be related to the characteristic asymmetry of low-beam headlamps, which (in the United States) distributes more light on the passenger's side than the driver's side of the vehicle. These results provide preliminary quantification of the how the photometric differences between the right and left sides of typical headlamps may affect pedestrian crash risk. The results suggest that efforts to provide supplemental forward vehicle lighting in turns may have safety benefits for pedestrians. Copyright © 2011 Elsevier Ltd. All rights reserved.
Getting involved : a study of bicycle and pedestrian advisory committees and advocacy organizations.
DOT National Transportation Integrated Search
2001-01-01
Bicycle and pedestrian advocacy groups have approached VDOT with a variety of proposals and requests for support. In deciding how to respond to such inquiries, the VDOT Bicycle and Pedestrian Program staff desires to know how other state DOTs interac...
Pedestrian-driver communication and decision strategies at marked crossings.
Sucha, Matus; Dostal, Daniel; Risser, Ralf
2017-05-01
The aim of this work is to describe pedestrian-driver encounters, communication, and decision strategies at marked but unsignalised crossings in urban areas in the Czech Republic and the ways in which the parties involved experience and handle these encounters. A mixed-methods design was used, consisting of focus groups with pedestrians and drivers regarding their subjective views of the situations, on-site observations, camera recordings, speed measurements, the measurement of car and pedestrian densities, and brief on-site interviews with pedestrians. In close correspondence with the literature, our study revealed that the most relevant predictors of pedestrians' and drivers' behaviour at crossings were the densities of car traffic and pedestrian flows and car speed. The factors which influenced pedestrians' wait/go behaviour were: car speed, the distance of the car from the crossing, traffic density, whether there were cars approaching from both directions, various signs given by the driver (eye contact, waving a hand, flashing their lights), and the presence of other pedestrians. The factors influencing drivers' yield/go behaviour were: speed, traffic density, the number of pedestrians waiting to cross, and pedestrians being distracted. A great proportion of drivers (36%) failed to yield to pedestrians at marked crossings. The probability of conflict situations increased with cars travelling at a higher speed, higher traffic density, and pedestrians being distracted by a different activity while crossing. The findings of this study can add to the existing literature by helping to provide an understanding of the perception of encounter situations by the parties involved and the motives lying behind certain aspects of behaviour associated with these encounters. This seems necessary in order to develop suggestions for improvements. For instance, the infrastructure near pedestrian crossings should be designed in such a way as to take proper account of pedestrians
A study of general aviation accidents involving children in 2011.
Poland, Kristin M; Marshall, Nora M
2014-08-01
General aviation accidents involving children are rare, but when they do happen, little is known about the children involved, including their age, restraint status, and injuries. This lack of information is due to the fact that the National Transportation Safety Board (NTSB) did not always collect detailed data about passengers involved in accidents. Consequently, in 2011, NTSB investigators collected detailed information on children involved in general aviation accidents and this report provides a summary of the outcomes. During 2011, 19 general aviation accidents and incidents included 39 children who were 14 yr old and younger. In total, 26 children sustained fatal injuries, 2 sustained serious injuries, 5 sustained minor injuries, and 6 sustained no injuries. All of the children less than 2 yr old were restrained in a child restraint system and sustained no injuries in the accidents. At least one 4-yr-old child would have benefited from being restrained in a child restraint system. In addition, in two accidents, it was determined that children were likely sharing a single seat belt. This year-long data collection regarding children involved in general aviation accidents provided substantial information concerning age, restraint status, and injuries. In response to issues identified, the NTSB made improvements to its aviation data management system to routinely collect this information for future investigations and enable subsequent evaluation of the data regarding child passengers involved in general aviation accidents over the long term.
Li, Guibing; Yang, Jikuang; Simms, Ciaran
2016-07-03
The purpose of this study is to define a computationally efficient virtual test system (VTS) to assess the aggressivity of vehicle front-end designs to pedestrians considering the distribution of pedestrian impact configurations for future vehicle front-end optimization. The VTS should represent real-world impact configurations in terms of the distribution of vehicle impact speeds, pedestrian walking speeds, pedestrian gait, and pedestrian height. The distribution of injuries as a function of body region, vehicle impact speed, and pedestrian size produced using this VTS should match the distribution of injuries observed in the accident data. The VTS should have the predictive ability to distinguish the aggressivity of different vehicle front-end designs to pedestrians. The proposed VTS includes 2 parts: a simulation test sample (STS) and an injury weighting system (IWS). The STS was defined based on MADYMO multibody vehicle to pedestrian impact simulations accounting for the range of vehicle impact speeds, pedestrian heights, pedestrian gait, and walking speed to represent real world impact configurations using the Pedestrian Crash Data Study (PCDS) and anthropometric data. In total 1,300 impact configurations were accounted for in the STS. Three vehicle shapes were then tested using the STS. The IWS was developed to weight the predicted injuries in the STS using the estimated proportion of each impact configuration in the PCDS accident data. A weighted injury number (WIN) was defined as the resulting output of the VTS. The WIN is the weighted number of average Abbreviated Injury Scale (AIS) 2+ injuries recorded per impact simulation in the STS. Then the predictive capability of the VTS was evaluated by comparing the distributions of AIS 2+ injuries to different pedestrian body regions and heights, as well as vehicle types and impact speeds, with that from the PCDS database. Further, a parametric analysis was performed with the VTS to assess the sensitivity of the
In pedestrian crashes, it's vehicle speed that matters the most
DOT National Transportation Integrated Search
2000-05-13
A recently prepared report on pedestrian injuries provides these two main findings: 1) regardless of age, pedestrians involved in crashes are more likely to be killed as vehicle speeds increase; and 2) in crashes at any speed, older pedestrians are m...
Strandroth, Johan; Sternlund, Simon; Lie, Anders; Tingvall, Claes; Rizzi, Matteo; Kullgren, Anders; Ohlin, Maria; Fredriksson, Rikard
2014-11-01
Pedestrians and bicyclists account for a significant share of deaths and serious injuries in the road transport system. The protection of pedestrians in car-to-pedestrian crashes has therefore been addressed by friendlier car fronts and since 1997, the European New Car Assessment Program (Euro NCAP) has assessed the level of protection for most car models available in Europe. In the current study, Euro NCAP pedestrian scoring was compared with real-life injury outcomes in car-to-pedestrian and car-tobicyclist crashes occurring in Sweden. Approximately 1200 injured pedestrians and 2000 injured bicyclists were included in the study. Groups of cars with low, medium and high pedestrian scores were compared with respect to pedestrian injury severity on the Maximum Abbreviated Injury Scale (MAIS)-level and risk of permanent medical impairment (RPMI). Significant injury reductions to both pedestrians and bicyclists were found between low and high performing cars. For pedestrians, the reduction of MAIS2+, MAIS3+, RPMI1+ and RPMI10+ ranged from 20-56% and was significant on all levels except for MAIS3+ injuries. Pedestrian head injuries had the highest reduction, 80-90% depending on level of medical impairment. For bicyclist, an injury reduction was only observed between medium and high performing cars. Significant injury reductions were found for all body regions. It was also found that cars fitted with autonomous emergency braking including pedestrian detection might have a 60-70% lower crash involvement than expected. Based on these results, it was recommended that pedestrian protection are implemented on a global scale to provide protection for vulnerable road users worldwide.
Rapid detection and identification of pedestrian impacts using a distributed sensor network
NASA Astrophysics Data System (ADS)
Kim, Andrew C.; Chang, Fu-Kuo
2005-05-01
Pedestrian fatalities from automobile accidents often occur as a result of head injuries suffered from impacts with an automobile front end. Active pedestrian protection systems with proper pedestrian recognition algorithms can protect pedestrians from such head trauma. An investigation was conducted to assess the feasibility of using a network of piezoelectric sensors mounted on the front bumper beam of an automobile to discriminate between impacts with "pedestrian" and "non-pedestrian" objects. This information would be used to activate a safety device (e.g., external airbag or pop-up hood) to provide protection for the vulnerable pedestrian. An analytical foundation for the object-bumper impact problem will be presented, as well as the classical beam impact theory. The mechanical waves that propagate in the structure from an external impact contain a wealth of information about the specifics of a particular impact -- object mass, size, impact speed, etc. -- but most notably the object stiffness, which identifies the impacted object. Using the frequency content of the sensor signals, it can be shown that impacts with a "pedestrian" object of varying size, weight, and speed can be easily differentiated from impacts with other "non-pedestrian" objects. Simulation results will illustrate this phenomenon, and experimental tests will verify the results. A comprehensive series of impact tests were performed for validation, using both a stationary front bumper with a drop-pendulum impactor and a moving car with stationary impact objects. Results from both tests will be presented.
DOT National Transportation Integrated Search
2008-01-01
In 2008, 4,378 pedestrians were killed in traffic crashes in the United States a decrease of 16 percent from the 5,228 pedestrians killed in 1998. On average, a pedestrian is killed in a traffic crash every 120 minutes and injured in a traffic cr...
Epidemiology of pedestrian-MVCs by road type in Cluj, Romania.
Hamann, Cara; Peek-Asa, Corinne; Rus, Diana
2015-04-01
Pedestrian-motor vehicle (PMV) crash rates in Romania are among the highest in all of Europe. The purpose of this study was to examine the characteristics of pedestrian-MVCs in Cluj County, Romania, on the two major types of roadways: national or local. Cluj County police crash report data from 2010 were used to identify pedestrian, driver and crash characteristics of pedestrian-MVCs. Crashes with available location data were geocoded and road type (national or local) for each crash was determined. Distributions of crash characteristics were examined by road type and multivariable logistic regression models were built to determine predictors of crash road type. Crashes occurring on national roads involved more teenagers and adults, while those on local roads involved more young children (0-12) and older adults (65+) (p<0.01). Crashes on national roads were more likely to have marked pedestrian crossings and shoulders compared with local crashes. Pedestrian-MVCs that involved a moving violation by the motorist were more likely to occur on national roadways (adjusted OR=1.93, 95% CI 1.07 to 3.49). Pedestrian-MVCs pose a considerable health burden in Romania. Results from this study suggest that factors leading to PMV crashes on national roads are more likely to involve driver-related causes compared with local roads. Intervention priorities to reduce pedestrian crashes on national roads should be directed towards driver behaviour on national roads. Further examination of driver and pedestrian behaviours related to crash risk on both national and local roads, such as distraction and speeding, is warranted. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://group.bmj.com/group/rights-licensing/permissions.
An audible automobile back-up pedestrian warning device--development and evaluation
DOT National Transportation Integrated Search
1976-11-01
The purpose of the study was to develop and field-test an audible back-up warning device for use on automobiles. Detailed criteria of pedestrian age and hearing ability combined with noise characteristics of typical accident sites provide the basis f...
Pedestrian and bicycle crash data analysis : 2005-2010.
DOT National Transportation Integrated Search
2012-04-03
The safety of pedestrians and bicyclists using the roadway is an increasing concern for the Michigan Department of Transportation (MDOT). This report summarizes data for motor vehicle crashes involving pedestrians and bicyclists in Michigan from 2005...
Development of multivariate exposure and fatal accident involvement rates for 1977
DOT National Transportation Integrated Search
1985-10-01
The need for multivariate accident involvement rates is often encounted in : accident analysis. The FARS (Fatal Accident Reporting System) files contain : records of fatal involvements characterized by many variables while NPTS : (National Personal T...
Lee, Jung Soo; Kim, Yeo Hyung; Yun, Jae Sung; Jung, Sang Eun; Chae, Choong Sik
2016-01-01
Objective To investigate the clinical characteristics of patients involved in road traffic accidents according to the New Injury Severity Score (NISS). Methods In this study, medical records of 1,048 patients admitted at three hospitals located in different regions between January and December 2014 were retrospectively reviewed. Only patients who received inpatient treatments covered by automobile insurance during the period were included. Accidents were classified as pedestrian, driver, passenger, motorcycle, or bicycle; and the severity of injury was assessed by the NISS. Results The proportion of pedestrian traffic accident (TA) was the highest, followed by driver, passenger, motorcycle and bicycle TA. The mean NISS was significantly higher in pedestrian and motorcycle TAs and lower in passenger TA. Analysis of differences in mean hospital length of stay (HLS) according to NISS injury severity revealed 4.97±4.86 days in the minor injury group, 8.91±5.93 days in the moderate injury group, 15.46±11.16 days in the serious injury group, 24.73±17.03 days in the severe injury group, and 30.86±34.03 days in the critical injury group (p<0.05). Conclusion The study results indicated that higher NISS correlated to longer HLS, fewer home discharges, and increasing mortality. Specialized hospitals for TA patient rehabilitation are necessary to reduce disabilities in TA patients. PMID:27152279
Crash-type manual for pedestrians
DOT National Transportation Integrated Search
1996-01-01
Bicyclists or pedestrians are involved in approximately one out of six highway fatalities each year. This research was conducted in order to better understand the precipitating actions, predisposing factors and characteristic populations involved. So...
Zangooei Dovom, Hossein; Shafahi, Yousef; Zangooei Dovom, Mehdi
2013-01-01
Several studies have investigated road traffic deaths, but few have compared by road user type. Iran, with an estimated 44 road traffic deaths per 100,000 population in 2002 had higher road traffic deaths than any other country for which reliable estimates can be made. So, the present study was conducted on road death data and identified fatal accident distribution by age, gender and head injury as well as the influences of age and gender on deaths at accident scenes for all road user groups. Data used in this study are on fatal road accidents recorded by forensic medicine experts of the Khorasan Razavi province in Mashhad, the capital of the province, the second largest city and the largest place of pilgrimage, immigration and tourism in Iran. Chi-square test and odds ratio were used to identify the relation of death place with age and gender in 2495 fatal road accidents from 2006 to 2009. The t-test and analysis of variance were employed for continues variable, age, to compare males' and females' mean age for all road user categories. For two genders, all three groups of fatalities (pedestrian, motorcyclist and motor vehicle occupant) had a peak at the ages of 21-30. The youngest were male motorcyclists (mean age = 28). Old pedestrians were included in road deaths very much, too. Male/female overall ratio was 3.41 and the highest male/female ratio was related to motorcyclists (14). The overall ratio of head injury to other organ injuries (torso and underbody) was 2.51 and pedestrians had the largest amount of head injury (38.2%). Regarding death at accident scene, for all road users, gender did not have any significant relation with death at the scene (P-value > 0.1); on the contrary, age had significant relation (P-value < 0.05). Females were more vulnerable at accident scenes (male/female ratio at accident sense < 1). Pedestrians aged 21-30, motorcyclists 41-50 and motor vehicle occupants 31-40 died the most at accident scenes. Identifying the most
Safety-in-numbers: Estimates based on a sample of pedestrian crossings in Norway.
Elvik, Rune
2016-06-01
Safety-in-numbers denotes the tendency for the risk of accident for each road user to decline as the number of road users increases. Safety-in-numbers implies that a doubling of the number of road users will be associated with less than a doubling of the number of accidents. This paper investigates safety-in-numbers in 239 pedestrian crossings in Oslo and its suburbs. Accident prediction models were fitted by means of negative binomial regression. The models indicate a very strong safety-in-numbers effect. In the final model, the coefficients for traffic volume were 0.05 for motor vehicles, 0.07 for pedestrians and 0.12 for cyclists. The coefficient for motor vehicles implies that the number of accidents is almost independent of the number of motor vehicles. The safety-in-numbers effect found in this paper is stronger than reported in any other study dealing with safety-in-numbers. It should be noted that the model explained only 21% of the systematic variation in the number of accidents. It therefore cannot be ruled out that the results are influenced by omitted variable bias. Any such bias would, however, have to be very large to eliminate the safety-in-numbers effect. Copyright © 2016 Elsevier Ltd. All rights reserved.
[Psychosocial aspects and accidents in land transport].
Morales-Soto, Nelson; Alfaro-Basso, Daniel; Gálvez-Rivero, Wilfredo
2010-06-01
Road traffic accidents are a public health problem in Peru, having caused 35 596 deaths in Peru between 1998 and 2008. Lima is the most affected region, presenting 61.7% of the accidents, the annual cost reached one thousand million dollars, equivalent to a third part of the investment in health. Available studies give emphasis to the protagonists--the drivers, the pedestrians--or to equipment and roads; the laws have been modified and containment plans for accidents have been implemented, but the incidence remains the same. We raise the possibility of exploring behavioral and social factors that could be relevant in the genesis of the problem, revising those related to current disorder in transport, the behaviors of drivers and pedestrians and the permissiveness of society in general particularly of the authority. We propose research and a multidisciplinary and intersectoral intervention.
Discrete element method for emergency flow of pedestrian in S-type corridor.
Song, Gyeongwon; Park, Junyoung
2014-10-01
Pedestrian flow in curved corridor should be modeled before design because this type of corridor can be most dangerous part during emergency evacuation. In this study, this flow is analyzed by Discrete Element Method with psychological effects. As the turning slope of corridor increases, the evacuation time is linearly increases. However, in the view of crashed death accident, the case with 90 degree turning slope can be dangerous because there are 3 dangerous points. To solve this matter, the pedestrian gathering together in curved part should be dispersed.
Quantitative analysis of pedestrian safety at uncontrolled multi-lane mid-block crosswalks in China.
Zhang, Cunbao; Zhou, Bin; Chen, Guojun; Chen, Feng
2017-11-01
A lot of pedestrian-vehicle crashes at mid-block crosswalks severely threaten pedestrian's safety around the world. The situations are even worse in China due to low yielding rate of vehicles at crosswalks. In order to quantitatively analyze pedestrian's safety at multi-lane mid-block crosswalks, the number of pedestrian-vehicle conflicts was utilized to evaluate pedestrian's accident risk. Five mid-block crosswalks (Wuhan, China) were videoed to collect data of traffic situation and pedestrian-vehicle conflicts, and the quantity and spatial distribution of pedestrian-vehicle conflicts at multi-lane mid-block crosswalk were analyzed according to lane-based post-encroachment time(LPET). Statistical results indicate that conflicts are mainly concentrated in lane3 and lane6. Percentage of conflict of each lane numbered from 1 to 6 respectively are 4.1%, 13.1%, 19.8%, 8.4%, 19.0%, 28.1%. Conflict rate under different crossing strategies are also counted. Moreover, an order probit (OP) model of pedestrian-vehicle conflict analysis (PVCA) was built to find out the contributions corresponding to those factors (such as traffic volume, vehicle speed, pedestrian crossing behavior, pedestrian refuge, etc.) to pedestrian-vehicle conflicts. The results show that: pedestrian refuge have positive effects on pedestrian safety; on the other hand, high vehicle speed, high traffic volume, rolling gap crossing pattern, and larger pedestrian platoon have negative effects on pedestrian safety. Based on our field observation and PVCA model, the number of conflicts will rise by 2% while the traffic volume increases 200 pcu/h; similarly, if the vehicle speed increases 5km/h, the number of conflicts will rise by 12% accordingly. The research results could be used to evaluate pedestrian safety at multi-lane mid-block crosswalks, and useful to improve pedestrian safety by means of pedestrian safety education, pedestrian refuge setting, vehicle speed limiting, and so on. Copyright © 2017
Sebert Kuhlmann, Anne K; Brett, John; Thomas, Deborah; Sain, Stephan R
2009-09-01
We examined patterns of pedestrian-motor vehicle collisions and associated environmental characteristics in Denver, Colorado. We integrated publicly available data on motor vehicle collisions, liquor licenses, land use, and sociodemographic characteristics to analyze spatial patterns and other characteristics of collisions involving pedestrians. We developed both linear and spatially weighted regression models of these collisions. Spatial analysis revealed global clustering of pedestrian-motor vehicle collisions with concentrations in downtown, in a contiguous neighborhood, and along major arterial streets. Walking to work, population density, and liquor license outlet density all contributed significantly to both linear and spatial models of collisions involving pedestrians and were each significantly associated with these collisions. These models, constructed with data from Denver, identified conditions that likely contribute to patterns of pedestrian-motor vehicle collisions. Should these models be verified elsewhere, they will have implications for future research directions, public policy to enhance pedestrian safety, and public health programs aimed at decreasing unintentional injury from pedestrian-motor vehicle collisions and promoting walking as a routine physical activity.
Leonov, S V; Pinchuk, P V; Shakir'janova, Ju P
This article was designed to report the results of the analysis of the consequences of a real case of the sidewise collision and run-over involving a pedestrian and an automobile moving in the reverse gear along an arc of a circle. Special attention was given to the mechanism behind the collision, its peculiar features, and characteristic damages inflicted to the pedestrian's body and clothes.
Road traffic accidents in children: the ‘what’, ‘how’ and ‘why’
Lee, Yue Yen; Fang, Eric; Weng, Yanyi; Ganapathy, Sashikumar
2018-01-01
INTRODUCTION Road traffic accidents (RTAs) in Singapore involving children were evaluated, with particular focus on the epidemiology, surrounding circumstances and outcomes of these accidents. Key factors associated with worse prognosis were identified. We proposed some measures that may be implemented to reduce the frequency and severity of such accidents. METHODS This was a retrospective study of RTAs involving children aged 0–16 years who presented to the Children’s Emergency at KK Women’s and Children’s Hospital, Singapore, from January 2011 to June 2014. Data was obtained from the National Trauma Registry and analysed in tiers based on the Injury Severity Score (ISS). RESULTS A total of 1,243 accidents were reviewed. RTA victims included motor vehicle passengers (60.4%), pedestrians (28.5%), cyclists (9.9%) and motorcycle pillion riders (1.2%). The disposition of emergency department (ED) patients was consistent with RTA severity. For serious RTAs, pedestrians accounted for 63.6% and 57.7% of Tier 1 (ISS > 15) and Tier 2 (ISS 9–15) presentations, respectively. Overall use of restraints was worryingly low (36.7%). Not restraining increased the risk of serious RTAs by 8.4 times. Young age, high ISS and low Glasgow Coma Scale score predicted a longer duration of intensive care unit stay. CONCLUSION The importance of restraints for motor vehicle passengers or helmets for motorcycle pillion riders and cyclists in reducing morbidity requires emphasis. Suggestions for future prevention and intervention include road safety education, regulation of protective restraints, use of speed enforcement devices and creation of transport policies that minimise kerbside parking. PMID:29214322
Buses involved in fatal accidents codebook 2008.
DOT National Transportation Integrated Search
2011-03-01
This report provides documentation for UMTRIs file of Buses Involved in Fatal Accidents (BIFA), 2008, : including distributions of the code values for each variable in the file. The 2008 BIFA file is a census of all : buses involved in a fatal acc...
Buses involved in fatal accidents codebook 2007.
DOT National Transportation Integrated Search
2009-12-01
This report provides documentation for UMTRIs file of Buses Involved in Fatal Accidents (BIFA), 2007, : including distributions of the code values for each variable in the file. The 2007 BIFA file is a census of all : buses involved in a fatal acc...
Finding strategies to improve pedestrian safety in rural areas
DOT National Transportation Integrated Search
2001-10-11
This paper is based upon an analysis of collisions involving pedestrians in rural areas and proposes ways of preventing them. Pedestrian and vehicle volumes were counted and crash numbers predicted and compared to outcomes in varying environments. It...
Recognizing pedestrian's unsafe behaviors in far-infrared imagery at night
NASA Astrophysics Data System (ADS)
Lee, Eun Ju; Ko, Byoung Chul; Nam, Jae-Yeal
2016-05-01
Pedestrian behavior recognition is important work for early accident prevention in advanced driver assistance system (ADAS). In particular, because most pedestrian-vehicle crashes are occurred from late of night to early of dawn, our study focus on recognizing unsafe behavior of pedestrians using thermal image captured from moving vehicle at night. For recognizing unsafe behavior, this study uses convolutional neural network (CNN) which shows high quality of recognition performance. However, because traditional CNN requires the very expensive training time and memory, we design the light CNN consisted of two convolutional layers and two subsampling layers for real-time processing of vehicle applications. In addition, we combine light CNN with boosted random forest (Boosted RF) classifier so that the output of CNN is not fully connected with the classifier but randomly connected with Boosted random forest. We named this CNN as randomly connected CNN (RC-CNN). The proposed method was successfully applied to the pedestrian unsafe behavior (PUB) dataset captured from far-infrared camera at night and its behavior recognition accuracy is confirmed to be higher than that of some algorithms related to CNNs, with a shorter processing time.
[Labor accidents involving the eyes: assessment of occupational risks involving nursing workers].
de Almeida, Cristiana Brasil; Pagliuca, Lorita Marlena Freitag; Leite, Ana Lourdes Almeida e Silva
2005-01-01
The study aimed at identifying nursing workers who were victims of eye accidents and the type of accident; describing the measures taken and proposing Health Education methods. A descriptive and exploratory study was carried out at a public maternity hospital from September 2002 to January 2003. Data were collected through direct observation of the environment and interviews with workers. Subjects were ten professionals (one nurse, two technicians and seven nursing auxiliaries) who were victims of work accidents involving the eye. The accidents were grouped according to the type of material that caused the trauma: chemical substances (4), medication (3), mechanical trauma (1), scalp (1) and urine (1). The results reveal that hospital workers are vulnerable to labor accidents because the environment presents biological, chemical and physical risks. An important step to prevent the occurrence of new accidents would be the prevention of human mistakes through permanent training and the use of protection glasses.
Effects of personality on risky driving behavior and accident involvement for Chinese drivers.
Yang, Jiaoyan; Du, Feng; Qu, Weina; Gong, Zhun; Sun, Xianghong
2013-01-01
Motor vehicle accidents are the leading cause of injury-related fatalities in China and pose the most serious threat to driving safety. Driver personality is considered as an effective predictor for risky driving behavior and accident liability. Previous studies have focused on the relationship between personality and risky driving behavior, but only a few of them have explored the effects of personality variables on accident involvement. In addition, few studies have examined the effects of personality on Chinese drivers' risky driving and accident involvement. The present study aimed to examine the effects of personality variables on Chinese drivers' unsafe driving behaviors and accident involvement. Two hundred and twenty-four Chinese drivers aged 20 to 50 were required to complete questionnaires assessing their personality traits (anger, sensation-seeking, altruism, and normlessness), risky driving behaviors (aggressive violations, ordinary violations), and accident involvement (all accidents, serious accidents, at-fault accidents). Multivariate regression analyses, adjusting for gender, age, and overall mileage, were conducted to identify the personality traits related to risky driving behaviors and accident involvement. Participants' personality traits were found to be significantly correlated with both risky driving behavior and accident involvement. Specifically, the traits of anger and normlessness were effective predictors for aggressive violations. The traits of anger, sensation-seeking, normlessness, and altruism were effective predictors for ordinary violations. Moreover, altruism and normlessness were significant predictors for the total number of accidents participants had during the past 3 years. Consistent with previous studies, the present study revealed that personality traits play an important role in predicting Chinese drivers' risky driving behaviors. In addition, Chinese drivers' personality characteristics were also associated with accident
Decker, Sebastian; Otte, Dietmar; Cruz, Dana Leslie; Müller, Christian Walter; Omar, Mohamed; Krettek, Christian; Brand, Stephan
2016-09-01
Pedestrians, bicyclists and motorcyclists can suffer serious injury in road traffic crashes. To date, no studies examine the injury severity within this vulnerable cohort following collisions with reversing cars. Our institution prospectively maintains a database including medical and technical information regarding traffic accidents in our area, including urban and suburban regions. In a retrospective review of this database, the authors describe the injury severity of pedestrians, bicyclists and motorcyclists following traffic crashes involving reversing cars. Injury severity was described using the abbreviated injury scale (AIS) as well as the maximum abbreviated injury scale (MAIS). This study included 234 crashes occurring between 1999 and 2012. The lower extremity was injured most often while also suffering more severe injuries with a median AIS of 1 compared to 0 in all other documented body regions. The upper extremity was injured second most often. AIS ranging from 4 to 6 were infrequent. AIS 3 however, was documented for the legs in 4.3% of patients. MAIS 0, 1, 2, 3, 5 and 9 were found in 1, 164, 46, 14, 1, and 8 patients in the study cohort, respectively. Pedestrians and motorcyclists were seriously injured in 9.1% and 9.6% of cases, respectively. In contrast, no bicyclists suffered serious injuries. As to the zone of impact, most collisions occurred at the rear center of the vehicle (35%) followed by rear left (26%), rear right (20%), side rear (11%), side center (4%) and side front (3%). 204 (87.2%) collisions occurred during the day, 19 (8.1%) at night and 11 (4.7%) at twilight. Speed was similar in crashes involving pedestrians, bicyclists and motorcyclists, being as high as 7.0±3.6, 7.0±4.0 and 7.9±4.2km/h respectively. This is the first study that analyzes injury severity among these vulnerable road users following collisions with reversing vehicles. The majority of collisions occur at low impact speed during the day. Most injuries resulting
31 CFR 576.508 - Judicial process in legal proceedings involving ecological accidents.
Code of Federal Regulations, 2011 CFR
2011-07-01
... involving ecological accidents. 576.508 Section 576.508 Money and Finance: Treasury Regulations Relating to... § 576.508 Judicial process in legal proceedings involving ecological accidents. The Office of Foreign... accident (including an oil spill) that occurred after May 22, 2003. ...
49 CFR 234.7 - Accidents involving grade crossing signal failure.
Code of Federal Regulations, 2011 CFR
2011-10-01
... 49 Transportation 4 2011-10-01 2011-10-01 false Accidents involving grade crossing signal failure... PLANS Reports and Plans § 234.7 Accidents involving grade crossing signal failure. (a) Each railroad shall report to FRA every impact between on-track railroad equipment and an automobile, bus, truck...
49 CFR 234.7 - Accidents involving grade crossing signal failure.
Code of Federal Regulations, 2010 CFR
2010-10-01
... 49 Transportation 4 2010-10-01 2010-10-01 false Accidents involving grade crossing signal failure... PLANS Reports and Plans § 234.7 Accidents involving grade crossing signal failure. (a) Each railroad shall report to FRA every impact between on-track railroad equipment and an automobile, bus, truck...
Introduction of frictional and turning function for pedestrian outflow with an obstacle.
Yanagisawa, Daichi; Kimura, Ayako; Tomoeda, Akiyasu; Nishi, Ryosuke; Suma, Yushi; Ohtsuka, Kazumichi; Nishinari, Katsuhiro
2009-09-01
In this paper, two important factors which affect the pedestrian outflow at a bottleneck significantly are studied in detail to analyze the effect of an obstacle setup in front of an exit. One is a conflict at an exit when pedestrians evacuate from a room. We use floor field model for simulating such behavior, which is a well-studied pedestrian model using cellular automata. The conflicts have been taken into account by the friction parameter. However, the friction parameter so far is a constant and does not depend on the number of the pedestrians conflicting at the same time. Thus, we have improved the friction parameter by the frictional function, which is a function of the number of the pedestrians involved in the conflict. Second, we have presented the cost of turning of pedestrians at the exit. Since pedestrians have inertia, their walking speeds decrease when they turn and the pedestrian outflow decreases. The validity of the extended model, which includes the frictional function and the turning function, is supported by the comparison of a mean-field theory and real experiments. We have observed that the pedestrian flow increases when we put an obstacle in front of an exit in our real experiments. The analytical results clearly explains the mechanism of the effect of the obstacle, i.e., the obstacle blocks pedestrians moving to the exit and decreases the average number of pedestrians involved in the conflict. We have also found that an obstacle works more effectively when we shift it from the center since pedestrians go through the exit with less turning.
Analyzing the severity of accidents on the German Autobahn.
Manner, Hans; Wünsch-Ziegler, Laura
2013-08-01
We study the severity of accidents on the German Autobahn in the state of North Rhine-Westphalia using data for the years 2009 until 2011. We use a multinomial logit model to identify statistically relevant factors explaining the severity of the most severe injury, which is classified into the four classes fatal, severe injury, light injury and property damage. Furthermore, to account for unobserved heterogeneity we use a random parameter model. We study the effect of a number of factors including traffic information, road conditions, type of accidents, speed limits, presence of intelligent traffic control systems, age and gender of the driver and location of the accident. Our findings are in line with studies in different settings and indicate that accidents during daylight and at interchanges or construction sites are less severe in general. Accidents caused by the collision with roadside objects, involving pedestrians and motorcycles, or caused by bad sight conditions tend to be more severe. We discuss the measures of the 2011 German traffic safety programm in the light of our results. Copyright © 2013 Elsevier Ltd. All rights reserved.
Marziale, Maria Helena Palucci; Rocha, Fernanda Ludmilla Rossi; Robazzi, Maria Lúcia do Carmo Cruz; Cenzi, Camila Maria; dos Santos, Heloisa Ehmke Cardoso; Trovó, Marli Elisa Mendes
2013-01-01
to analyze work accidents involving exposure to biological materials which took place among personnel working in nursing and to evaluate the influence of the organizational culture on the occurrence of these accidents. a retrospective, analytical study, carried out in two stages in a hospital that was part of the Network for the Prevention of Work Accidents. The first stage involved the analysis of the characteristics of the work accidents involving exposure to biological materials as recorded over a seven-year period by the nursing staff in the hospital studied, and registered in the Network databank. The second stage involved the analysis of 122 nursing staff members' perception of the institutional culture, who were allocated to the control group (workers who had not had an accident) and the case group (workers who had had an accident). 386 accidents had been recorded: percutaneous lesions occurred in 79% of the cases, needles were the materials involved in 69.7% of the accidents, and in 81.9% of the accident there was contact with blood. Regarding the influence of the organizational culture on the occurrence of accidents, the results obtained through the analysis of the two groups did not demonstrate significant differences between the average scores attributed by the workers in each organizational value or practice category. It is concluded that accidents involving exposure to biological material need to be avoided, however, it was not possible to confirm the influence of organizational values or practices on workers' behavior concerning the occurrence of these accidents.
Pedestrians' adherence to road traffic regulations on the N1 Highway in Accra, Ghana.
Noora, Charles Lwanga; Afari, Edwin Andrews; Nuoh, Robert Domo; Adjei, Eric Yirenkyi; Anthony, Gershon Kobla; Abdulai, Marijanatu; Sackey, Samuel Oko; Kenu, Ernest; Nyarko, Kofi Mensah
2016-01-01
Pedestrian behavior and adherence to road traffic regulation is vital in the prevention and control of road traffic accidents (RTA) especially on highways in Ghana. We assessed pedestrians' adherence to road crossing regulations on the George Walker Bush (N1) Highway in Accra. We conducted a cross sectional study of pedestrians crossing the N1 highway from both sides of the road between 7:00 am and 11:00am. We observed all pedestrians using a checklist and interviewed 413 using a structured questionnaire. We collected data on basic demographics, and pedestrians' knowledge on road crossing (exposures). Data was, cleaned and analyzed using Epi-info version 3.5.4. Pearson Chi-square was used to assess differences in proportions for categorical variables. Binary logistic regression was used to test for association between pedestrian choice of route and exposures. We observed (n = 1856) pedestrians crossing the road during the study period; 1155 (62.2%) males, 461 (24.8%) did not use the approved route(s). Majority 317(76.8%) were adults between the ages of 20-49, mostly males 265 (56.4%). Most people (92.7%) had at least basic education. AOR for sex (male) was 1.7(1.1-2.6), and regular use of Highway (always) was 0.4(0.2-0.8) at 95% CI. One out of every 4pedestrians using the N1 Highway used an unapproved route. Majority of pedestrians who regularly cross the Highway at unapproved routes were males. We recommend vigorous public education and addition of more footbridges.
Does excessive daytime sleepiness affect children's pedestrian safety?
Avis, Kristin T; Gamble, Karen L; Schwebel, David C
2014-02-01
Many cognitive factors contribute to unintentional pedestrian injury, including reaction time, impulsivity, risk-taking, attention, and decision-making. These same factors are negatively influenced by excessive daytime sleepiness (EDS), which may place children with EDS at greater risk for pedestrian injury. Using a case-control design, 33 children age 8 to 16 y with EDS from an established diagnosis of narcolepsy or idiopathic hypersomnia (IHS) engaged in a virtual reality pedestrian environment while unmedicated. Thirty-three healthy children matched by age, race, sex, and household income served as controls. Children with EDS were riskier pedestrians than healthy children. They were twice as likely to be struck by a virtual vehicle in the virtual pedestrian environment than healthy controls. Attentional skills of looking at oncoming traffic were not impaired among children with EDS, but decision-making for when to cross the street safely was significantly impaired. Results suggest excessive daytime sleepiness (EDS) from the clinical sleep disorders known as the hypersomnias of central origin may have significant consequences on children's daytime functioning in a critical domain of personal safety, pedestrian skills. Cognitive processes involved in safe pedestrian crossings may be impaired in children with EDS. In the pedestrian simulation, children with EDS appeared to show a pattern consistent with inattentional blindness, in that they "looked but did not process" information in their pedestrian environment. Results highlight the need for heightened awareness of potentially irreversible consequences of untreated sleep disorders and identify a possible target for pediatric injury prevention.
Pedestrian signalization and the risk of pedestrian-motor vehicle collisions in Lima, Peru
Quistberg, D. Alex; Koepsell, Thomas D.; Boyle, Linda Ng; Miranda, J. Jaime; Johnston, Brian D.; Ebel, Beth E.
2014-01-01
Safe walking environments are essential for protecting pedestrians and promoting physical activity. In Peru, pedestrians comprise of over three-quarters of road fatality victims. Pedestrian signalization plays an important role managing pedestrian and vehicle traffic and may help improve pedestrian safety. We examined the relationship between pedestrian-motor vehicle collisions and the presence of visible traffic signals, pedestrian signals, and signal timing to determine whether these countermeasures improved pedestrian safety. A matched case-control design was used where the units of study were crossing locations. We randomly sampled 97 control-matched collisions (weighted N=1134) at intersections occurring from October, 2010 to January, 2011 in Lima. Each case-control pair was matched on proximity, street classification, and number of lanes. Sites were visited between February, 2011 and September, 2011. Each analysis accounted for sampling weight and matching and was adjusted for vehicle and pedestrian traffic flow, crossing width, and mean vehicle speed. Collisions were more common where a phased pedestrian signal (green or red-lit signal) was present compared to no signalization (odds ratio [OR] 8.88, 95% Confidence Interval [CI] 1.32–59.6). A longer pedestrian-specific signal duration was associated with collision risk (OR 5.31, 95% CI 1.02–9.60 per 15-second interval). Collisions occurred more commonly in the presence of any signalization visible to pedestrians or pedestrian-specific signalization, though these associations were not statistically significant. Signalization efforts were not associated with lower risk for pedestrians; rather, they were associated with an increased risk of pedestrian-vehicle collisions. PMID:24821630
Pedestrian signalization and the risk of pedestrian-motor vehicle collisions in Lima, Peru.
Quistberg, D Alex; Koepsell, Thomas D; Boyle, Linda Ng; Miranda, J Jaime; Johnston, Brian D; Ebel, Beth E
2014-09-01
Safe walking environments are essential for protecting pedestrians and promoting physical activity. In Peru, pedestrians comprise over three-quarters of road fatality victims. Pedestrian signalization plays an important role managing pedestrian and vehicle traffic and may help improve pedestrian safety. We examined the relationship between pedestrian-motor vehicle collisions and the presence of visible traffic signals, pedestrian signals, and signal timing to determine whether these countermeasures improved pedestrian safety. A matched case-control design was used where the units of study were crossing locations. We randomly sampled 97 control-matched collisions (weighted N=1134) at intersections occurring from October, 2010 to January, 2011 in Lima. Each case-control pair was matched on proximity, street classification, and number of lanes. Sites were visited between February, 2011 and September, 2011. Each analysis accounted for sampling weight and matching and was adjusted for vehicle and pedestrian traffic flow, crossing width, and mean vehicle speed. Collisions were more common where a phased pedestrian signal (green or red-light signal) was present compared to no signalization (odds ratio [OR] 8.88, 95% Confidence Interval [CI] 1.32-59.6). A longer pedestrian-specific signal duration was associated with collision risk (OR 5.31, 95% CI 1.02-9.60 per 15-s interval). Collisions occurred more commonly in the presence of any signalization visible to pedestrians or pedestrian-specific signalization, though these associations were not statistically significant. Signalization efforts were not associated with lower risk for pedestrians; rather, they were associated with an increased risk of pedestrian-vehicle collisions. Copyright © 2014 Elsevier Ltd. All rights reserved.
Pedestrians' perception and response towards vehicles during road-crossing at nighttime.
Balasubramanian, Venkatesh; Bhardwaj, Rahul
2018-01-01
Pedestrian being involved in road traffic accidents (RTA) is about 22% of all road traffic related deaths. In this study, we have estimated the pedestrian's response towards an approaching vehicle and the time taken to correctly recognize it while they crossed the road in dim-light nighttime conditions. This is also extendable to cycles and other low powered vehicles. Thirty volunteers participated in this study. A collection of six videos, which comprised of different vehicle scenarios were shown to each of the participants. It was observed that correct identification and time to recognize the vehicle was fastest when light emitting diode (LED) strip was fixed between headlights of a four-wheeler. Average time to recognize a low beam car and a high beam car with an LED strip was 7.62±2.39s and 11.23±2.94s respectively, whereas correct identification rates of the said low beam and high beam cars with LED strips were 93.33% and 86.67% respectively. Earlier when no LED was used, time to recognize low beam car and high beam car without LED strip were 20.55±3.50s and 25.57±4.14s respectively whereas correct identification of low beam car without LED strip and high beam car without LED strip were 90.00% and 56.67% respectively. Pedestrians are therefore less confused and can take right decision while crossing the road - particularly in a poor lighting environment - when there is a demarcating illumination between headlights of vehicle. Copyright © 2017 Elsevier Ltd. All rights reserved.
Pedestrian detection from thermal images: A sparse representation based approach
NASA Astrophysics Data System (ADS)
Qi, Bin; John, Vijay; Liu, Zheng; Mita, Seiichi
2016-05-01
Pedestrian detection, a key technology in computer vision, plays a paramount role in the applications of advanced driver assistant systems (ADASs) and autonomous vehicles. The objective of pedestrian detection is to identify and locate people in a dynamic environment so that accidents can be avoided. With significant variations introduced by illumination, occlusion, articulated pose, and complex background, pedestrian detection is a challenging task for visual perception. Different from visible images, thermal images are captured and presented with intensity maps based objects' emissivity, and thus have an enhanced spectral range to make human beings perceptible from the cool background. In this study, a sparse representation based approach is proposed for pedestrian detection from thermal images. We first adopted the histogram of sparse code to represent image features and then detect pedestrian with the extracted features in an unimodal and a multimodal framework respectively. In the unimodal framework, two types of dictionaries, i.e. joint dictionary and individual dictionary, are built by learning from prepared training samples. In the multimodal framework, a weighted fusion scheme is proposed to further highlight the contributions from features with higher separability. To validate the proposed approach, experiments were conducted to compare with three widely used features: Haar wavelets (HWs), histogram of oriented gradients (HOG), and histogram of phase congruency (HPC) as well as two classification methods, i.e. AdaBoost and support vector machine (SVM). Experimental results on a publicly available data set demonstrate the superiority of the proposed approach.
New insights into turbulent pedestrian movement pattern in crowd-quakes
NASA Astrophysics Data System (ADS)
Ma, J.; Song, W. G.; Lo, S. M.; Fang, Z. M.
2013-02-01
Video recordings right before the Love Parade disaster have been quantitatively analyzed to explore the bursts of unusual crowd movement patterns, crowd-quakes. The pedestrian movement pattern in this incident was special for the reason that it happened in a congested counter flow scenario, where stopped pedestrians were involved. No one was believed to have pushed others intentionally at the beginning, however, under this situation, the body contacts among the pedestrians still induced a force spread, which then led to velocity fluctuation. As indicated by the individual velocity-related features, the densely crowded pedestrian movement displayed turbulent flow features. Further analyzing the overall flow field, we also found that the pedestrian flow field shared typical patterns with turbulent fluid flow. As a result of the turbulent state, different clusters of pedestrians displayed different velocity features. Thus crowd pressure which took into account the velocity and density information was proved to be a good indicator of crowd disasters. Based on these essential features of pedestrian crowd-quakes, a minimal model, i.e., a pedestrian crowd-quake model, was established. Effects including pedestrian gait, stress conservation level and personal intention to escape were explored.
Buck, Ursula; Christe, Andreas; Naether, Silvio; Ross, Steffen; Thali, Michael J
2009-05-01
In traffic accidents with pedestrians, cyclists or motorcyclists, patterned impact injuries as well as marks on clothes can be matched to the injury-causing vehicle structure in order to reconstruct the accident and identify the vehicle which has hit the person. Therefore, the differentiation of the primary impact injuries from other injuries is of great importance. Impact injuries can be identified on the external injuries of the skin, the injured subcutaneous and fat tissue, as well as the fractured bones. Another sign of impact is a bone bruise. The bone bruise, or occult bone lesion, means a bleeding in the subcortical bone marrow, which is presumed to be the result of micro-fractures of the medullar trabeculae. The aim of this study was to prove that bleeding in the subcortical bone marrow of the deceased can be detected using the postmortem noninvasive magnetic resonance imaging. This is demonstrated in five accident cases, four involving pedestrians and one a cyclist, where bone bruises were detected in different bones as a sign of impact occurring in the same location as the external and soft tissue impact injuries.
Pedestrian and motorists' actions at pedestrian hybrid beacon sites: findings from a pilot study.
Pulugurtha, Srinivas S; Self, Debbie R
2015-01-01
This paper focuses on an analysis of pedestrian and motorists' actions at sites with pedestrian hybrid beacons and assesses their effectiveness in improving the safety of pedestrians. Descriptive and statistical analyses (one-tail two-sample T-test and two-proportion Z-test) were conducted using field data collected during morning and evening peak hours at three study sites in the city of Charlotte, NC, before and after the installation of pedestrian hybrid beacons. Further, an analysis was conducted to assess the change in pedestrian and motorists' actions over time (before the installation; 1 month, 3 months, 6 months, and 12 months after the installation). Results showed an increase in average traffic speed at one of the pedestrian hybrid beacon sites while no specific trends were observed at the other two pedestrian hybrid beacon sites. A decrease in the number of motorists not yielding to pedestrians, pedestrians trapped in the middle of the street, and pedestrian-vehicle conflicts were observed at all the three pedestrian hybrid beacon sites. The installation of pedestrian hybrid beacons did not have a negative effect on pedestrian actions at two out of the three sites. Improvements seem to be relatively more consistent 3 months after the installation of the pedestrian hybrid beacon.
Classroom Activities in School Bus and Pedestrian Safety Education. Bulletin No. 93138.
ERIC Educational Resources Information Center
Wisconsin State Dept. of Transportation, Madison.
School bus and related pedestrian safety education is prevention-oriented so that students will learn how to avoid bus-related accidents. This manual provides lesson plans emphasizing the school bus stop, loading and unloading zones, emergency evacuation drills, and appropriate behavior on the school bus. The guide also recognizes demographic…
Does Excessive Daytime Sleepiness Affect Children's Pedestrian Safety?
Avis, Kristin T.; Gamble, Karen L.; Schwebel, David C.
2014-01-01
Study Objectives: Many cognitive factors contribute to unintentional pedestrian injury, including reaction time, impulsivity, risk-taking, attention, and decision-making. These same factors are negatively influenced by excessive daytime sleepiness (EDS), which may place children with EDS at greater risk for pedestrian injury. Design, Participants, and Methods: Using a case-control design, 33 children age 8 to 16 y with EDS from an established diagnosis of narcolepsy or idiopathic hypersomnia (IHS) engaged in a virtual reality pedestrian environment while unmedicated. Thirty-three healthy children matched by age, race, sex, and household income served as controls. Results: Children with EDS were riskier pedestrians than healthy children. They were twice as likely to be struck by a virtual vehicle in the virtual pedestrian environment than healthy controls. Attentional skills of looking at oncoming traffic were not impaired among children with EDS, but decision-making for when to cross the street safely was significantly impaired. Conclusions: Results suggest excessive daytime sleepiness (EDS) from the clinical sleep disorders known as the hypersomnias of central origin may have significant consequences on children's daytime functioning in a critical domain of personal safety, pedestrian skills. Cognitive processes involved in safe pedestrian crossings may be impaired in children with EDS. In the pedestrian simulation, children with EDS appeared to show a pattern consistent with inattentional blindness, in that they “looked but did not process” information in their pedestrian environment. Results highlight the need for heightened awareness of potentially irreversible consequences of untreated sleep disorders and identify a possible target for pediatric injury prevention. Citation: Avis KT; Gamble KL; Schwebel DC. Does excessive daytime sleepiness affect children's pedestrian safety? SLEEP 2014;37(2):283-287. PMID:24497656
Severity of child pedestrian injuries due to bonnet-type-vehicle collision.
Hitosugi, Masahito; Kawato, Hitoshi; Gomei, Sayaka; Mizuno, Koji; Tokudome, Shogo
2013-10-01
The aim of this study was to clarify the pattern of child pedestrian injury, injury severity, and its relation to collision velocity in bonnet-type-vehicle collision. In-depth data were retrospectively collected from the Institute for Traffic Accident Research and Data Analysis on pedestrians younger than 13 years old with any bodily injuries from collisions with bonnet-type vehicles between 1993 and 2004. Forty-seven patients from 43 collisions with a mean age of 6.9 ± 2.5 years were included in the study. Injury severity was not significantly different between patients who were hit by the front of the vehicle and those who were hit by the side of the vehicle. In front collisions, impact with the vehicle was associated with significantly higher Abbreviated Injury Scale (AIS) scores than those for impact with the road, especially for the lower extremities (mean: 1.2 vs 0.2, P < 0.001). Injury severity of the lower extremities and collision velocity were examined. The estimated collision velocity of the vehicle was not significantly different between patients with lower extremity AIS scores of 0 or 1 and those of 2 or 3. Some pediatric pedestrians suffer from collisions with bonnet-type vehicles without lower extremity fractures owing to the characteristics of child pedestrians. Providing injury prevention programs for children in communities and schools, developing active safety devices in the vehicle, and modifying the vehicle body to a pediatric pedestrian-friendly structure may increase pedestrian protection. © 2013 The Authors. Pediatrics International © 2013 Japan Pediatric Society.
Otte, Dietmar; Jänsch, Michael; Haasper, Carl
2012-01-01
Within a study of accident data from GIDAS (German In-Depth Accident Study), vulnerable road users are investigated regarding injury risk in traffic accidents. GIDAS is the largest in-depth accident study in Germany. Due to a well-defined sampling plan, representativeness with respect to the federal statistics is also guaranteed. A hierarchical system ACASS (Accident Causation Analysis with Seven Steps) was developed in GIDAS, describing the human causation factors in a chronological sequence. The accordingly classified causation factors - derived from the systematic of the analysis of human accident causes ("7 steps") - can be used to describe the influence of accident causes on the injury outcome. The bases of the study are accident documentations over ten years from 1999 to 2008 with 8204 vulnerable road users (VRU), of which 3 different groups were selected as pedestrians n=2041, motorcyclists n=2199 and bicyclists n=3964, and analyzed on collisions with cars and trucks as well as vulnerable road users alone. The paper will give a description of the injury pattern and injury mechanisms of accidents. The injury frequencies and severities are pointed out considering different types of VRU and protective measures of helmet and clothes of the human body. The impact points are demonstrated on the car, following to conclusion of protective measures on the vehicle. Existing standards of protection devices as well as interdisciplinary research, including accident and injury statistics, are described. With this paper, a summarization of the existing possibilities on protective measures for pedestrians, bicyclists and motorcyclists is given and discussed by comparison of all three groups of vulnerable road users. Also the relevance of special impact situations and accident causes mainly responsible for severe injuries are pointed out, given the new orientation of research for the avoidance and reduction of accident patterns. 2010 Elsevier Ltd. All rights reserved.
Trucks involved in fatal accidents codebook 1999 (version September 19, 2001)
DOT National Transportation Integrated Search
2001-09-01
This report provides one-way frequencies for all the vehicles in UMTRI's file of Trucks Involved in Fatal Accidents (TIFA), 1999. The 1999 TIFA file is a census of all medium and heavy trucks involved in a fatal accident in the United States. The TIF...
Oikawa, Shoko; Hirose, Toshiya; Aomura, Shigeru; Matsui, Yasuhiro
2016-11-01
The purpose of this study is to clarify the mechanism of traffic accidents involving cyclists. The focus is on the characteristics of cyclist accidents and scenarios, because the number of traffic accidents involving cyclists in Tokyo is the highest in Japan. First, dangerous situations in traffic incidents were investigated by collecting data from 304 cyclists in one city in Tokyo using a questionnaire survey. The survey indicated that cyclists used their bicycles generally while commuting to work or school in the morning. Second, the study investigated the characteristics of 250 accident situations involving cyclists that happened in the city using real-world bicycle accident data. The results revealed that the traffic accidents occurred at intersections of local streets, where cyclists collided most often with vehicles during commute time in the morning. Third, cyclists' behavior was observed at a local street intersection in the morning in the city using video pictures. In one hour during the morning commute period, 250 bicycles passed through the intersection. The results indicated that one of the reasons for traffic accidents involving cyclists might be the combined effect of low visibility, caused by the presence of box-like building structures close to the intersections, and the cyclists' behavior in terms of their velocity and no confirming safety. It was observed that, on average, bicycle velocity was 3.1 m/s at the initial line of an intersection. The findings from this study could be useful in developing new technologies to improve cyclist safety, such as alert devices for cyclists and vehicle drivers, wireless communication systems between cyclists and vehicle drivers, or advanced vehicles with bicycle detection and collision mitigation systems.
Impact of Transit Stop Location on Pedestrian Safety [Final Report
DOT National Transportation Integrated Search
2017-10-30
This research involved a GIS analysis of pedestrian crashes that occurred within 100 feet of bus stops in Broward County and Palm Beach County, Florida between 2011 and 2014. There were 357 such pedestrian crashes in Broward County and 221 in Palm Be...
Epidemiology of Pedestrian-Motor Vehicle Fatalities and Injuries, 2006-2015.
Chong, Shu-Ling; Chiang, Li-Wei; Allen, John Carson; Fleegler, Eric William; Lee, Lois Kaye
2018-07-01
Pedestrian road safety remains a public health priority. The objective of this study is to describe trends in fatalities and injuries after pedestrian-motor vehicle collisions in the U.S. and identify associated risk factors for pedestrian fatalities. This is a cross-sectional study of U.S. pedestrian-motor vehicle collisions from 2006 to 2015 (performed in 2017). Pedestrian fatality and injury data were obtained from the National Highway Traffic Safety Administration's Fatality Analysis Reporting System and National Automotive Sampling System General Estimates System. Frequencies of fatalities, injuries, and associated characteristics were calculated. Multivariable logistic regression was performed for risk of fatality, controlling for demographic and crash-related factors. There were 47,789 pedestrian fatalities and 674,414 injuries during the 10-year study period. Fatality rates were highest among the elderly aged 85 years and older (2.95/100,000 population), whereas injury rates were highest for those aged 15-19 years (35.23/100,000 population). Predictors associated with increased risk for death include the following: male sex (AOR=1.36, 95% CI=1.15, 1.62), age ≥65 years (AOR=3.44, 95% CI=2.62, 4.50), alcohol involvement (AOR=2.63, 95% CI=1.88, 3.67), collisions after midnight (AOR=5.21, 95% CI=3.20, 8.49), at non-intersections (AOR=2.76, 95% CI=2.21, 3.45), and involving trucks (AOR=2.15, 95% CI=1.16, 3.97) and buses (AOR=5.82, 95% CI=3.67, 9.21). Potentially modifiable factors are associated with increased risk of death after pedestrian-motor vehicle collisions. Interventions including elder-friendly intersections and increasing visibility of pedestrians may aid in decreasing pedestrian injuries and deaths. Copyright © 2018 American Journal of Preventive Medicine. Published by Elsevier Inc. All rights reserved.
Characteristics of motorcyclists involved in accidents between motorcycles and automobiles.
Oliveira, Amanda Lima de; Petroianu, Andy; Gonçalves, Dafne Maria Villar; Pereira, Gisele Araújo; Alberti, Luiz Ronaldo
2015-01-01
traffic accidents are one of the main causes of death and disability, with motorcyclists representing the great majority of both the victims and the perpetrators. this work studied the characteristics of motorcyclists injured in accidents involving motorcycles and automobiles. this study sought to interview 100 motorcyclists who had been injured in collisions between motorcycles and automobiles, and who were undergoing emergency hospital treatment in the region of Belo Horizonte, Brazil. The questionnaires included demographic information (age, gender, skin color, education level, profession) and questions about years of licensed driving practice, how often they would drive an automobile, how long they had had a motorcycle driver's license, how often they would ride a motorcycle, the number of prior accidents involving a car, and the number of prior accidents not involving a car. of the 100 consecutive accidents studied, 91 occurred with men and 9 with women, aged between 16 and 79 (m = 29 ± 11) years. Regarding their reason for using a motorcycle, 83% reported using it for transport, 7% for work, and 10% for leisure. Most of these accident victims had secondary or higher education (47%). Of the motorcyclists who held a car driver's license, 68.3% drove the vehicle daily or weekly and held the license for more than one year. Sixty-seven percent of the accident victims used a motorcycle daily and had a motorcycle driver's license for at least one year. among the motorcyclists injured, most were men aged 20 years or older, with complete secondary education, and experienced in driving both motorcycles and cars, indicating that recklessness while driving the motorcycle is the main cause of traffic accidents.
Multi-level hot zone identification for pedestrian safety.
Lee, Jaeyoung; Abdel-Aty, Mohamed; Choi, Keechoo; Huang, Helai
2015-03-01
According to the National Highway Traffic Safety Administration (NHTSA), while fatalities from traffic crashes have decreased, the proportion of pedestrian fatalities has steadily increased from 11% to 14% over the past decade. This study aims at identifying two zonal levels factors. The first is to identify hot zones at which pedestrian crashes occurs, while the second are zones where crash-involved pedestrians came from. Bayesian Poisson lognormal simultaneous equation spatial error model (BPLSESEM) was estimated and revealed significant factors for the two target variables. Then, PSIs (potential for safety improvements) were computed using the model. Subsequently, a novel hot zone identification method was suggested to combine both hot zones from where vulnerable pedestrians originated with hot zones where many pedestrian crashes occur. For the former zones, targeted safety education and awareness campaigns can be provided as countermeasures whereas area-wide engineering treatments and enforcement may be effective safety treatments for the latter ones. Thus, it is expected that practitioners are able to suggest appropriate safety treatments for pedestrian crashes using the method and results from this study. Copyright © 2015 Elsevier Ltd. All rights reserved.
Paediatric pedestrian trauma: the danger after school.
Newbury, Clinton; Hsiao, Kai; Dansey, Rangi; Hamill, James
2008-09-01
To examine the demographics of road pedestrian trauma in children in the Auckland region and to provide data that can help target prevention strategies. A retrospective analysis was conducted of all children (0-14 years) in the Auckland region admitted to the hospital or killed following a pedestrian versus vehicle injury for the 6-year period 2000-2005. Excluded were pedestrians injured in a driveway. Over the 6-year period, 364 children were involved in pedestrian crashes resulting in 25 deaths. The median age was 7 years. Males comprised 63%. Pacific Islanders and Maori were over-represented. Three hundred seventeen patients had injury times recorded. Of these, 49% occurred between 3 and 7 pm. Injury peaks for school days showed a tri-modal pattern with injury peaks at 8-9 am, 3-4 pm and 5-6 pm with the 3-4 pm after-school peak predominating. Prevention strategies should concentrate on the hours after school finishes and should be tailored for Maori and Pacific Island communities.
Nie, Bingbing; Zhou, Qing
2016-10-02
Pedestrian lower extremity represents the most frequently injured body region in car-to-pedestrian accidents. The European Directive concerning pedestrian safety was established in 2003 for evaluating pedestrian protection performance of car models. However, design changes have not been quantified since then. The goal of this study was to investigate front-end profiles of representative passenger car models and the potential influence on pedestrian lower extremity injury risk. The front-end styling of sedans and sport utility vehicles (SUV) released from 2008 to 2011 was characterized by the geometrical parameters related to pedestrian safety and compared to representative car models before 2003. The influence of geometrical design change on the resultant risk of injury to pedestrian lower extremity-that is, knee ligament rupture and long bone fracture-was estimated by a previously developed assessment tool assuming identical structural stiffness. Based on response surface generated from simulation results of a human body model (HBM), the tool provided kinematic and kinetic responses of pedestrian lower extremity resulted from a given car's front-end design. Newer passenger cars exhibited a "flatter" front-end design. The median value of the sedan models provided 87.5 mm less bottom depth, and the SUV models exhibited 94.7 mm less bottom depth. In the lateral impact configuration similar to that in the regulatory test methods, these geometrical changes tend to reduce the injury risk of human knee ligament rupture by 36.6 and 39.6% based on computational approximation. The geometrical changes did not significantly influence the long bone fracture risk. The present study reviewed the geometrical changes in car front-ends along with regulatory concerns regarding pedestrian safety. A preliminary quantitative benefit of the lower extremity injury reduction was estimated based on these geometrical features. Further investigation is recommended on the structural changes
Pedestrian Choice Behavior at Shopping Mall Intersections in China and the United States
ERIC Educational Resources Information Center
Bitgood, Stephen; Davey, Gareth; Huang, Xiaoyi; Fung, Holly
2013-01-01
Pedestrian navigation through public spaces reflects the nature of interaction between behavior and environment. This study compared pedestrian choice behavior at shopping mall intersections in China and the United States. The study found that in both countries (a) pedestrians chose movement patterns that involved the fewest steps and (b) there…
Sharing the road : optimizing pedestrian and bicycle safety and vehicle mobility.
DOT National Transportation Integrated Search
2012-04-01
Reducing crashes involving pedestrians and bicyclists continues to be a major concern in the design of Michigan roads. In seeking to improve the safety of pedestrians, bicyclists, and motorists on Michigan roads, it is important to balance the needs ...
NASA Astrophysics Data System (ADS)
Rahayuningsih, Titi; Pranoto, Nindyawati, Umniati, B. Sri; Mardhika, Moch Aqfa Syabahid
2017-09-01
Universitas Negeri Malang (UM) is a university with the second largest academic community in Malang. The activities of the academic community should be supported by adequate facilities, such as pedestrian facilities—crucial yet much neglected matters, so pedestrians to walk along the roadway. As a result, conflicts between pedestrians with motor vehicle users and accidents might occur at any time. This research aimed at: 1) investigating the geometric conditions of pedestrian facilities at UM; 2) identifying the characteristics of pedestrians and the pedestrian facilities at UM; and 3) determining the level of service for pedestrian facilities at UM using Geographic Information System (GIS). The research was conducted through survey of location, survey of geometric conditions, estimation of the number of pedestrians using sidewalk (data were recorded every 15 minutes), measurement of pedestrian speed, and questionnaire about pedestrians' identity, destination, as well as travel time and distance. Data analysis was carried out to identify the pedestrian characteristics, pedestrian flow characteristics, and pedestrian level of service. The research result showed that the percentage of road segments in campus without sidewalks was 52%. The average width of sidewalk was 1.33 m, which was less than the minimum standard of i.e. 2 m. In terms of pedestrian characteristics, the pedestrians consisted of more female (51%) who were mostly students of the Faculty of Letters whose destination was classroom building. The maximum pedestrian flow was at 10.00-13.30 i.e. 4.2018 p/m/min. The average speed of pedestrian was 63.49 m/min. The highest pedestrian density of 0.0609 p/m2 occurred at 10.00-13.30. The largest walking space was 28.0348 m2/p and occurred in the afternoon at 13.30-17.00. The level of service for pedestrian facilities belonged to category A in the morning and afternoon. The level of service at 10.00-13.30 decreased to category B.
Trucks involved in fatal accidents codebook 2008.
DOT National Transportation Integrated Search
2011-01-01
This report provides documentation for UMTRIs file of Trucks Involved in Fatal Accidents : (TIFA), 2008, including distributions of the code values for each variable in the file. The 2008 : TIFA file is a census of all medium and heavy trucks invo...
Alcohol abuse and involvement in traffic accidents in the Brazilian population, 2013.
Damacena, Giseli Nogueira; Malta, Deborah Carvalho; Boccolini, Cristiano Siqueira; Souza, Paulo Roberto Borges de; Almeida, Wanessa da Silva de; Ribeiro, Lucas Sisinno; Szwarcwald, Célia Landmann
2016-12-01
Abstract This article aims to analyze alcohol abuse and frequent consumption according to sociodemographic characteristics and investigate the risk of greater involvement in traffic accidents, using data from the National Health Survey (PNS), 2013, Brazil. Events investigated were alcohol abuse and frequent consumption and if the individual was involved in a traffic accident and sustained an injury in the last 12 months. We investigated both events according to sociodemographic characteristics and assessed the association among them through multivariate logistic regression. The prevalence of alcohol abuse and frequent consumption was 6.1% for the population aged 18 years and over, 8.9% among men and 3.6% among women. The prevalence of involvement in traffic accidents was 3.1% in the general population and 6.1% among those who reported alcohol abuse. After controlling for sociodemographic factors, alcohol abuse and frequent consumption was significantly associated with traffic accidents. Considering a higher risk of involvement in traffic accidents among individuals who reported alcohol abuse and frequent consumption, monitoring blood alcohol concentration of drivers becomes a strategic possibility of intervention.
Yin, Sha; Li, Jiani; Xu, Jun
2017-09-01
In pedestrian-vehicle accidents, pedestrians typically suffer from secondary impact with the ground after the primary contact with vehicles. However, information about the fundamental mechanism of pedestrian head injury from ground impact remains minimal, thereby hindering further improvement in pedestrian safety. This study addresses this issue by using multi-body modeling and computation to investigate the influence of vehicle front-end shape on pedestrian safety. Accordingly, a simulation matrix is constructed to vary bonnet leading-edge height, bonnet length, bonnet angle, and windshield angle. Subsequently, a set of 315 pedestrian-vehicle crash simulations are conducted using the multi-body simulation software MADYMO. Three vehicle velocities, i.e., 20, 30, and 40km/h, are set as the scenarios. Results show that the top governing factor is bonnet leading-edge height. The posture and head injury at the instant of head ground impact vary dramatically with increasing height because of the significant rise of the body bending point and the movement of the collision point. The bonnet angle is the second dominant factor that affects head-ground injury, followed by bonnet length and windshield angle. The results may elucidate one of the critical barriers to understanding head injury caused by ground impact and provide a solid theoretical guideline for considering pedestrian safety in vehicle design. Copyright © 2017 Elsevier Ltd. All rights reserved.
Social inequalities in fatal childhood accidents and assaults: England and Wales, 2001-03.
Siegler, Veronique; Al-Hamad, Alaa; Blane, David
2010-01-01
This article presents age-specific mortality rates of children for selected causes of accidents and assault using the National Statistics Socio-economic Classification (NS-SEC). The study is an analysis of the social inequalities in fatal childhood accidents and assault at the start of the 21st century. It aims to identify the causes and age groups for which these inequalities are the widest. In order to classify children by NS-SEC, the most advantaged class of the biological or adoptive parents was used. Death registrations provided the number of deaths from accidents and assault for children aged from 28 days to 15 years, in England and Wales, between 2001 and 2003. The population of children by NS-SEC and age group was obtained from the 2001 Census. Age-specific mortality rates were estimated. Inequalities were measured using socio-economic gradients in mortality. There were wide social inequalities in fatal accidents and assaults for children aged between 28 days and 15 years. The overall mortality rate in the routine class was 64 per million children aged up to 15, 4.5 times the rate of children with parents in the higher managerial and professional class. The greatest inequalities in accidental mortality for children in that age group were observed for fire and pedestrian accidents, followed by accidental suffocation. Infants at least 28 days but less than one year were subject to the widest inequalities of all age groups in fatal accidents and assault. The highest mortality rate in this study resulted from assault on babies whose parents could not be classified by occupation. Pedestrian and other transport accidents were the greatest causes of death for children between 5 and 15 years old. Inequalities were much larger for pedestrian than for other transport accidents for children aged 14 years and under. The leading cause of death for children aged less than five years was suffocation, followed by drowning and exposure to fire/hot substances. In that age
Influence of pedestrian age and gender on spatial and temporal distribution of pedestrian crashes.
Toran Pour, Alireza; Moridpour, Sara; Tay, Richard; Rajabifard, Abbas
2018-01-02
Every year, about 1.24 million people are killed in traffic crashes worldwide and more than 22% of these deaths are pedestrians. Therefore, pedestrian safety has become a significant traffic safety issue worldwide. In order to develop effective and targeted safety programs, the location- and time-specific influences on vehicle-pedestrian crashes must be assessed. The main purpose of this research is to explore the influence of pedestrian age and gender on the temporal and spatial distribution of vehicle-pedestrian crashes to identify the hotspots and hot times. Data for all vehicle-pedestrian crashes on public roadways in the Melbourne metropolitan area from 2004 to 2013 are used in this research. Spatial autocorrelation is applied in examining the vehicle-pedestrian crashes in geographic information systems (GIS) to identify any dependency between time and location of these crashes. Spider plots and kernel density estimation (KDE) are then used to determine the temporal and spatial patterns of vehicle-pedestrian crashes for different age groups and genders. Temporal analysis shows that pedestrian age has a significant influence on the temporal distribution of vehicle-pedestrian crashes. Furthermore, men and women have different crash patterns. In addition, results of the spatial analysis shows that areas with high risk of vehicle-pedestrian crashes can vary during different times of the day for different age groups and genders. For example, for those between ages 18 and 65, most vehicle-pedestrian crashes occur in the central business district (CBD) during the day, but between 7:00 p.m. and 6:00 a.m., crashes among this age group occur mostly around hotels, clubs, and bars. This research reveals that temporal and spatial distributions of vehicle-pedestrian crashes vary for different pedestrian age groups and genders. Therefore, specific safety measures should be in place during high crash times at different locations for different age groups and genders to
Examining accident reports involving autonomous vehicles in California.
Favarò, Francesca M; Nader, Nazanin; Eurich, Sky O; Tripp, Michelle; Varadaraju, Naresh
2017-01-01
Autonomous Vehicle technology is quickly expanding its market and has found in Silicon Valley, California, a strong foothold for preliminary testing on public roads. In an effort to promote safety and transparency to consumers, the California Department of Motor Vehicles has mandated that reports of accidents involving autonomous vehicles be drafted and made available to the public. The present work shows an in-depth analysis of the accident reports filed by different manufacturers that are testing autonomous vehicles in California (testing data from September 2014 to March 2017). The data provides important information on autonomous vehicles accidents' dynamics, related to the most frequent types of collisions and impacts, accident frequencies, and other contributing factors. The study also explores important implications related to future testing and validation of semi-autonomous vehicles, tracing the investigation back to current literature as well as to the current regulatory panorama.
Ehrlich, Edwin; Tischer, Anja; Maxeiner, H
2009-04-01
To expand the passive safety of automobiles protecting traffic participants technological innovations were done in the last decades. Objective of our retrospective analysis was to examine if these technical modifications led to a clearly changed pattern of injuries of pedestrians whose death was caused by the accidents. Another reduction concerns the exclusion of injured car passengers--only pedestrians walking or standing at the moment of collision were included. We selected time intervals 1975-1985 and 1991-2004 (=years of construction of the involved passenger cars). The cars were classified depending on their frontal construction in types as presented by Schindler et al. [Schindler V, Kühn M, Weber S, Siegler H, Heinrich T. Verletzungsmechanismen und Wirkabschätzungen der Fahrzegfrontgestaltung bei Pkw-Fussgänger-Kollisionen. Abschlussbericht im Auftrag der Deutschen Versicherungswirtschaft e.V. TU-Berlin Fachgebiet Kraftfahrzeuge (GDV) 2004:36-40]. In both periods more than 90% of all cars were from the usual types small/medium/large class. Hundred and thirty-four autopsy records of such cases from Department of Forensic Medicine (Charité Berlin) data were analysed. The data included technical information of the accidents and vehicles and the external and internal injuries of the victims. The comparison of the two periods showed a decrease of serious head injuries and femoral fractures but an increase of chest-, abdominal and pelvic injuries. This situation could be explained by an increased occurrence of soft-face-constructions and changed front design of modern passenger cars, resulting in a favourable effects concerning head impact to the car during accident. Otherwise the same kinetic energy was transferred to the (complete) victim - but because of a displacement of main focus of impact the pattern of injuries modified (went distally).
Real-Time pedestrian detection : layered object recognition system for pedestrian collision sensing.
DOT National Transportation Integrated Search
2010-01-01
In 2005 alone, 64,000 pedestrians were injured and 4,882 were killed in the United States, with pedestrians accounting for 11 percent of all traffic fatalities and 2 percent of injuries. The focus of "Layered Object Recognition System for Pedestrian ...
A Study of a Decade of Road Traffic Accidents in Benghazi - Libya: 2001 to 2010
Bodalal, Zuhir; Bendardaf, Riyad; Ambarek, Mohammed
2012-01-01
This paper aims to observe and to study the trends of road traffic accidents (RTA’s) for the past ten years in Benghazi – Libya. A retrospective analysis was done using the patient records of Al-Jalaa hospital (the main trauma center in Benghazi) from over 21,753 RTA cases. The annual data were compared to each other and changes of trends were observed. RTA’s represented an increasing percentage of Al-Jalaa’s case load across the years. Around 41% of these cases needed to undergo surgery. The younger age group (20–29 years of age) formed the majority of cases while there was a trend towards an increasing average age of patients involved in an accident. Male patients were found to be younger than their female counterparts. Males comprised 81.5% while females formed 18.5% of RTA patients. In terms of inpatient duration, most patients stayed in the hospital for less than 1 week. Vehicle occupants (drivers and passengers) were admitted more often than pedestrians. There was a trend across the years towards an increased involvement of vehicle occupants and decrease in the proportion of pedestrians that had to be hospitalized. Additionally, there was a decrease in the fatalities of pedestrians. Overall, most RTA patients were discharged and made to follow-up in outpatient clinics however there was a startling trend towards increased LAMA and absconded patients. There were both encouraging findings as well as points that needed further emphasis and action. Public education, life support training and diversification of transport (apart from the use of the roads) should be looked into, as possible means of improving the current situation. PMID:22792332
Emotional reactivity: Beware its involvement in traffic accidents.
M'bailara, Katia; Atzeni, Thierry; Contrand, Benjamin; Derguy, Cyrielle; Bouvard, Manuel-Pierre; Lagarde, Emmanuel; Galéra, Cédric
2018-04-01
Reducing risk attributable to traffic accidents is a public health challenge. Research into risk factors in the area is now moving towards identification of the psychological factors involved, particularly emotional states. The aim of this study was to evaluate the link between emotional reactivity and responsibility in road traffic accidents. We hypothesized that the more one's emotional reactivity is disturbed, the greater the likelihood of being responsible for a traffic accident. This case-control study was based on a sample of 955 drivers injured in a motor vehicle crash. Responsibility levels were determined with a standardized method adapted from the quantitative Robertson and Drummer crash responsibility instrument. Emotional reactivity was assessed with the MATHYS. Hierarchical cluster analysis discriminated four distinctive driver's emotional reactivity profiles: basic emotional reactivity (54%), mild emotional hyper-reactivity (29%), emotional hyper-reactivity (11%) and emotional hypo-reactivity (6%). Drivers who demonstrated emotional hypo-reactivity had a 2.3-fold greater risk of being responsible for a traffic accident than those with basic emotional reactivity. Drivers' responsibility in traffic accidents depends on their emotional status. The latter can change the ability of drivers, modifying their behavior and thus increasing their propensity to exhibit risk behavior and to cause traffic accidents. Copyright © 2017 Elsevier B.V. All rights reserved.
Highway Accident Summary Report: Bus Collision With Pedestrians, Normandy, Missouri, June 11, 1997
DOT National Transportation Integrated Search
1998-02-19
On June 11, 1997, a transit bus collided with seven pedestrians at a "park and ride" transit facility in Normandy, Missouri. The bus was being operated by a driver trainee who had just completed a routine stop at the station. After allowing the passe...
Katayama, Yusuke; Kitamura, Tetsuhisa; Kiyohara, Kosuke; Iwami, Taku; Kawamura, Takashi; Hayashida, Sumito; Ogura, Hiroshi; Shimazu, Takeshi
2018-01-02
Although it is important to assess the factors associated with traffic accident fatalities to decrease them as a matter of public health, such factors have not been fully identified. Using a large-scale data set of ambulance records in Osaka City, Japan, we retrospectively analyzed all traffic accident patients transported to hospitals by emergency medical service personnel from 2013 to 2014. In this study, prehospital death was defined as that occurring at the scene or in the emergency department immediately after hospital arrival. We assessed prehospital factors associated with prehospital death due to traffic accidents by logistic regression models. This study enrolled 28,903 emergency patients involved in traffic accidents, of whom 68 died prehospital. In a multivariate model, elderly patients aged ≥75 years (adjusted odds ratio [AOR] = 4.34; 95% confidence interval [CI], 2.29-8.23), nighttime (AOR = 2.75; 95% CI, 1.65-4.70), and type of injured person compared to bicyclists such as pedestrians (AOR = 9.58; 95% CI, 5.07-17.99), motorcyclists (AOR = 2.75; 95% CI, 1.21-6.24), and car occupants (AOR = 2.98; 95% CI, 1.39-6.40) were significantly associated with prehospital death due to traffic accidents. In addition, the AOR for automobile versus nonautomobile as the collision opponent was 4.76 (95% CI, 2.30-9.88). In this population, the factors associated with prehospital death due to traffic accidents were elderly people, nighttime, and pedestrian as the type of patient. The proportion of prehospital deaths due to traffic accidents was also high when the collision component was an automobile.
Creating pedestrian crash scenarios in a driving simulator environment.
Chrysler, Susan T; Ahmad, Omar; Schwarz, Chris W
2015-01-01
In 2012 in the United States, pedestrian injuries accounted for 3.3% of all traffic injuries but, disproportionately, pedestrian fatalities accounted for roughly 14% of traffic-related deaths (NHTSA 2014 ). In many other countries, pedestrians make up more than 50% of those injured and killed in crashes. This research project examined driver response to crash-imminent situations involving pedestrians in a high-fidelity, full-motion driving simulator. This article presents a scenario development method and discusses experimental design and control issues in conducting pedestrian crash research in a simulation environment. Driving simulators offer a safe environment in which to test driver response and offer the advantage of having virtual pedestrian models that move realistically, unlike test track studies, which by nature must use pedestrian dummies on some moving track. An analysis of pedestrian crash trajectories, speeds, roadside features, and pedestrian behavior was used to create 18 unique crash scenarios representative of the most frequent and most costly crash types. For the study reported here, we only considered scenarios where the car is traveling straight because these represent the majority of fatalities. We manipulated driver expectation of a pedestrian both by presenting intersection and mid-block crossing as well as by using features in the scene to direct the driver's visual attention toward or away from the crossing pedestrian. Three visual environments for the scenarios were used to provide a variety of roadside environments and speed: a 20-30 mph residential area, a 55 mph rural undivided highway, and a 40 mph urban area. Many variables of crash situations were considered in selecting and developing the scenarios, including vehicle and pedestrian movements; roadway and roadside features; environmental conditions; and characteristics of the pedestrian, driver, and vehicle. The driving simulator scenarios were subjected to iterative testing to
Scaling laws in granular flow and pedestrian flow
NASA Astrophysics Data System (ADS)
Chen, Shumiao; Alonso-Marroquin, Fernando; Busch, Jonathan; Hidalgo, Raúl Cruz; Sathianandan, Charmila; Ramírez-Gómez, Álvaro; Mora, Peter
2013-06-01
We use particle-based simulations to examine the flow of particles through an exit. Simulations involve both gravity-driven particles (representing granular material) and velocity-driven particles (mimicking pedestrian dynamics). Contact forces between particles include elastic, viscous, and frictional forces; and simulations use bunker geometry. Power laws are observed in the relation between flow rate and exit width. Simulations of granular flow showed that the power law has little dependence on the coefficient of friction. Polydisperse granular systems produced higher flow rates than those produced by monodisperse ones. We extend the particle model to include the main features of pedestrian dynamics: thoracic shape, shoulder rotation, and desired velocity oriented towards the exit. Higher desired velocity resulted in higher flow rate. Granular simulations always give higher flow rate than pedestrian simulations, despite the values of aspect ratio of the particles. In terms of force distribution, pedestrians and granulates share similar properties with the non-democratic distribution of forces that poses high risks of injuries in a bottleneck situation.
Fatal accidents at railway level crossings in Great Britain 1946-2009.
Evans, Andrew W
2011-09-01
This paper investigates fatal accidents and fatalities at level crossings in Great Britain over the 64-year period 1946-2009. The numbers of fatal accidents and fatalities per year fell by about 65% in the first half of that period, but since then have remained more or less constant at about 11 fatal accidents and 12 fatalities per year. At the same time other types of railway fatalities have fallen, so level crossings represent a growing proportion of the total. Nevertheless, Britain's level crossing safety performance remains good by international standards. The paper classifies level crossings into three types: railway-controlled, automatic, and passive. The safety performance of the three types of crossings has been very different. Railway-controlled crossings are the best-performing crossing type, with falling fatal accident rates. Automatic crossings have higher accident rates per crossing than railway controlled or passive crossings, and the accident rates have not decreased. Passive crossings are by far the most numerous, but many have low usage by road users. Their fatal accident rate has remained remarkably constant over the whole period at about 0.9 fatal accidents per 1000 crossings per year. A principal reason why fatal accidents and fatalities have not fallen in the second half of the period as they did in the first half is the increase in the number of automatic crossings, replacing the safer railway controlled crossings on some public roads. However, it does not follow that this replacement was a mistake, because automatic crossings have advantages over controlled crossings in reducing delays to road users and in not needing staff. Based on the trends for each type of crossing and for pedestrian and non-pedestrian accidents separately, in 2009 a mean of about 5% of fatal accidents were at railway controlled crossings, 52% were at automatic crossings, and 43% were at passive crossings. Fatalities had similar proportions. About 60% of fatalities were
Pedestrian Injuries By Source: Serious and Disabling Injuries in US and European Cases
Mallory, Ann; Fredriksson, Rikard; Rosén, Erik; Donnelly, Bruce
2012-01-01
US and European pedestrian crash cases were analyzed to determine frequency of injury by body region and by the vehicle component identified as the injury source. US pedestrian data was drawn from the Pedestrian Crash Data Study (PCDS). European pedestrian data was drawn from the German In-Depth Accident Study (GIDAS). Results were analyzed in terms of both serious injury (AIS 3+) and disabling injury estimated with the Functional Capacity Index (FCI). The results are presented in parallel for a more complete international perspective on injuries and injury sources. Lower extremity injury from bumper impact and head&face injury from windshield impact were the most frequent combinations for both serious and disabling injuries. Serious lower extremity injuries from bumper contact occurred in 43% of seriously injured pedestrian cases in US PCDS data and 35% of European GIDAS cases. Lower-extremity bumper injuries also account for more than 20% of disability in both datasets. Serious head &face injuries from windshield contact occur in 27% of PCDS and 15% of GIDAS serious injury cases. While bumper impacts primarily result in lower extremity injury and windshield impacts are most often associated with head & face injuries, the hood and hood leading edge are responsible for serious and disabling injuries to a number of different body regions. Therefore, while it is appropriate to focus on lower extremity injury when studying bumper performance and on head injury risk when studying windshield impact, pedestrian performance of other components may require better understanding of injury risk for multiple body regions. PMID:23169112
The effect of an overpass on pedestrian injuries on a major highway in Kampala - Uganda.
Mutto, Milton; Kobusingye, Olive C; Lett, Ronald R
2002-12-01
To describe the pedestrian population, their use of an overpass, and to assess pedestrian perceptions and responses to the risk of traffic crashes, determine pedestrian injuries in relation to traffic flow, and compare traffic crash and pedestrian injury rates before and after the overpass construction. The study was conducted in Nakawa trading center approximately six kilometers from the center of Kampala city on a major highway. The trading center has a busy market, small retail shops, industries, a sports stadium, offices, low cost housing estates, schools, and an estimated population of 6,226 residents, 15.1% of them students. Pedestrian road behavior and traffic patterns were observed, and police traffic crash records reviewed, one year before and one year after overpass construction. A convenient sample of overpass and non-overpass users was interviewed to assess their perceptions of risk. A total of 13,064 pedestrians were observed (male: female ratio= 2.2:1). The overall prevalence of pedestrian overpass use was 35.4%. A bigger proportion of females (49.1%) crossed on the overpass compared to males (29.2%). More children (79.7%) than adults (27.3%) used the overpass. The majority of pedestrians (77.9%) were worried about their safety in traffic but only 6.6% thought of the overpass as an appropriate means to avoid traffic accidents. Traffic was not segregated by vehicle type. Mean traffic flow varied from 41.5 vehicles per minute between 0730-0830 hours, to 39.3 vehicles per minute between 1030-1130 hours and 37.7 vehicles per minute between 1730-1830 hours. The proportion of heavy vehicles (lorries, trailers, tankers, and tractors) increased from 3.3% of total vehicle volume in the morning to 5.4% in the evening (t = 2.847, p <0.05); 44.0% of the collisions occurred in the evening with 35 pedestrian casualties before and 70 after the overpass intervention. The prevalence of pedestrian overpass use was low with adult males least likely to use it
Pedestrian safety action plan.
DOT National Transportation Integrated Search
2009-06-01
In 2005, Arizona ranked 5th among states in pedestrian fatalities per 100,000 residents, with 164 : pedestrian fatalities on Arizonas roadwaysa nearly 30 percent increase from 2003 levels. To reduce : the number of pedestrian crashes in Arizona...
Prognostic significance of specific injury patterns in casualties of traffic-related accidents.
Calosevic, Srdjan; Lovric, Zvonimir
2015-11-01
Fatal triad and ipsilateral dyad are patterns of pedestrian injuries related to significant mortality in traffic-related accidents. The aim of this research was to investigate the correlation between specific injury patterns and fatal outcome in other participants of traffic-related accidents. This was a retrospective study of traffic-related accidents in the broader area of the city of Osijek in a five-year period from 1995 to 1999. Autopsy results from the Institute of Pathology and Forensic Medicine of the Clinical Hospital Centre Osijek were analysed of individuals who died after their accident. The total severity of injuries was measured using the ISS. Logistic regression analysis was used for assessing the correlation between specific injury patterns and an early outcome from the severe injury. There were 213 individuals included in the study: 72 pedestrians and 141 other participants (drivers, assistant drivers, passengers, cyclists and motorcyclists). A total of129 individuals died on the spot and 84 died in the hospital during the first 48h. Femoral and pelvic fracture, fatal triad and both variants of ipsilateral dyad were related to higher ISS values. Ipsilateral fracture of upper and lower extremities (ipsilateral dyad 1) was associated with a 4.59 times higher risk of an immediate fatal outcome in the total sample. In pedestrians, the risk was 5.99 higher, and in other participants, the risk was 4.11 times higher. Specific skeletal injuries and injury patterns are a significant indicator for total injury severity and related poor prognosis for all participants of traffic-related injuries, not only for pedestrians. In this study, the ipsilateral fracture of upper and lower extremity was related to the largest total severity of injuries and the poorest prognosis. Copyright © 2015 Elsevier Ltd. All rights reserved.
Traffic safety facts 1998 : pedestrians
DOT National Transportation Integrated Search
1999-01-01
In 1998, 5,220 pedestrians were killed in traffic crashes in the United States - a decrease of 24 percent from the 6,870 pedestrians killed in 1988. On average, a pedestrian is killed in a traffic crash every 101 minutes. There were 69,000 pedestrian...
Traffic safety facts 1999 : pedestrians
DOT National Transportation Integrated Search
2000-01-01
In 1999, 4,906 pedestrians were killed in traffic crashes in the United States - a decrease of 25 percent from the 6,556 pedestrians killed in 1989. On average, a pedestrian is killed in a traffic crash every 107 minutes. There were 85,000 pedestrian...
Traffic safety facts 2000 : pedestrians
DOT National Transportation Integrated Search
2001-01-01
In 2000, 4,739 pedestrians were killed in traffic crashes in the United States - a decrease of 27 percent from the 6,482 pedestrians killed in 1990. On average, a pedestrian is killed in a traffic crash every 111 minutes. There were 78,000 pedestrian...
Traffic safety facts 1998 : pedestrian
DOT National Transportation Integrated Search
1998-01-01
In 1998, 5,220 pedestrians were killed in traffic crashes in the United States - a decrease of 24% from the 6,870 pedestrians killed in 1988. On average, a pedestrian is killed in a traffic crash every 101 minutes. There were 69,000 pedestrians injur...
Effectiveness of two interventions in preventing traffic accidents: a systematic review.
Porchia, B R; Baldasseroni, A; Dellisanti, C; Lorini, C; Bonaccorsi, G
2014-01-01
The prevention of road traffic accidents should be considered a serious public health concern, since they are the eighth leading cause of death globally and the main cause of death for young people aged 15-29. Evidences from many countries show that successes in preventing road traffic injuries can be achieved through concerted efforts at national level. The aim of our study was to assess the effectiveness of two interventions to prevent road traffic accidents: the introduction of graduated driver licensing (GDL) and the interventions to improve pedestrian and cyclist visibility. Our search started with a scoping review on the interventions to prevent road traffic accidents to allow the development of a logical framework of traffic accidents. Specific and answerable questions formulated according to PICO scheme and combinations of keywords were used to perform a systematic search in the following databases: Pubmed, Cochrane Database of Systematic Reviews, Database of Abstracts of Reviews of Effects (DARE), Health Evidence, Transport Research International Documentation (TRID) and Google. References of selected papers were searched. Only systematic reviews and meta-analyses were eligible. No temporal limits or linguistic filters were applied. 160 systematic reviews and meta-analyses were found for the question of the introduction of GDL program and 188 on the improvement of visibility in cyclists and pedestrians. After selection, four papers were included in qualitative synthesis for each question. All included studies underwent quality evaluation. GDL programs seem to be effective in reducing crash rates among young drivers, in particular in 16 year-old. Programs with more restrictions seem also to reduce fatal events. To improve visibility of pedestrians and cyclists, street lighting has been suggested as an intervention able to improve driver's visual capabilities and ability to detect roadway hazards and to prevent car crashes. Visibility aids (fluorescent
Anatomy of sodium hypochlorite accidents involving facial ecchymosis - a review.
Zhu, Wan-chun; Gyamfi, Jacqueline; Niu, Li-na; Schoeffel, G John; Liu, Si-ying; Santarcangelo, Filippo; Khan, Sara; Tay, Kelvin C-Y; Pashley, David H; Tay, Franklin R
2013-11-01
Root canal treatment forms an essential part of general dental practice. Sodium hypochlorite (NaOCl) is the most commonly used irrigant in endodontics due to its ability to dissolve organic soft tissues in the root canal system and its action as a potent antimicrobial agent. Although NaOCl accidents created by extrusion of the irrigant through root apices are relatively rare and are seldom life-threatening, they do create substantial morbidity when they occur. To date, NaOCl accidents have only been published as isolated case reports. Although previous studies have attempted to summarise the symptoms involved in these case reports, there was no endeavour to analyse the distribution of soft tissue distribution in those reports. In this review, the anatomy of a classical NaOCl accident that involves facial swelling and ecchymosis is discussed. By summarising the facial manifestations presented in previous case reports, a novel hypothesis that involves intravenous infusion of extruded NaOCl into the facial vein via non-collapsible venous sinusoids within the cancellous bone is presented. Understanding the mechanism involved in precipitating a classic NaOCl accident will enable the profession to make the best decision regarding the choice of irrigant delivery techniques in root canal débridement, and for manufacturers to design and improve their irrigation systems to achieve maximum safety and efficient cleanliness of the root canal system. Copyright © 2013 Elsevier Ltd. All rights reserved.
Demonstration and evaluation of the Heed the Speed pedestrian safety program : traffic tech.
DOT National Transportation Integrated Search
2012-07-01
Research has shown that higher vehicular speeds are : related to increased pedestrian injury severity and death. : It is unclear, however, if lowering vehicle speeds in residential : areas would result in lower frequency of pedestrian-involved : cras...
Drinking reasons, drinking locations, and automobile accident involvement among collegians.
Pang, M G; Wells-Parker, E; McMillen, D L
1989-03-01
Multiple regression analysis was used to examine the relationship of five drinking reason factors to drinking locations and consumption variables within a random sample of drinking college students surveyed by telephone. Hypotheses relating self-reported accident involvement after drinking and two specific reason factors - Opposite Sex/Drunkenness and Pleasure - were tested. Both Pleasure and Opposite Sex/Drunkenness were directly related to quantity consumed and to drinking in several away-from-home locations. Opposite Sex/Drunkenness reasons and frequency of drinking in cars significantly contributed to identifying males who reported accident involvement following drinking.
Temperature of aircraft cargo flame exposure during accidents involving fuel spills
NASA Astrophysics Data System (ADS)
Mansfield, J. A.
1993-01-01
This report describes an evaluation of flame exposure temperatures of weapons contained in alert (parked) bombers due to accidents that involve aircraft fuel fires. The evaluation includes two types of accident: collisions into an alert aircraft by an aircraft that is on landing or take-off; and engine start accidents. Both the B-1B and B-52 alert aircraft are included in the evaluation.
Temperature of aircraft cargo flame exposure during accidents involving fuel spills
DOE Office of Scientific and Technical Information (OSTI.GOV)
Mansfield, J.A.
1993-01-01
This report describes an evaluation of flame exposure temperatures of weapons contained in alert (parked) bombers due to accidents that involve aircraft fuel fires. The evaluation includes two types of accident, collisions into an alert aircraft by an aircraft that is on landing or take-off, and engine start accidents. Both the B-1B and B-52 alert aircraft are included in the evaluation.
Masoumi, Kambiz; Forouzan, Arash; Barzegari, Hassan; Asgari Darian, Ali; Rahim, Fakher; Zohrevandi, Behzad; Nabi, Somayeh
2016-01-01
Introduction: Traffic accidents are the 8th cause of mortality in different countries and are expected to rise to the 3rd rank by 2020. Based on the Haddon matrix numerous factors such as environment, host, and agent can affect the severity of traffic-related traumas. Therefore, the present study aimed to evaluate the effective factors in severity of these traumas based on Haddon matrix. Methods: In the present 1-month cross-sectional study, all the patients injured in traffic accidents, who were referred to the ED of Imam Khomeini and Golestan Hospitals, Ahvaz, Iran, during March 2013 were evaluated. Based on the Haddon matrix, effective factors in accident occurrence were defined in 3 groups of host, agent, and environment. Demographic data of the patients and data regarding Haddon risk factors were extracted and analyzed using SPSS version 20. Results: 700 injured people with the mean age of 29.66 ± 12.64 years (3-82) were evaluated (92.4% male). Trauma mechanism was car-pedestrian in 308 (44%) of the cases and car-motorcycle in 175 (25%). 610 (87.1%) cases were traffic accidents and 371 (53%) occurred in the time between 2 pm and 8 pm. Violation of speed limit was the most common violation with 570 (81.4%) cases, followed by violation of right-of-way in 57 (8.1%) patients. 59.9% of the severe and critical injuries had occurred on road accidents, while 61.3% of the injuries caused by traffic accidents were mild to moderate (p < 0.001). The most common mechanisms of trauma for critical injuries were rollover (72.5%), motorcycle-pedestrian (23.8%), and car-motorcycle (13.14%) accidents (p < 0.001). Conclusion: Based on the results of the present study, the most important effective factors in severity of traffic accident-related traumas were age over 50, not using safety tools, and undertaking among host-related factors; insufficient environment safety, road accidents and time between 2 pm and 8 pm among environmental factors; and finally, rollover, car-pedestrian
Pedestrian traffic injuries among school children in Kawempe, Uganda.
Nakitto, Mable T; Mutto, Milton; Howard, Andrew; Lett, Ronald
2008-09-01
Traffic injuries are an important problem in low income countries. In Uganda road traffic is the largest single cause of injury in Kampala; pedestrians, and children are most affected. Pedestrian injury affects school children in Uganda. To determine the overall risk of pedestrian traffic injury among school children in Kawempe, Uganda. A cohort was assembled at 35 primary schools and followed for 3 terms. Ten of the schools had participated in previous injury programs, others were systematically selected. Injuries were recorded by teachers using a questionnaire. Data collected included ID, school, age, grade, gender, incident date, vehicle type, and injury outcome. Demographic characteristics are described and cumulative incidences calculated. The cohort included 8,165 children (49% male) from 35 primary schools. The mean age was 9 years (Sd=2.78). Of the 35 schools, 92% were day; the others mixed day and boarding. 53 children (27 girls) were involved in a traffic incident. 25% of the injuries reported were serious and warranted care in a health facility. No deaths occurred. Forty % of incidents involved commercial motorcycles, 41% bicycles, 9% cars, 8% taxis, and 2% trucks. The cumulative incidence was 0.168% each term. Over the 3 terms of the year the cumulative incidence was 0.5 +/- 0.02. There were no gender differences in the cumulative incidence. Each school year about 1/2 % of Kawempe school children are involved in a traffic incident. Interventions are necessary to reduce the unacceptably high incidents of pedestrian traffic. Interventions to alleviate this situation including safer routes, teaching skills of road crossing to children as well as better regulation and road safety education to two wheelers could reduce the unacceptably high incidents of pedestrian traffic injury.
Injury pattern in lethal motorbikes-pedestrian collisions, in the area of Barcelona, Spain.
Rebollo-Soria, M Carmen; Arregui-Dalmases, Carlos; Sánchez-Molina, David; Velázquez-Ameijide, Juan; Galtés, Ignasi
2016-10-01
There are several studies about M1 type vehicle-pedestrian collision injury pattern, and based on them, there has been several changes in automobiles for pedestrian protection. However, the lack of sufficient studies about injury pattern in motorbikes-pedestrian collisions leads to a lack of optimization design of these vehicles. The objective of this research is to study the injury pattern of pedestrians involved in collisions with motorized two-wheeled vehicles. A retrospective descriptive study of pedestrian's deaths after collisions with motorcycles in an urban area, like Barcelona was performed. The cases were collected from the Forensic Pathology Service database of the Institute of Legal Medicine of Catalonia. The selected cases were categorized as pedestrian-motorcycle collision, between January 1st, 2005 and December 31st, 2014. Data were collected from the autopsy, medical, and police report. The collected information was then analyzed using Microsoft Excel statistical functions. Traumatic Brain Injury is the main cause of death in pedestrian hit by motorized two-wheeled vehicles (62.85%). The most frequent injury was the subarachnoid hemorrhage, in 71.4% of cases, followed by cerebral contusions and skull base fractures (65.7%). By contrast, pelvic fractures and tibia fractures only appeared in 28.6%. The study characterizes the injury pattern of pedestrians involved in a collision with motorized two-wheeled vehicles in an urban area, like Barcelona, which has been found to be different from other vehicle-pedestrian collisions, with a higher incidence of brain injuries and minor frequency of lower extremities fractures in pelvis, tibia and fibula. Copyright © 2016 Elsevier Ltd and Faculty of Forensic and Legal Medicine. All rights reserved.
Measuring pedestrian volumes and conflicts. Volume 1, Pedestrian volume sampling
DOT National Transportation Integrated Search
1987-12-01
This final report presents the findings, conclusions, and recommendations of the study conducted to develop a model to predict pedestrian volumes using small sampling schemes. This research produced four pedestrian volume prediction models (i.e., 1-,...
Edwards, Mervyn; Nathanson, Andrew; Carroll, Jolyon; Wisch, Marcus; Zander, Oliver; Lubbe, Nils
2015-01-01
Autonomous emergency braking (AEB) systems fitted to cars for pedestrians have been predicted to offer substantial benefit. On this basis, consumer rating programs-for example, the European New Car Assessment Programme (Euro NCAP)-are developing rating schemes to encourage fitment of these systems. One of the questions that needs to be answered to do this fully is how the assessment of the speed reduction offered by the AEB is integrated with the current assessment of the passive safety for mitigation of pedestrian injury. Ideally, this should be done on a benefit-related basis. The objective of this research was to develop a benefit-based methodology for assessment of integrated pedestrian protection systems with AEB and passive safety components. The method should include weighting procedures to ensure that it represents injury patterns from accident data and replicates an independently estimated benefit of AEB. A methodology has been developed to calculate the expected societal cost of pedestrian injuries, assuming that all pedestrians in the target population (i.e., pedestrians impacted by the front of a passenger car) are impacted by the car being assessed, taking into account the impact speed reduction offered by the car's AEB (if fitted) and the passive safety protection offered by the car's frontal structure. For rating purposes, the cost for the assessed car is normalized by comparing it to the cost calculated for a reference car. The speed reductions measured in AEB tests are used to determine the speed at which each pedestrian in the target population will be impacted. Injury probabilities for each impact are then calculated using the results from Euro NCAP pedestrian impactor tests and injury risk curves. These injury probabilities are converted into cost using "harm"-type costs for the body regions tested. These costs are weighted and summed. Weighting factors were determined using accident data from Germany and Great Britain and an independently
NASA Astrophysics Data System (ADS)
Kim, Andrew C.
This research is motivated by recent activity to improve automotive safety, especially for pedestrians. In many parts of the world today, injuries and fatalities from road accidents are a significant problem. Safety features such as seat restraints and air bags provide considerable levels of protection for car occupants; however, no such protective measures currently exist for pedestrians. Drawing upon the success and effectiveness of occupant air bag systems, current research aims to develop similar devices for pedestrians. These active pedestrian protection systems deploy a safety feature such as an external air bag when a pedestrian is hit by a vehicle. Contact with the front bumper induces a body rotation that may result in a violent head collision. The deployable safety device provides a cushioning surface for the vulnerable pedestrian during impact. The challenge of such a system is an effective sensory unit that can rapidly and correctly discriminate pedestrian impacts from non-pedestrian ones. The fast kinematics of the automobile-pedestrian impact leaves a minimal amount of time for signal processing and computation. This research study focuses on a discrimination scheme that satisfies both the time and accuracy requirements for a proposed sensory system for pedestrian protection. A unique methodology was developed to identify structural impacts using dominant frequency features extracted from sensory data. Contact sensors mounted on the front bumper of an automobile measure the strain response from an impact event. The dominant frequencies obtained from these sensor signals are greatly influenced by the impact object's properties and can be used to discriminate between different objects. Extensive tests were conducted to gather sensor data and validate the proposed methodology and impact discrimination algorithm. Results of the impact tests indicate that the approach is sound, and the sensory system effectively identifies "pedestrian" impacts within a
Step styles of pedestrians at different densities
NASA Astrophysics Data System (ADS)
Wang, Jiayue; Weng, Wenguo; Boltes, Maik; Zhang, Jun; Tordeux, Antoine; Ziemer, Verena
2018-02-01
Stepping locomotion is the basis of human movement. The investigation of stepping locomotion and its affecting factors is necessary for a more realistic knowledge of human movement, which is usually referred to as walking with equal step lengths for the right and left leg. To study pedestrians’ stepping locomotion, a set of single-file movement experiments involving 39 participants of the same age walking on a highly curved oval course is conducted. The microscopic characteristics of the pedestrians including 1D Voronoi density, speed, and step length are calculated based on a projected coordinate. The influence of the projection lines with different radii on the measurement of these quantities is investigated. The step lengths from the straight and curved parts are compared using the Kolmogorov-Smirnov test. During the experiments, six different step styles are observed and the proportions of different step styles change with the density. At low density, the main step style is the stable-large step style and the step lengths of one pedestrian are almost constant. At high density, some pedestrians adjust and decrease their step lengths. Some pedestrians take relatively smaller and larger steps alternately to adapt to limited space.
Small-size pedestrian detection in large scene based on fast R-CNN
NASA Astrophysics Data System (ADS)
Wang, Shengke; Yang, Na; Duan, Lianghua; Liu, Lu; Dong, Junyu
2018-04-01
Pedestrian detection is a canonical sub-problem of object detection with high demand during recent years. Although recent deep learning object detectors such as Fast/Faster R-CNN have shown excellent performance for general object detection, they have limited success for small size pedestrian detection in large-view scene. We study that the insufficient resolution of feature maps lead to the unsatisfactory accuracy when handling small instances. In this paper, we investigate issues involving Fast R-CNN for pedestrian detection. Driven by the observations, we propose a very simple but effective baseline for pedestrian detection based on Fast R-CNN, employing the DPM detector to generate proposals for accuracy, and training a fast R-CNN style network to jointly optimize small size pedestrian detection with skip connection concatenating feature from different layers to solving coarseness of feature maps. And the accuracy is improved in our research for small size pedestrian detection in the real large scene.
Rahimian, Pooya; O'Neal, Elizabeth E; Zhou, Shiwen; Plumert, Jodie M; Kearney, Joseph K
2018-06-01
We examined how sending mobile-device warnings to texting pedestrians when they initiate an unsafe road crossing influences their decisions and actions. Pedestrian texting has been identified as a key risk factor in pedestrian-vehicle collisions. Advances in sensing and communications technology offer the possibility of providing pedestrians with information about traffic conditions to assist them in safely crossing traffic-filled roadways. However, it is unclear how this information can be most effectively communicated to pedestrians. We examined how texting and nontexting pedestrians crossed roads with continuous traffic in a large-screen, immersive pedestrian simulator using a between-subjects design with three conditions: texting, warning, and control. Texting participants in the warning condition received an alarm on their cell phone when they began to cross a dangerously small gap. The results demonstrate the detrimental influence of texting on pedestrians' gap selection, movement timing, and gaze behavior, and show the potential of warnings to improve decision making and safety. However, the results also reveal the limits of warning texting participants once they initiate a crossing and possible overreliance on technology that may lead to reduced situation awareness. Mobile devices and short-range communication technologies offer enormous potential to assist pedestrians, but further study is needed to better understand how to provide useful information in a timely manner. The technology for communicating traffic information to pedestrians via mobile devices is on the horizon. Research on how such information influences all aspects of pedestrian behavior is critical to developing effective solutions.
[Mechanism of pelvic girdle injuries in street traffic. Medical-technical accident analysis].
Pohlemann, T; Richter, M; Otte, D; Gänsslen, A; Bartram, H; Tscherne, H
2000-04-01
During 1985 and 1993, 7,410 persons were injured in traffic accidents in the area of Hanover. Of these, 306 (4.1%) sustained a pelvic girdle injury. In 139 cases (45%), the pelvic girdle injuries were further classified (Pennal and Tile) and a technical reconstruction of the accident situation was performed. 52% were type A, 27% type B and 21% type C injuries. Some 47% of the casualties were vehicle occupants, 31% pedestrians, 12% motorcyclists and 10% cyclists. In restrained vehicle occupants pelvic girdle injuries occurred mostly in accidents with a delta-v of more than 30 km/h, whereas in unrestrained vehicle occupants, pedestrians and cyclists they also occurred with lower delta-v or collision speed. The percentage of type B and C injuries increased with higher velocities. In addition to further improvements in passive safety, lower collision speed or delta-v is necessary to reduce or prevent pelvic girdle injuries. The reconstruction of pelvic girdle injury mechanism in traffic accidents is possible, when both technical and medical parameters are considered.
Motor vehicle and pedestrian collisions: burden of severe injury on major versus neighborhood roads.
Rothman, Linda; Slater, Morgan; Meaney, Christopher; Howard, Andrew
2010-02-01
To determine whether the severity of injuries sustained by pedestrians involved in motor vehicle collisions varies by road type and age. All police-reported pedestrian motor vehicle collisions in the city of Toronto, Canada, between January 1, 2000, and December 31, 2005, were analyzed. Geographic Information Systems software was used to determine whether the collisions occurred on major or neighborhood roads. Age-specific estimates of the burden of pedestrian collisions are presented. Odds ratios and 95 percent confidence intervals were calculated to examine age-specific relationships between injury severity and road type. A second analysis comparing the distribution of severe injury location between age groups was also performed. The majority of collisions involved adults (68%), although elderly pedestrians were overrepresented in fatal collisions (49%). Severe and fatal collisions involving working-age and elderly adult pedestrians were more likely on major roads. Odds of severe injury occurring on a major road were 1.36 (95% CI: 1.17-1.57) times higher for adults ages 18 to 64, and 1.55 (95% CI: 1.22-1.99) times higher for elderly aged 65+. By contrast, severe injuries among children were more common on neighborhood roads, with odds of severe injury on a major road of 0.64 (95% CI: 0.37-1.1) for children aged 5 to 9. Among children under 9, 64-67 percent of hospitalized or fatal injuries occurred on neighborhood roads, a marked difference from the distribution of such injuries in adults or the elderly, for whom only 29-30 percent of hospitalized or fatal injuries occurred on neighborhood roads (chi-square = 52.6, p < or =.001). Targeting interventions toward the adult pedestrian burden on major roads alone will not make child pedestrians safer. Pedestrian interventions specific to children and focused on neighborhood roads must be considered in urban centers like Toronto.
Kumar, Sachil; Verma, Anoop K; Bhattacharya, Sandeep; Singh, Uma Shankar
2013-11-01
Suicide and trespass are major contributors to risk on the railway, resulting in around 170-180 fatalities per year in Lucknow region, as well as associated major disruption to the rail network. Lucknow is the capital city of the state of Uttar Pradesh in India. The analysis included train-pedestrian fatalities during 2007-2012. The data for 2007-2012 were collected from the autopsy reports of the university, case sheets from the hospital, the general prosecutor's investigations report and the inquest reports from police. The results show that the majority of victims were males. Half of the suicide victims were 20-39 years old. Accidents happened most frequently in situations when a person was walking on the tracks/in front of train (22.7%) or were crossing the tracks illegally (20.9%). Among all train-pedestrian fatalities, about half of the victims (42.8%) were intoxicated by alcohol. Female suicide victims suffered from mental health problems more frequently (55.8%) than male suicide victims. Overall, there is no reason to believe that train-pedestrian fatalities are unavoidable. By contrast, the effective prevention of railway suicides and accidents should be based on a systems approach involving effective measures introduces by several organisations such as government, railway organisations, various authorities (such as public health, education, enforcement, urban planning) and communities. Same measures can often be used to prevent both trespassing and suicides, even though their effectiveness may depend on the target group. In addition, there are measures specifically targeted to prevent either trespassing or suicides. Copyright © 2013 Elsevier Ltd and Faculty of Forensic and Legal Medicine. All rights reserved.
Moran, Dane; Bose, Dipan; Bhalla, Kavi
2017-11-17
European car design regulations and New Car Assessment Program (NCAP) ratings have led to reductions in pedestrian injuries. The aim of this study was to evaluate the impact of improving vehicle front design on mortality and morbidity due to pedestrian injuries in a European country (Germany) and 2 countries (the United States and India) that do not have pedestrian-focused NCAP testing or design regulations. We used data from the International Road Traffic and Accident Database and the Global Burden of Disease project to estimate baseline pedestrian deaths and nonfatal injuries in each country in 2013. The effect of improved passenger car star ratings on probability of pedestrian injury was based on recent evaluations of pedestrian crash data from Germany. The effect of improved heavy motor vehicle (HMV) front end design on pedestrian injuries was based on estimates reported by simulation studies. We used burden of disease methods to estimate population health loss by combining the burden of morbidity and mortality in disability-adjusted life years (DALYs) lost. Extrapolating from evaluations in Germany suggests that improving front end design of cars can potentially reduce the burden of pedestrian injuries due to cars by up to 24% in the United States and 41% in India. In Germany, where cars comply with the United Nations regulation on pedestrian safety, additional improvements would have led to a 1% reduction. Similarly, improved HMV design would reduce DALYs lost by pedestrian victims hit by HMVs by 20% in each country. Overall, improved vehicle design would reduce DALYs lost to road traffic injuries (RTIs) by 0.8% in Germany, 4.1% in the United States, and 6.7% in India. Recent evaluations show a strong correlation between Euro NCAP pedestrian scores and real-life pedestrian injuries, suggesting that improved car front end design in Europe has led to substantial reductions in pedestrian injuries. Although the United States has fewer pedestrian crashes, it would
The roles of gender, age and cognitive development in children's pedestrian route selection.
Barton, B K; Ulrich, T; Lyday, B
2012-03-01
Thousands of American children under the age of 10 years are injured annually as pedestrians. Despite the scope of this public health problem, knowledge about behavioural control and developmental factors involved in the aetiology of child pedestrian safety is limited. The present study examined the roles of gender, age and two aspects of cognitive development (visual search and efficiency of processing) in children's safe pedestrian route selection. Measures of cognitive functioning (visual search and efficiency) and selections of risky pedestrian routes were collected from 65 children aged 5-9 years. Boys, younger children and those with less developed cognitive functioning selected riskier pedestrian routes. Cognitive functioning also subsumed age as a predictor of risky route selections. Our findings suggest developmental differences, specifically less developed cognitive functioning, play important roles in children's pedestrian decision making. Directions for future examination are discussed. © 2011 Blackwell Publishing Ltd.
Examining accident reports involving autonomous vehicles in California
Nader, Nazanin; Eurich, Sky O.; Tripp, Michelle; Varadaraju, Naresh
2017-01-01
Autonomous Vehicle technology is quickly expanding its market and has found in Silicon Valley, California, a strong foothold for preliminary testing on public roads. In an effort to promote safety and transparency to consumers, the California Department of Motor Vehicles has mandated that reports of accidents involving autonomous vehicles be drafted and made available to the public. The present work shows an in-depth analysis of the accident reports filed by different manufacturers that are testing autonomous vehicles in California (testing data from September 2014 to March 2017). The data provides important information on autonomous vehicles accidents’ dynamics, related to the most frequent types of collisions and impacts, accident frequencies, and other contributing factors. The study also explores important implications related to future testing and validation of semi-autonomous vehicles, tracing the investigation back to current literature as well as to the current regulatory panorama. PMID:28931022
Development of pedestrian & bicycle transportation course modules.
DOT National Transportation Integrated Search
2014-05-01
According to a 2012 report by the Alliance for Biking and Walking, crashes involving bicyclists : and/or pedestrians account for almost 15% of all traffic crashes. The states that house STRIDE : consortium universities, including Florida, Alabama, Ge...
NASA Astrophysics Data System (ADS)
Muranaka, Noriaki; Date, Kei; Tokumaru, Masataka; Imanishi, Shigeru
In recent years, the traffic accident occurs frequently with explosion of traffic density. Therefore, we think that the safe and comfortable transportation system to defend the pedestrian who is the traffic weak is necessary. First, we detect and recognize the pedestrian (the crossing person) by the image processing. Next, we inform all the drivers of the right or left turn that the pedestrian exists by the sound and the image and so on. By prompting a driver to do safe driving in this way, the accident to the pedestrian can decrease. In this paper, we are using a background subtraction method for the movement detection of the movement object. In the background subtraction method, the update method in the background was important, and as for the conventional way, the threshold values of the subtraction processing and background update were identical. That is, the mixing rate of the input image and the background image of the background update was a fixation value, and the fine tuning which corresponded to the environment change of the weather was difficult. Therefore, we propose the update method of the background image that the estimated mistake is difficult to be amplified. We experiment and examines in the comparison about five cases of sunshine, cloudy, evening, rain, sunlight change, except night. This technique can set separately the threshold values of the subtraction processing and background update processing which suited the environmental condition of the weather and so on. Therefore, the fine tuning becomes possible freely in the mixing rate of the input image and the background image of the background update. Because the setting of the parameter which suited an environmental condition becomes important to minimize mistaking percentage, we examine about the setting of a parameter.
Dutch pedestrian safety research review
DOT National Transportation Integrated Search
1999-12-01
This report is one in a series of pedestrian safety synthesis reports prepared for the Federal Highway Administration to document pedestrian safety in other countries. This report reviews recent pedestrian safety research in the Netherlands. It addre...
Priorities of pedestrian protection--a real-life study of severe injuries and car sources.
Fredriksson, Rikard; Rosén, Erik; Kullgren, Anders
2010-11-01
The aim of this study was to aid the optimisation of future, vehicle based, pedestrian injury countermeasures. The German In-Depth Accident Study (GIDAS) database was queried for pedestrians impacted by the front of a passenger car or van. A total of 1030 cases from 1998 to 2008 were studied including 161 severely (AIS3+) injured pedestrians. Considering the severe injuries, the most frequent injury mechanisms were "leg-to-front end", "head-to-windscreen area", "chest-to-bonnet area", and "chest-to-windscreen area". For children, a "head-to-bonnet area" impact was the second most common source of injury. With safety systems targeting these five injury mechanisms, 73% (95% confidence interval [CI], 65-81%) of the severely injured pedestrians would be provided protection from all of their vehicle-induced severe injuries. Omitting the windscreen area, this figure is decreased to 44% (CI, 36-53%). Furthermore, 31% of the surviving pedestrians were estimated to sustain a permanent medical impairment at any level. For more severe impairment, head was the dominating body region. The study shows that when developing countermeasures for the windscreen area to mitigate head injuries, attention should be paid to the structural parts of the windscreen area with a special focus on brain injuries. Finally, the incidence and risk of severe injury were derived as functions of impact speed for different body regions and injury sources. 2010 Elsevier Ltd. All rights reserved.
Canadian research on pedestrian safety
DOT National Transportation Integrated Search
1999-12-01
This report is one in a series of pedestrian safety synthesis reports prepared for the Federal Highway Administration to document pedestrian safety in other countries. This report reviews Canadian research in six areas of pedestrian safety: (1) Inter...
Powered two-wheelers road accidents and their risk perception in dense urban areas: case of Paris.
Maestracci, Marion; Prochasson, François; Geffroy, Aurélie; Peccoud, Florian
2012-11-01
For a few years, the use of powered two-wheelers has taken off in Paris. It then became critical for the City of Paris to understand both the mechanisms leading to traffic accidents involving at least one powered two-wheelers user and the perception of their risk when riding in dense urban areas. In so doing, two studies were carried out along similar lines so that their results could be compared. The first study focused on the perception of situations where accidents are most likely to occur. The second one was an analysis of police reports of accidents involving at least one powered two-wheelers and the drawing-up of prototypical accident scenarios. Comparing the results of the two studies revealed a gap between perceived and objective risks of these users. In fact, they rather fear the situations during which a car driver is changing lanes, while accidents involving them occur more often when a car driver turns (right, left or U). Knowledge of this dissonance in terms of awareness of road risks for powered two-wheelers and equally, other road users, will give the City of Paris food for thought. The promising results of this study have encouraged the City of Paris to extend it to other types of users, such as cyclists or elderly pedestrians. Copyright © 2011 Elsevier Ltd. All rights reserved.
Anatomy of Sodium Hypochlorite Accidents Involving Facial Ecchymosis – A Review
Zhu, Wan-chun; Gyamfi, Jacqueline; Niu, Li-na; Schoeffel, G. John; Liu, Si-ying; Santarcangelo, Filippo; Khan, Sara; Tay, Kelvin C-Y.; Pashley, David H.; Tay, Franklin R.
2013-01-01
Objectives Root canal treatment forms an essential part of general dental practice. Sodium hypochlorite (NaOCl) is the most commonly used irrigant in endodontics due to its ability to dissolve organic soft tissues in the root canal system and its action as a potent antimicrobial agent. Although NaOCl accidents created by extrusion of the irrigant through root apices are relatively rare and are seldom life-threatening, they do create substantial morbidity when they occur. Methods To date, NaOCl accidents have only been published as isolated case reports. Although previous studies have attempted to summarise the symptoms involved in these case reports, there was no endeavor to analyse the distribution of soft tissue distribution in those reports. In this review, the anatomy of a classical NaOCl accident that involves facial swelling and ecchymosis is discussed. Results By summarising the facial manifestations presented in previous case reports, a novel hypothesis that involves intravenous infusion of extruded NaOCl into the facial vein via non-collapsible venous sinusoids within the cancellous bone is presented. Conclusions Understanding the mechanism involved in precipitating a classic NaOCl accident will enable the profession to make the best decision regarding the choice of irrigant delivery techniques in root canal débridement, and for manufacturers to design and improve their irrigation systems to achieve maximum safety and efficient cleanliness of the root canal system. PMID:23994710
Evaluation of pedestrian road traffic maxillofacial injuries in a Nigerian tertiary hospital.
Aladelusi, T O; Akinmoladun, I V; Olusanya, O O; Akadiri, O A; Fasola, A O
2014-12-01
Background: Walking is the most basic form of mobility and forms an important part of daily activities; however, walking could often be associated with risks. This is more so when pedestrians share a common space with motorized vehicles especially in developing countries. Despite the frequency of road traffic crashes (RTC) related pedestrian injuries in many developing countries, there is a dearth of documentation of maxillofacial injuries in victims of pedestrian road traffic crashes. The aim of this study was to determine the causes, frequency, pattern, severity, concomitant injuries and outcome of pedestrian maxillofacial injuries observed at a tertiary trauma centre in Nigeria. Pedestrian victims of RTC were prospectively recruited from among all maxillofacial trauma patients seen at the Accident and Emergency department and the Department of Oral and Maxillofacial Surgery of the University College Hospital, Ibadan between April 2011 and November 2011. Ethical approval was obtained from the UI/UCH Joint Ethics Review Board before the commencement of the study and informed consent was obtained from participants. Patients' demography, the crash events, types of maxillofacial injuries, and concomitant injuries were recorded. Severity of maxillofacial injury was estimated based on the Maxillofacial Injury Severity Scale (MFISS). Forty-six participants (22.9% of all victims of road traffic crashes seen within the study period) were victims of pedestrian RTC. Pedestrian RTC occurred in all age groups with almost 40% of the victims in their 1st and 2nd decades of life. The most severe MFISS was observed in the 21 - 30 year age group while the least severe injury observed was in the 71 - 80 years age group. Thirty participants (65.2%) were hit by a car or minibus while fourteen (30.4%) were knocked down by a motorcycle. Two (4.4%) were hit by a truck. Soft tissue injury was the most common maxillofacial injury and head injury was the commonest concomitant injury
Drivers involved in road traffic accidents in Piedmont Region: psychoactive substances consumption.
Siliquini, R; Chiadò Piat, S; Gianino, M M; Renga, G
2007-12-01
The role played by psychoactive substances in road safety has become object of increasing interest: these substances can reduce driving performance and increase accidents risk. Aims of the study are to establish the dimension of the problem and to describe the characteristics of people involved in accidents under psychoactive substance effects. Target population consists of people from 18 to 60-years-old involved in accidents afferent in Emergency Rooms. Subjects were interviewed by surveyors and a urines was collected for psychoactive substances screening. In 18.5% of people we found substance consumption. Cocaine was the most frequently detected substance (9.5%), then benzodiazepines (7.5%), methadone, morphine and marijuana (THC) (3.5%). In 5.5% of subjects more than one substance was found. Considering only illegal substances detected, female have a higher risk to be consumers (OR = 1.36) and the young age (18-35 years) seems to be at higher prevalence and risk for substance use (OR = 1.86). Considering all psychoactive substances detected, clearly the problem about substances consumption and driving is not restricted to youngest but involves all age groups. In order to decrease the number of accidents due to substance use, new prevention programmes able to involve also middle age groups should be planned.
Luz, Tatiana Chama Borges; Malta, Deborah Carvalho; Sá, Naíza Nayla Bandeira de; Silva, Marta Maria Alves da; Lima-Costa, Maria Fernanda
2011-11-01
Data from the Brazilian Surveillance System for Violence and Accidents (VIVA) in 2009 were used to examine socio-demographic characteristics, outcomes, and types of accidents and violence treated at 74 sentinel emergency services in 23 Brazilian State capitals and the Federal District. The analysis included 25,201 individuals aged > 20 years (10.1% > 60 years); 89.3% were victims of accidents and 11.9% victims of violence. Hospitalization was the outcome in 11.1% of cases. Compared to the general population, there were more men and non-white individuals among victims of accidents, and especially among victims of violence. As compared to younger adults (20-59 years), accidents and violence against elderly victims showed less association with alcohol, a higher proportion of domestic incidents, more falls and pedestrian accidents, and aggression by family members. Policies for the prevention of accidents and violence should consider the characteristics of these events in the older population.
Traffic safety facts 1994 : pedestrians
DOT National Transportation Integrated Search
1995-01-01
In 1994, 5,472 pedestrians were killed in traffic crashes in the United States. Figure 1 shows trends in pedestrian and total traffic fatalities, 1984-1994; and Figure 2, pedestrian fatalities by time of day and day of week, 1994. Of the tables, Tabl...
Traffic safety facts 1995 : pedestrians
DOT National Transportation Integrated Search
1996-01-01
In 1995, 5,585 pedestrians were killed in traffic crashes in the United States. Figure 1 shows trends in pedestrian and total traffic fatalities, 1985-1995; and Figure 2, pedestrian fatalities by time of day and day of week, 1995. Of the tables, Tabl...
Traffic safety facts 1996 : pedestrians
DOT National Transportation Integrated Search
1997-01-01
In 1996, 5,412 pedestrians were killed in traffic crashes in the United States. Figure 1 shows trends in pedestrian and total traffic fatalities, 1986-1996; and Figure 2, pedestrian fatalities by time of day and day of week, 1996. Of the tables, Tabl...
Traffic safety facts 1993 : pedestrians
DOT National Transportation Integrated Search
1994-01-01
In 1993, 5,638 pedestrians were killed in traffic crashes in the United States. Figure 1 shows trends in pedestrian and total traffic fatalities, 1983-1993; and Figure 2, pedestrian fatalities by time of day and day of week, 1993. Of the tables, Tabl...
[Mortality in traffic accidents in Bayamo, Cuba 2011].
Piña-Tornés, Arlines; González-Longoria, Lourdes; González-Pardo, Secundino; Acosta-González, Ariel; Vintimilla-Burgos, Patricio; Paspuel-Yar, Silvana
2014-01-01
With the objective of describing mortality from traffic accidents in Bayamo, Cuba, in 2011 a review was performed of injured and deceased patients due to traffic accidents, recorded in the Hospital Carlos M. de Céspedes. Of the 1,365 injured patients treated in the emergency room, the predominant groups were individuals aged 25 to 44 years comprising 372 patients (27.3%) and men comprising 1,071 (78.5%). 46 people died, most from the same age group and male. Multiple traumatisms (52.6%) and craniofacial trauma (34.2%) were the predominant injuries. Motor vehicle-pedestrian accidents stood out with a mortality of 26.3%. In conclusion, mortality from traffic accidents predominately occurs in young male adults, whose fatal consequences are due to multiple traumatisms from road accidents.
Selfishness- and Selflessness-based models of pedestrian room evacuation
NASA Astrophysics Data System (ADS)
Song, Xiao; Ma, Liang; Ma, Yaofei; Yang, Chen; Ji, Hang
2016-04-01
Some pedestrian evacuation studies have employed game strategy to deal with moving conflicts involving two or three pedestrians. However, most of these have simply presented game strategies for pedestrians without analyzing the reasons why they choose to defect or cooperate. We believe that selfish and selfless behaviors are two main factors that should be considered in evacuation. In addition to these behaviors, human emotions such as sympathy and behaviors such as vying were also taken into account to investigate their impacts on pedestrians' strategies. Moreover, an essential objective factor, the building design factor of door width was tested and analyzed. Experimental results showed that the sense of self leads to more defectors and a longer evacuation time. However, sympathy does some good, leading to more cooperators and a shorter evacuation time. Moreover, the exit door width is an essential factor of the evacuation efficiency. When the width was less than 6 cells in a rectangular room with a size greater than 50 × 50, the evacuation time greatly decreased when the width increased. However, this effect was less obvious when the width increased.
Analysis on tank truck accidents involved in road hazardous materials transportation in china.
Shen, Xiaoyan; Yan, Ying; Li, Xiaonan; Xie, Chenjiang; Wang, Lihua
2014-01-01
Due to the sheer size and capacity of the tanker and the properties of cargo transported in the tank, hazmat tanker accidents are more disastrous than other types of vehicle accidents. The aim of this study was to provide a current survey on the situation of accidents involving tankers transporting hazardous materials in China. Detailed descriptions of 708 tanker accidents associated with hazmat transportation in China from 2004 to 2011 were analyzed to identify causes, location, types, time of occurrence, hazard class for materials involved, consequences, and the corresponding probability. Hazmat tanker accidents mainly occurred in eastern (38.1%) and southwest China (12.3%). The most frequent hazmat tanker accidents involved classes 2, 3, and 8. The predominant accident types were rollover (29.10%), run-off-the-road (16.67%), and rear-end collisions (13.28%), with a high likelihood of a large spill occurring. About 55.93% of the accidents occurred on freeways and class 1 roads, with the spill percentage reaching 75.00% and the proportion of spills that occurred in the total accidents amounting to 77.82%, of which 61.72% are considered large spills. The month with the highest accident probability was July (12.29%), and most crashes occurred during the early morning (4:00-6:00 a.m.) and midday (10:00 a.m.-12:00 p.m.) hours, 19.63% versus 16.10%. Human-related errors (73.8%) and vehicle-related defects (19.6%) were the primary reasons for hazmat tanker crashes. The most common outcomes of a hazmat tanker accident was a spill without further events (55.51%), followed by a release with fire (7.77%), and release with an explosion (2.54%). The safety situation of China's hazmat tanker transportation is grim. Such accidents not only have high spill percentages and consistently large spills but they can also cause serious consequences, such as fires and explosions. Improving the training of drivers and the quality of vehicles, deploying roll stability aids, enhancing
[Use and non-use of pedestrian bridges in Mexico City. The pedestrian perspective].
Hidalgo-Solórzano, Elisa; Campuzano-Rincón, Julio; Rodríguez-Hernández, Jorge M; Chias-Becerril, Luis; Reséndiz-López, Héctor; Sánchez-Restrepo, Harvey; Baranda-Sepúlveda, Bernardo; Franco-Arias, Claudia; Híjar, Martha
2010-01-01
To analyze the motives for using and not using pedestrian bridges (PB). A cross-sectional survey was conducted of a sample of pedestrian users and non-users of PB; a logistic regression model was used to analyze the motives for use and non-use. The prevalence of non-use was 50.5 % of 813 surveyed pedestrians; the principal reason to use a PB was safety, and not to use it was "laziness". There were significant differences when analyzing the reason of non-use in the age groups 19 to 36 years, adjusted for education and physical characteristics of the PB ([aOR=1.7; 95 % CI=1.06-2.86] and [ORa.1.9; 95 % CI=1.14-3.33], respectively). The results of this study allow us to identify important aspects to consider--from the perspective of the pedestrians--when constructing new PB and improving existing PB to increase use in areas with a high risk of pedestrian injuries.
DOT National Transportation Integrated Search
2000-07-01
The objectives of this study were to analyze the pedestrian alcohol problem in a community and to develop and apply procedures to counter the problem. The City of Baltimore was selected as the test city. It was estimated that approximately 40% of the...
On-Board Detection of Pedestrian Intentions
Fang, Zhijie; Vázquez, David
2017-01-01
Avoiding vehicle-to-pedestrian crashes is a critical requirement for nowadays advanced driver assistant systems (ADAS) and future self-driving vehicles. Accordingly, detecting pedestrians from raw sensor data has a history of more than 15 years of research, with vision playing a central role. During the last years, deep learning has boosted the accuracy of image-based pedestrian detectors. However, detection is just the first step towards answering the core question, namely is the vehicle going to crash with a pedestrian provided preventive actions are not taken? Therefore, knowing as soon as possible if a detected pedestrian has the intention of crossing the road ahead of the vehicle is essential for performing safe and comfortable maneuvers that prevent a crash. However, compared to pedestrian detection, there is relatively little literature on detecting pedestrian intentions. This paper aims to contribute along this line by presenting a new vision-based approach which analyzes the pose of a pedestrian along several frames to determine if he or she is going to enter the road or not. We present experiments showing 750 ms of anticipation for pedestrians crossing the road, which at a typical urban driving speed of 50 km/h can provide 15 additional meters (compared to a pure pedestrian detector) for vehicle automatic reactions or to warn the driver. Moreover, in contrast with state-of-the-art methods, our approach is monocular, neither requiring stereo nor optical flow information. PMID:28946632
Road traffic accidents in pregnancy in Southwest Nigeria: a 21-year review.
Orji, E O; Fadiora, S O; Ogunlola, I O; Badru, O S
2002-09-01
A 21-year (1980-2000) retrospective review of 84 pregnant women involved in road traffic accidents in Southwest Nigeria was conducted. Case notes of these 84 pregnant women treated at the Obafemi Awolowo University Teaching Hospitals Complex, Ile-Ife, were studied. Pregnant women formed 0.3% of all individuals involved in accidents during the study period compared to 7% reported in developed countries. The fetal death rate of 3.6% and maternal death rate of 2.4% in this study were lower than the fetal death rates of 57% and maternal death rate of 8-16% reported in developed countries. There was no obvious injury in 23.8%, while in 76.2% there were serious maternal injuries ranging from limb fractures, pelvic bone fracture, quadriplegia, uterine rupture, abruption placenta, lacerations, etc. Fetal tachycardia was observed in 11.9%. Despite these injuries, the majority (80.9%) achieved spontaneous vaginal deliveries; 16.7% were lost to follow-up, while 2.4% had an emergency caesarean section for reasons unrelated to the accidents. Preventive measures such as proper screening of drivers before issuing driving licences, separation of vehicular and pedestrian traffic, installation and enforcement of the use of seat belts, restrictions of alcohol ingestion while driving, use of a crash helmet by cyclists would drastically reduce the incidence of these accidents.
Improving Pedestrian Safety at Signalized Intersections
DOT National Transportation Integrated Search
2012-06-01
Our research investigated methods and technologies to make signalized intersections safer for pedestrians using the capabilities : of accessible pedestrian systems. Our research focused on three technologies: acoustic beaconing, passive pedestrian de...
Review of Global Menace of Road Accidents with Special Reference to Malaysia- A Social Perspective
Kareem, Abdul
2003-01-01
Road accident is ‘a global tragedy’ with ever-rising trend. The goal of this article includes review of the causes and nature of accidents, statistical data regarding road accidents and the economical impact. 1.17 million deaths occur each year worldwide due to road accidents 70 % of which occur in developing countries. 65% of deaths involve pedestrians, 35 % of which are children. Estimates suggest that 23–34 million people are injured worldwide every year in road crashes - a value almost twice that previously estimated. It is estimated that more than 200 U.S. citizens die each year due to road accidents abroad. Every year in Europe, more than 50,000 peoples are killed in road accidents, and more than 150,000 remain disabled. It is a sad fact that the total number of road accidents in Malaysia exceeded 223,000 in 1999. On the average, 16 persons died from these road accidents, every single day in 1999. Lack of attention, reckless driving, lack of proper protection, speeding, bad personal habits, social and behavioral misconduct and inconsiderate drivers of larger vehicles are some of the problems that cause accidents. In Malaysia, motorcycle fatal accidents (60%) warrant a high degree of concern. Young children and senior citizens are found to be in the vulnerable age group. In Malaysia, in 1999 alone, general insurers paid RM1.67 billion or an average of RM4.6 million a day on motor claims. It is now recognized that road traffic accidents represent a major public health problem, because of the high number of victims involved and because of the seriousness of the consequences for themselves and for their families. PMID:23386795
Profile of non-fatal injuries due to road traffic accidents from a industrial town in India.
Bayan, Pankaj; Bhawalkar, J S; Jadhav, S L; Banerjee, Amitav
2013-01-01
India has one of the highest road traffic accident rates in the world. To lessen this burden, information on the contributing factors is necessary. We studied a series of cases of non-fatal road traffic accidents in two tertiary care hospitals in Pimpri, Pune, India. A total of 212 non-fatal road traffic accidents admitted over a period of one year in these two hospitals constituted the study sample. The study variables were, the gender of the accident victims, mode of accident, days of week on which the accident took place, time of day when the injury was sustained, part of the body injured, nature of injury, and self-reported reasons for the accident. data were summarized using percentages. The Chi-square test for goodness of fit was applied, to see whether there was any association between the different weekdays or time of day and the accidents. MALE : female ratio was almost 5 : 1, which was statistically significant (Chi-Square for goodness of fit = 95.11, df = 1, P < 0.0001). The maximum accidents occurred on Sundays and Mondays and the least around midweek (Wednesday). This pattern was also statistically significant (Chi-square for goodness of fit = 30.09, df = 6, P < 0.001). Pedestrians were the most vulnerable group, followed by drivers and pillions of two wheelers. These categories of road users contributed to almost 80% of the cases of Road Traffic Injuries (RTIs). Accidents were more likely in the time zone of 8 pm to midnight, followed by 4 pm to 8 pm (Chi-square for goodness of fit = 89.58, df = 5, P < 0.0001). A majority of the patients sustained multiple injuries followed by injuries to the lower limbs. A majority reported impaired visibility and fatigue as the cause of accident. Almost half (46.22%) of the injured admitted to drinking alcohol on a regular basis. Wide pavements and safe zebra crossings should be provided for pedestrians, as the highest casualty in this study were pedestrians. More accidents occurred on Sundays and Mondays and in the
Feitas, Juliana Pontes Pinto; Ribeiro, Lindioneza Adriano; Jorge, Miguel Tanús
2007-12-01
This study analyzes epidemiological and clinic characteristics of victims of traffic accidents. Data were obtained from medical records of children under 15 years of age (n = 1,123) admitted to a university hospital in Uberlândia, Minas Gerais State, Brazil, from 1999 to 2003. Mean age was eight years, 65.7% were boys, 76.6% were cyclists or pedestrians, 45.9% suffered head injuries, and 9% remained in hospital for more than two weeks. Fourteen (1.2%) died, 78.6% of these within 48 hours of hospitalization, and 85.7% with brain injuries. Among the passengers of motorcycles and larger vehicles, 58.8% were not using security devices properly at the time of the accident. Among the cyclists, 61% suffered isolated limb injuries. Meanwhile, pedestrians tended to suffer multiple lesions (57.5%) and be admitted to intensive care (7.1%), and represented 66.7% of the deaths. Epidemiological data on pediatric traffic victims can be useful for accident prevention programs.
[Traffic accidents: a health problem in primary care].
Blanquer, J J; Rapa, M; Melchor, A; Jiménez, T; Adam, A; Mulet, M J
1993-09-15
To discover the prevalence and most relevant epidemiological characteristics of the victims of traffic accidents which occur in our health area. Hospital Casualty department (HC), Health area 19, Alcoy. This was an observational, crossover study, based on the collection of data from all those patients who had been brought into the HC for attention because of a traffic accident and who were attended between October 1, 1990 and September 31, 1991. During the study period a total of 1,111 traffic accident victims were attended. Their average age was 26.62 (SD +/- 15.95), with 69.6% being men and 30.2% women. 60.7% of the victims were attended on non-working days or the eve of a non-working day. 44.5% of those involved in accidents were in four-wheeled vehicles; 40% on two-wheeled vehicles and 11.1% of the victims were pedestrians. Injuries were light in 73.3% of cases; moderate in 15.9% and in the other 8.8% serious, grave or critical. 43.7% of the total had the accident in an urban area and 40.9% on the open road. The high prevalence of victims of accidents (8.3 per 1000 inhabitants) observed in our health area can be explained by the type of study. It is vital to obtain valid information of the real importance of this health problem. The primary care doctor must take preventive action concerning traffic accidents: a) through full studies of traffic accident levels among primary care centre users; b) primary preventive action, through the spreading of information on norms of safety; and c) secondary and tertiary prevention, by means of effective and efficacious outpatient emergency measures, as well as a thorough rehabilitation of accident victims.
Née, Mélanie; Avalos, Marta; Luxcey, Audrey; Contrand, Benjamin; Salmi, Louis-Rachid; Fourrier-Réglat, Annie; Gadegbeku, Blandine; Lagarde, Emmanuel; Orriols, Ludivine
2017-07-01
While some medicinal drugs have been found to affect driving ability, no study has investigated whether a relationship exists between these medicines and crashes involving pedestrians. The aim of this study was to explore the association between the use of medicinal drugs and the risk of being involved in a road traffic crash as a pedestrian. Data from 3 French nationwide databases were matched. We used the case-crossover design to control for time-invariant factors by using each case as its own control. To perform multivariable analysis and limit false-positive results, we implemented a bootstrap version of Lasso. To avoid the effect of unmeasured time-varying factors, we varied the length of the washout period from 30 to 119 days before the crash. The matching procedure led to the inclusion of 16,458 pedestrians involved in an injurious road traffic crash from 1 July 2005 to 31 December 2011. We found 48 medicine classes with a positive association with the risk of crash, with median odds ratios ranging from 1.12 to 2.98. Among these, benzodiazepines and benzodiazepine-related drugs, antihistamines, and anti-inflammatory and antirheumatic drugs were among the 10 medicines most consumed by the 16,458 pedestrians. Study limitations included slight overrepresentation of pedestrians injured in more severe crashes, lack of information about self-medication and the use of over-the-counter drugs, and lack of data on amount of walking. Therapeutic classes already identified as impacting the ability to drive, such as benzodiazepines and antihistamines, are also associated with an increased risk of pedestrians being involved in a road traffic crash. This study on pedestrians highlights the necessity of improving awareness of the effect of these medicines on this category of road user.
Evaluating pedestrian safety improvements : final report.
DOT National Transportation Integrated Search
2012-12-01
The purpose of the study was to evaluate the impact of new pedestrian countermeasure installations on pedestrian safety to assist in informing future pedestrian safety initiatives. In order to address these objectives, the WMU team conducted a litera...
2000 Metropolitan Bicycle and Pedestrian Plan
DOT National Transportation Integrated Search
2000-12-01
The Metropolitan Bicycle and Pedestrian Plan establishes a 20-year vision for bicycle and pedestrian facilities in the Fargo-Moorhead metropolitan area and its environs. It is the intent of the Metropolitan Bicycle and Pedestrian Committee, which gui...
Age and pedestrian injury severity in motor-vehicle crashes: a heteroskedastic logit analysis.
Kim, Joon-Ki; Ulfarsson, Gudmundur F; Shankar, Venkataraman N; Kim, Sungyop
2008-09-01
This research explores the injury severity of pedestrians in motor-vehicle crashes. It is hypothesized that the variance of unobserved pedestrian characteristics increases with age. In response, a heteroskedastic generalized extreme value model is used. The analysis links explanatory factors with four injury outcomes: fatal, incapacitating, non-incapacitating, and possible or no injury. Police-reported crash data between 1997 and 2000 from North Carolina, USA, are used. The results show that pedestrian age induces heteroskedasticity which affects the probability of fatal injury. The effect grows more pronounced with increasing age past 65. The heteroskedastic model provides a better fit than the multinomial logit model. Notable factors increasing the probability of fatal pedestrian injury: increasing pedestrian age, male driver, intoxicated driver (2.7 times greater probability of fatality), traffic sign, commercial area, darkness with or without streetlights (2-4 times greater probability of fatality), sport-utility vehicle, truck, freeway, two-way divided roadway, speeding-involved, off roadway, motorist turning or backing, both driver and pedestrian at fault, and pedestrian only at fault. Conversely, the probability of a fatal injury decreased: with increasing driver age, during the PM traffic peak, with traffic signal control, in inclement weather, on a curved roadway, at a crosswalk, and when walking along roadway.
Pedestrian safety in Australia
DOT National Transportation Integrated Search
1999-12-01
This report was one in a series of pedestrian safety synthesis reports prepared for the Federal Highway : Administration (FHWA) to document pedestrian safety in other countries. Reports are also available for: : United Kingdom (FHWA-RD-99-089) : Cana...
Special issue : pedestrian injuries:
DOT National Transportation Integrated Search
1999-03-13
This special issue focuses on effective ways to reduce pedestrian deaths and injuries. Pedestrians represent the second largest group of motor vehicle deaths, second only to passenger vehicle occupant deaths. This study examines some of the most effe...
DOT National Transportation Integrated Search
1999-12-01
This report was one in a series of pedestrian safety synthesis reports prepared for the Federal Highway Administration (FHWA) to document pedestrian safety in other countries. Reports are also available for: : United Kingdom (FHWA-RD-99-089) : Canada...
Testing and evaluation of pedestrian sensors
DOT National Transportation Integrated Search
2007-09-01
The foundation for several pedestrian safety measures is reliable and accurate detection of pedestrians. The main objective of this study was to evaluate sensors for use in a pedestrian safety test bed in College Station, TX. The following sensors we...
Mothers' knowledge of domestic accident prevention involving children in Baghdad City
Lafta, Riyadh K.; Al-Shatari, Sahar A.; Abass, Seba
2013-01-01
Background: Accidental injuries are the most common cause of death in children over the age of one. Every year, millions of children are permanently disabled or disfigured because of accidents. Objective: To assess the level of knowledge of women with respect to children's domestic accidents, and to determine its association with some demographic factors. Method: This cross-sectional study was conducted in both sides of Baghdad City during the period from April through to August 2013. The targeted population were women attending the primary health care centers (PHCCs). A random sample of 20 PHCCs was taken through a stratified random sampling technique by dividing Baghdad City into its two main parts Karkh and Russafa. Ten centers were then chosen from each sector by a simple random sampling technique. A well-structured questionnaire was developed that constituted of questions on four main types of accidents involving children (poisoning by chemicals and detergents, electric shock, injuries from sharp instruments in the kitchen, and burns). Results: The total number of women enrolled in this study was 1032 aged from 15–50 years. The results revealed that only 9.2% of the mothers acquired a good level of knowledge in prevention of injuries from chemicals and detergents, and more than 90% were found to have poor knowledge. The same was found regarding knowledge about preventing electrical accidents caused by power sockets and electrical appliances where only 10.2% of the mothers were found to have a good level of knowledge. The results were not much better regarding accidents caused by fire, only 11.6% of the mothers scored well. With respect to dealing with accidents caused by sharp instruments in the kitchen, only 6.3% of the mothers obtained a score that indicated a good level of knowledge. Older mothers were statistically found to have a better level of knowledge than younger mothers. Higher educated mothers' were statistically associated with a lower level of
Mothers' knowledge of domestic accident prevention involving children in Baghdad City.
Lafta, Riyadh K; Al-Shatari, Sahar A; Abass, Seba
2013-01-01
Accidental injuries are the most common cause of death in children over the age of one. Every year, millions of children are permanently disabled or disfigured because of accidents. To assess the level of knowledge of women with respect to children's domestic accidents, and to determine its association with some demographic factors. This cross-sectional study was conducted in both sides of Baghdad City during the period from April through to August 2013. The targeted population were women attending the primary health care centers (PHCCs). A random sample of 20 PHCCs was taken through a stratified random sampling technique by dividing Baghdad City into its two main parts Karkh and Russafa. Ten centers were then chosen from each sector by a simple random sampling technique. A well-structured questionnaire was developed that constituted of questions on four main types of accidents involving children (poisoning by chemicals and detergents, electric shock, injuries from sharp instruments in the kitchen, and burns). The total number of women enrolled in this study was 1032 aged from 15-50 years. The results revealed that only 9.2% of the mothers acquired a good level of knowledge in prevention of injuries from chemicals and detergents, and more than 90% were found to have poor knowledge. The same was found regarding knowledge about preventing electrical accidents caused by power sockets and electrical appliances where only 10.2% of the mothers were found to have a good level of knowledge. The results were not much better regarding accidents caused by fire, only 11.6% of the mothers scored well. With respect to dealing with accidents caused by sharp instruments in the kitchen, only 6.3% of the mothers obtained a score that indicated a good level of knowledge. Older mothers were statistically found to have a better level of knowledge than younger mothers. Higher educated mothers' were statistically associated with a lower level of knowledge in accident prevention. Mothers
DOT National Transportation Integrated Search
1988-03-01
Users of the manual are expected to be in divisions responsible for pedestrian safety in cities, counties, and other jurisdictions. The users manual outlines a step-by-step procedure to measure pedestrian volumes using small count intervals. Appendix...
An Analysis of the Safety Issues Involving Local School Children as Pedestrians. Revised.
ERIC Educational Resources Information Center
Ducote, Kenneth J.
The New Orleans Public Schools' Department of Planning has been concerned with school children as pedestrians for the past five years. The safety issues include the streets, the drivers, and the children. First, the streets contribute to the hazard because many major streets traverse residential areas; many streets serve as major commuter…
The demographics of drivers and victims involved in traffic accidents
DOT National Transportation Integrated Search
1982-11-01
This staff paper develops a study approach to identify the : demographics of drivers and victims involved in traffic : accidents. Such an identification assists in directing safety : campaigns at those specific demographic groups which are most : lik...
Environmental risk factors contributing to traffic accidents in children: a case-control study.
Jamshidi, Ensiyeh; Moradi, Ali; Majdzadeh, Reza
2017-09-01
The aim of this study is to identify environmental risk factors related to road accidents in children of Tehran. This case-control study was performed in 2013. The cases were injured pedestrians aged 5-15 who were admitted to major hospitals supervised by Tehran University of Medical Sciences. The sample size for the cases was 273 and for the control group was 546. For the completeness of the clusters, 7 extra persons in case (total = 280) and 14 persons (total = 560) in control group were included. The interference of confounding variables assessed through forward conditional logistic regression. Result shows occurrence of traffic accidents was significantly associate with the width of the alleys or (<5 m: OR = 8.4, 95% CI: 3.3-21.5; 5-8 m: OR = 4.7, 95% CI: 1.8-12.2), distance from home to school((<100 m: OR = 1.7, 95% CI: 1.0-2.8), existence of parking lot (OR = 1.5, 95% CI: 1.0-2.3), traffic congestion (OR = 4.1, 95% CI: 2.6-6.4), traffic speed (OR = 2.1, 95% CI: 1.3-3.2) and existence of pedestrian bridges(OR = 4.2, 95% CI: 2.6-6.8). In the light of the important role of environmental factors in the occurrence of child traffic accidents, alleviating structural risk factors in addition to education and enforcement need more systematic efforts and planning by policymakers and urban planners to attain pedestrian safety goals.
Special accident investigation studies : the role of alcohol/drug involvement
DOT National Transportation Integrated Search
1972-10-01
The NHTSA is sponsoring special accident investigation studies on the alcohol/drug involvement problem in the cities of Albuquerque, Baltimore, and Boston. These studies are in coordination with-ongoing ASAP projects in each of the three cities. The ...
Pedestrian Safer Journey Skills for Safe Walking for Ages 5 to 18 Use in the classroom or one-on -one. To start, click on an age group below: Ages 5-9 Ages 10-14 Ages 15-18 What is Pedestrian Safer get the conversation started with children and youth. Three videos - one for each of three age groups
Simulation of counterflow pedestrian dynamics using spheropolygons
NASA Astrophysics Data System (ADS)
Alonso-Marroquín, Fernando; Busch, Jonathan; Chiew, Coraline; Lozano, Celia; Ramírez-Gómez, Álvaro
2014-12-01
Pedestrian dynamic models are typically designed for comfortable walking or slightly congested conditions and typically use a single disk or combination of three disks for the shape of a pedestrian. Under crowd conditions, a more accurate pedestrian shape has advantages over the traditional single or three-disks model. We developed a method for simulating pedestrian dynamics in a large dense crowd of spheropolygons adapted to the cross section of the chest and arms of a pedestrian. Our numerical model calculates pedestrian motion from Newton's second law, taking into account viscoelastic contact forces, contact friction, and ground-reaction forces. Ground-reaction torque was taken to arise solely from the pedestrians' orientation toward their preferred destination. Simulations of counterflow pedestrians dynamics in corridors were used to gain insight into a tragic incident at the Madrid Arena pavilion in Spain, where five girls were crushed to death. The incident took place at a Halloween Celebration in 2012, in a long, densely crowded hallway used as entrance and exit at the same time. Our simulations reconstruct the mechanism of clogging in the hallway. The hypothetical case of a total evacuation order was also investigated. The results highlights the importance of the pedestrians' density and the effect of counterflow in the onset of avalanches and clogging and provides an estimation of the number of injuries based on a calculation of the contact-force network between the pedestrians.
Simulation of counterflow pedestrian dynamics using spheropolygons.
Alonso-Marroquín, Fernando; Busch, Jonathan; Chiew, Coraline; Lozano, Celia; Ramírez-Gómez, Álvaro
2014-12-01
Pedestrian dynamic models are typically designed for comfortable walking or slightly congested conditions and typically use a single disk or combination of three disks for the shape of a pedestrian. Under crowd conditions, a more accurate pedestrian shape has advantages over the traditional single or three-disks model. We developed a method for simulating pedestrian dynamics in a large dense crowd of spheropolygons adapted to the cross section of the chest and arms of a pedestrian. Our numerical model calculates pedestrian motion from Newton's second law, taking into account viscoelastic contact forces, contact friction, and ground-reaction forces. Ground-reaction torque was taken to arise solely from the pedestrians' orientation toward their preferred destination. Simulations of counterflow pedestrians dynamics in corridors were used to gain insight into a tragic incident at the Madrid Arena pavilion in Spain, where five girls were crushed to death. The incident took place at a Halloween Celebration in 2012, in a long, densely crowded hallway used as entrance and exit at the same time. Our simulations reconstruct the mechanism of clogging in the hallway. The hypothetical case of a total evacuation order was also investigated. The results highlights the importance of the pedestrians' density and the effect of counterflow in the onset of avalanches and clogging and provides an estimation of the number of injuries based on a calculation of the contact-force network between the pedestrians.
Traffic signal phasing at intersections to improve safety for alcohol-affected pedestrians.
Lenné, Michael G; Corben, Bruce F; Stephan, Karen
2007-07-01
Alcohol-affected pedestrians are among the highest-risk groups involved in pedestrian casualty crashes. This paper investigates the opportunities to use a modified form of traffic signal operation during high-risk periods and at high-risk locations to reduce alcohol-affected pedestrian crashes and the severity of injuries that might otherwise occur. The 'Dwell-on-Red' treatment involves displaying a red traffic signal to all vehicle directions during periods when no vehicular traffic is detected, so that drivers approach high-risk intersections at a lower speed than if a green signal were displayed. Vehicle speed data were collected before and after treatment activation at both a control and treatment site. Speed data were collected both 30 m prior to and at the intersection stop line. The treatment was associated with a reduction in mean vehicle speeds of 3.9 kph (9%) and 11.0 kph (28%) at 30 m and stop line collection points, respectively, and substantial reductions in the proportion of vehicles travelling at threatening speeds with regard to the severity of pedestrian injury. Other important road safety concerns may also benefit from this form of traffic signal modification, and it is recommended that other areas of application be explored, including the other severe trauma categories typically concentrated around signalised intersections.
NASA Astrophysics Data System (ADS)
Lian, Liping; Song, Weiguo; Richard, Yuen Kwok Kit; Ma, Jian; Telesca, Luciano
2017-03-01
Pedestrian stampede happened more and more often during these years, such as Love Parade disaster in Germany 2010, trampling in Shanghai bund 2014 and crowd stampede in pilgrimages. Love Parade disaster 2010 stands out for well recorded videos, which are HD quality and available for researchers. There were totally seven surveillance cameras capturing the whole festival progress and the video we study is just before the disaster happened. Pedestrian motion was special and a small disturbance would lead the group to an avalanche in this kind of critical situation. Here we focus on the individual movement pattern. The trajectories of each pedestrian involved were extracted by a mean-shift algorithm. We analyzed the space-time patterns of the pedestrians involved in the Love Parade stampede by using the detrended fluctuation analysis and the coefficient of variation. Our results reveal that the pedestrians' movement in crowd-quakes is persistent in space, globally time-clusterized but locally regular or quasi-periodic behavior. Pedestrian movement was treated as stop and go state by point process-based representation. When the threshold increases, this means that the "go" state is longer and pedestrians keep on walking in several consecutive time frames; this is difficult in crowded situations and lead to special time-clustering behavior of the sequence of "go" events. The study reveals pedestrian motion characteristics in critical situations, which will enhance the understanding of pedestrian behaviors and supply early warning features for not only Love Parade Disaster, but also other similar large events.
Zhou, Hongmei; Romero, Stephanie Ballon; Qin, Xiao
2016-10-01
This paper aimed to examine pedestrians' self-reported violating crossing behavior intentions by applying the theory of planned behavior (TPB). We studied the behavior intentions regarding instrumental attitude, subjective norm, perceived behavioral control, the three basic components of TPB, and extended the theory by adding new factors including descriptive norm, perceived risk and conformity tendency to evaluate their respective impacts on pedestrians' behavior intentions. A questionnaire presented with a scenario that pedestrians crossed the road violating the pedestrian lights at an intersection was designed, and the survey was conducted in Dalian, China. Based on the 260 complete and valid responses, reliability and validity of the data for each question was evaluated. The data were then analyzed by using the structural equation modeling (SEM). The results showed that people had a negative attitude toward the behavior of violating road-crossing rules; they perceived social influences from their family and friends; and they believed that this kind of risky behavior would potentially harm them in a traffic accident. The results also showed that instrumental attitude and subjective norm were significant in the basic TPB model. After adding descriptive norm, subjective norm was no more significant. Other models showed that conformity tendency was a strong predictor, indicating that the presence of other pedestrians would influence behavioral intention. The findings could help to design more effective interventions and safety campaigns, such as changing people's attitude toward this violation behavior, correcting the social norms, increasing their safety awareness, etc. in order to reduce pedestrians' road crossing violations. Copyright © 2015 Elsevier Ltd. All rights reserved.
Child pedestrian safety knowledge, behaviour and road injury in Cape Town, South Africa.
Koekemoer, Karin; Van Gesselleen, Megan; Van Niekerk, Ashley; Govender, Rajen; Van As, Arjan Bastiaan
2017-02-01
Pedestrian injuries are a leading cause of death among South African children, and young children residing in low-income communities are more at risk, due to various factors such as inadequate road infrastructure, exposure to traffic due to reliance on walking as a means of transport, and lack of supervision. This study used a cross-sectional, non-randomized self-report survey to assess pedestrian safety knowledge, road-crossing behaviour and pedestrian injuries of primary school children in selected low-income settings in Cape Town. The survey focused on three primary schools that had joined the Safe Kids Worldwide Model School Zone Project and was administered to 536 children aged 6-15 years, in their home language of isiXhosa. Descriptive and bivariate analyses as well as multivariate regression analyses were conducted to investigate potential predictor variables for pedestrian collision severity and unsafe road-crossing behaviour. Walking was the sole form of travel for 81% of the children, with a large proportion regularly walking unsupervised. Children who walk to or from school alone were younger and reported riskier road-crossing behaviour, although children who walk accompanied tended to have higher pedestrian collision severity. "Negligent Behaviour" related to road-crossing was significantly associated with higher pedestrian collision severity, with predictors of "Negligent Behaviour" including the lack of pedestrian safety knowledge and greater exposure to traffic in terms of time spent walking. More than half of the reported pedestrian collisions involved a bicycle, and older boys (10-15 years) were most at risk of experiencing a severe pedestrian injury. The findings substantiate emerging evidence that children in low-income settings are at greater risk for child pedestrian injury, and emphasise the need for evidence-based safety promotion and injury prevention interventions in these settings. Copyright © 2016. Published by Elsevier Ltd.
Impact of road traffic accidents on the elderly.
Etehad, H; Yousefzadeh-Chabok, Sh; Davoudi-Kiakalaye, A; Moghadam Dehnadi, A; Hemati, H; Mohtasham-Amiri, Z
2015-01-01
Older adults are a vulnerable road user group with high mortality and morbidity in road crash. The aim of this study was to show pattern of road traffic injuries in this special aging group. In a cross sectional study, pre-hospital emergency system reports, hospital and police records of all motor vehicle collisions injured above 60 years old who were admitted to Pour-Sina hospital from April 2011 to March 2012 were studied. Demographic data, characteristic of road traffic incidents and in-hospital medical profiles were derived. Data were analyzed with SPSS ver. 18. Differences between demographic and injuries situation were calculated by chi square test. A p-value of <0.05 was considered statistically significant. One thousand three-hundred six old injured were admitted during study period that this amount accounted for 8.7% of total road accident injured. Mean age of them was 70.9 ± 6.7 years. Most of them were male (74.7%). 40.5% were pedestrians, 22.1% were car occupants and 19.1% were motorcyclists.76.7% had multiple trauma. Head and neck were the most prevalent regions of injured. Total in-hospital mortality rate was 10.1% that was higher in old elderly pedestrians and motorcyclists in comparison to young elderly (16.1% vs. 7.9%) and other type of victims (ρ<0.000). One thousand three-hundred six old injured were admitted during study period that this amount accounted for 8.7% of total road accident injured. Mean age of them was 70.9 ± 6.7 years. Most of them were male (74.7%). 40.5% were pedestrians, 22.1% were car occupants and 19.1% were motorcyclists.76.7% had multiple trauma. Head and neck were the most prevalent regions of injured. Total in-hospital mortality rate was 10.1% that was higher in old elderly pedestrians and motorcyclists in comparison to young elderly (16.1% vs. 7.9%) and other type of victims (ρ<0.000). High mortality rate of road traffic injuries in this group especially in pedestrians should be taken into consideration and strategies
Child pedestrian injury and fatality in a developing country.
Solagberu, Babatunde Akibu; Osuoji, Roland I; Ibrahim, Nasiru Akanmu; Oludara, Mobolaji A; Balogun, Rufai A; Ajani, Abdulwahab Olanrewaju; Idowu, Olufemi Emmanuel; Mustafa, Ibrahim A; Sanni, Felix O
2014-06-01
Child pedestrian injuries and fatalities in developing countries continue to increase. We examined child pedestrian injuries and fatalities in the most populated urban agglomeration in Africa in order to develop control measures. Two-year prospective study of injured child pedestrians (≤15 years) at the Surgical Emergency Room (SER) to determine demography, vehicles involved, road location, injury mechanism, pre-hospital transport, injury-arrival time, regions injured, injury severity and fatalities was done. Some 226 pedestrians (114 boys and 112 girls) comprising 42 children aged ≤4 years, 91 aged 5-9 years and 93 aged 10-15 years were seen with car collisions (83 pedestrians, 36.7%), motorcycles (76, 33.6%), buses (41, 18.1%), others (15, 6.6%) and 11 undetermined vehicles. Injuries on the highways were 147 (65%); inner-city roads 77 (34.1%) and two undetermined roads. Crossing the road was responsible for 168 (74.3%) pedestrian injuries; while three other mechanisms produced 58 (25.7%) patients. Regions injured were head (42.9%), lower limbs (35.4%) and others (21.7%). Relatives, bystanders and police/ambulance brought 186 (82.3%), 31 (13.7%) and eight (3.5%) children, respectively; and within 6 h (43.4, 11.5 and 2.2%) and after (38.9, 2.2 and 1.3%). Nineteen deaths (10 brought-in-dead, nine SER deaths) occurred; 15 of them girls, 15 had severe head injury, 15 were brought by relatives. However, fatality risks were truck collisions (OR 5.97), female child (OR 4.25), head injury (OR 4.18) and age ≤4 years (OR 3.7). The equal sex incidence, worse female fatality despite similar exposure and injury severity with male, deserve further research. Improved pre-hospital and SER care is needed.
Detecting New Pedestrian Facilities from VGI Data Sources
NASA Astrophysics Data System (ADS)
Zhong, S.; Xie, Z.
2017-12-01
Pedestrian facility (e.g. footbridge, pedestrian crossing and underground passage) information is an important basic data of location based service (LBS) for pedestrians. However, timely updating pedestrian facility information challenges due to facilities change frequently. Previous pedestrian facility information collecting and updating tasks are mainly completed by highly trained specialized persons. However, this conventional approach has several disadvantages such as high cost, long update cycle and so on. Volunteered Geographic Information (VGI) has proven efficiency to provide new, free and fast growing spatial data. Pedestrian trajectory, which can be seen as measurements of real pedestrian road, is one of the most valuable information of VGI data. Although the accuracy of the trajectories is not too high, due to the large number of measurements, an improvement of quality of the road information can be achieved. Thus, we develop a method for detecting new pedestrian facilities based on the current road network and pedestrian trajectories. Specifically, 1) by analyzing speed, distance and direction, those outliers of pedestrian trajectories are removed, 2) a road network matching algorithm is developed for eliminating redundant trajectories, and 3) a space-time cluster algorithm is adopted for detecting new walking facilities. The performance of the method is evaluated with a series of experiments conducted on a part of the road network of Heifei and a large number of real pedestrian trajectories, and verified the results by using Tencent Street map. The results show that the proposed method is able to detecting new pedestrian facilities from VGI data accurately. We believe that the proposed method provides an alternative way for general road data acquisition, and can improve the quality of LBS for pedestrians.
Visually Impaired Pedestrian Safety at Roundabout Crossings
DOT National Transportation Integrated Search
2017-11-01
Pedestrians are some of the most vulnerable road users. This becomes more apparent : at intersections, where pedestrians are unprotected and interacting with vehicles. While : pedestrian phases that are commonplace at most signalized intersections fa...
Automated Pedestrian Detection, Count and Analysis System
DOT National Transportation Integrated Search
2015-04-15
Pedestrian and bicycle count data is necessary for transportation planning, implementing safety countermeasures, and traffic management. This data is critical when evaluating the pedestrian level of service of safety (LOSS) and pedestrian safety perf...
Profile of non-fatal injuries due to road traffic accidents from a industrial town in India
Bayan, Pankaj; Bhawalkar, J. S.; Jadhav, S. L.; Banerjee, Amitav
2013-01-01
Background: India has one of the highest road traffic accident rates in the world. To lessen this burden, information on the contributing factors is necessary. Materials and Methods: We studied a series of cases of non-fatal road traffic accidents in two tertiary care hospitals in Pimpri, Pune, India. A total of 212 non-fatal road traffic accidents admitted over a period of one year in these two hospitals constituted the study sample. The study variables were, the gender of the accident victims, mode of accident, days of week on which the accident took place, time of day when the injury was sustained, part of the body injured, nature of injury, and self-reported reasons for the accident. Statistical Analysis: data were summarized using percentages. The Chi-square test for goodness of fit was applied, to see whether there was any association between the different weekdays or time of day and the accidents. Results: Male : female ratio was almost 5 : 1, which was statistically significant (Chi-Square for goodness of fit = 95.11, df = 1, P < 0.0001). The maximum accidents occurred on Sundays and Mondays and the least around midweek (Wednesday). This pattern was also statistically significant (Chi-square for goodness of fit = 30.09, df = 6, P < 0.001). Pedestrians were the most vulnerable group, followed by drivers and pillions of two wheelers. These categories of road users contributed to almost 80% of the cases of Road Traffic Injuries (RTIs). Accidents were more likely in the time zone of 8 pm to midnight, followed by 4 pm to 8 pm (Chi-square for goodness of fit = 89.58, df = 5, P < 0.0001). A majority of the patients sustained multiple injuries followed by injuries to the lower limbs. A majority reported impaired visibility and fatigue as the cause of accident. Almost half (46.22%) of the injured admitted to drinking alcohol on a regular basis. Conclusion: Wide pavements and safe zebra crossings should be provided for pedestrians, as the highest casualty in this
Cyclists' Anger As Determinant of Near Misses Involving Different Road Users.
Marín Puchades, Víctor; Prati, Gabriele; Rondinella, Gianni; De Angelis, Marco; Fassina, Filippo; Fraboni, Federico; Pietrantoni, Luca
2017-01-01
Road anger constitutes one of the determinant factors related to safety outcomes (e.g., accidents, near misses). Although cyclists are considered vulnerable road users due to their relatively high rate of fatalities in traffic, previous research has solely focused on car drivers, and no study has yet investigated the effect of anger on cyclists' safety outcomes. The present research aims to investigate, for the first time, the effects of cycling anger toward different types of road users on near misses involving such road users and near misses in general. Using a daily diary web-based questionnaire, we collected data about daily trips, bicycle use, near misses experienced, cyclist's anger and demographic information from 254 Spanish cyclists. Poisson regression was used to assess the association of cycling anger with near misses, which is a count variable. No relationship was found between general cycling anger and near misses occurrence. Anger toward specific road users had different effects on the probability of near misses with different road users. Anger toward the interaction with car drivers increased the probability of near misses involving cyclists and pedestrians. Anger toward interaction with pedestrians was associated with higher probability of near misses with pedestrians. Anger toward cyclists exerted no effect on the probability of near misses with any road user (i.e., car drivers, cyclists or pedestrians), whereas anger toward the interactions with the police had a diminishing effect on the occurrence of near misses' involving all types of road users. The present study demonstrated that the effect of road anger on safety outcomes among cyclists is different from that of motorists. Moreover, the target of anger played an important role on safety both for the cyclist and the specific road users. Possible explanations for these differences are based on the difference in status and power with motorists, as well as on the potential displaced aggression
Effect of Aspiration and Mean Gain on the Emergence of Cooperation in Unidirectional Pedestrian Flow
NASA Astrophysics Data System (ADS)
Wang, Zi-Yang; Ma, Jian; Zhao, Hui; Qin, Yong; Zhu, Wei; Jia, Li-Min
2013-03-01
When more than one pedestrian want to move to the same site, conflicts appear and thus the involved pedestrians play a motion game. In order to describe the emergence of cooperation during the conflict resolving process, an evolutionary cellular automation model is established considering the effect of aspiration and mean gain. In each game, pedestrian may be gentle cooperator or aggressive defector. We propose a set of win-stay-lose-shrift (WSLS) like rules for updating pedestrian's strategy. These rules prescribe that if the mean gain of current strategy between some given steps is larger than aspiration the strategy keeps, otherwise the strategy changes. The simulation results show that a high level aspiration will lead to more cooperation. With the increment of the statistic length, pedestrians will be more rational in decision making. It is also found that when the aspiration level is small enough and the statistic length is large enough all the pedestrian will turn to defectors. We use the prisoner's dilemma model to explain it. At last we discuss the effect of aspiration on fundamental diagram.
Accident frequency and unrealistic optimism: Children's assessment of risk.
Joshi, Mary Sissons; Maclean, Morag; Stevens, Claire
2018-02-01
Accidental injury is a major cause of mortality and morbidity among children, warranting research on their risk perceptions. Three hundred and seven children aged 10-11 years assessed the frequency, danger and personal risk likelihood of 8 accidents. Two social-cognitive biases were manifested. The frequency of rare accidents (e.g. drowning) was overestimated, and the frequency of common accidents (e.g. bike accidents) underestimated; and the majority of children showed unrealistic optimism tending to see themselves as less likely to suffer these accidents in comparison to their peers, offering superior skills or parental control of the environment as an explanation. In the case of pedestrian accidents, children recognised their seriousness, underestimated the frequency of this risk and regarded their own road crossing skill as protection. These findings highlight the challenging task facing safety educators who, when teaching conventional safety knowledge and routines, also need to alert children to the danger of over-confidence without disabling them though fear. Copyright © 2017 Elsevier Ltd. All rights reserved.
Pedestrian recognition using automotive radar sensors
NASA Astrophysics Data System (ADS)
Bartsch, A.; Fitzek, F.; Rasshofer, R. H.
2012-09-01
The application of modern series production automotive radar sensors to pedestrian recognition is an important topic in research on future driver assistance systems. The aim of this paper is to understand the potential and limits of such sensors in pedestrian recognition. This knowledge could be used to develop next generation radar sensors with improved pedestrian recognition capabilities. A new raw radar data signal processing algorithm is proposed that allows deep insights into the object classification process. The impact of raw radar data properties can be directly observed in every layer of the classification system by avoiding machine learning and tracking. This gives information on the limiting factors of raw radar data in terms of classification decision making. To accomplish the very challenging distinction between pedestrians and static objects, five significant and stable object features from the spatial distribution and Doppler information are found. Experimental results with data from a 77 GHz automotive radar sensor show that over 95% of pedestrians can be classified correctly under optimal conditions, which is compareable to modern machine learning systems. The impact of the pedestrian's direction of movement, occlusion, antenna beam elevation angle, linear vehicle movement, and other factors are investigated and discussed. The results show that under real life conditions, radar only based pedestrian recognition is limited due to insufficient Doppler frequency and spatial resolution as well as antenna side lobe effects.
Second generation accessible pedestrian systems.
DOT National Transportation Integrated Search
2014-09-01
The Americans with Disabilities Act of 1990 has had a great impact on the implementation of Accessible Pedestrian Systems that target accessible and safety : impediments faced by pedestrians with mobility and visual impairments. Intersection geometri...
Towards an integrated approach of pedestrian behaviour and exposure.
Papadimitriou, Eleonora
2016-07-01
In this paper, an integrated methodology for the analysis of pedestrian behaviour and exposure is proposed, allowing to identify and quantify the effect of pedestrian behaviour, road and traffic characteristics on pedestrian risk exposure, for each pedestrian and for populations of pedestrians. The paper builds on existing research on pedestrian exposure, namely the Routledge microscopic indicator, proposes adjustments to take into account road, traffic and human factors and extends the use of this indicator on area-wide level. Moreover, this paper uses integrated choice and latent variables (ICLV) models of pedestrian behaviour, taking into account road, traffic and human factors. Finally, a methodology is proposed for the integrated estimation of pedestrian behaviour and exposure on the basis of road, traffic and human factors. The method is tested with data from a field survey in Athens, Greece, which used pedestrian behaviour observations as well as a questionnaire on human factors of pedestrian behaviour. The data were used (i) to develop ICLV models of pedestrian behaviour and (ii) to estimate the behaviour and exposure of pedestrians for different road, traffic and behavioural scenarios. The results suggest that both pedestrian behaviour and exposure are largely defined by a small number of factors: road type, traffic volume and pedestrian risk-taking. The probability for risk-taking behaviour and the related exposure decrease in less demanding road and traffic environments. A synthesis of the results allows to enhance the understanding of the interactions between behaviour and exposure of pedestrians and to identify conditions of increased risk exposure. These conditions include principal urban arterials (where risk-taking behaviour is low but the related exposure is very high) and minor arterials (where risk-taking behaviour is more frequent, and the related exposure is still high). A "paradox" of increased risk-taking behaviour of pedestrians with low
Ni, Ying; Wang, Menglong; Sun, Jian; Li, Keping
2016-11-01
Pedestrians are the most vulnerable road users, and pedestrian safety has become a major research focus in recent years. Regarding the quality and quantity issues with collision data, conflict analysis using surrogate safety measures has become a useful method to study pedestrian safety. However, given the inequality between pedestrians and vehicles in encounters and the multiple interactions between pedestrians and vehicles, it is insufficient to simply use the same indicator(s) or the same way to aggregate indicators for all conditions. In addition, behavioral factors cannot be neglected. To better use information extracted from trajectories for safety evaluation and pay more attention on effects of behavioral factors, this paper develops a more sophisticated framework for pedestrian conflict analysis that takes pedestrian-vehicle interactions into consideration. A concept of three interaction patterns has been proposed for the first time, namely "hard interaction," "no interaction," and "soft-interaction." Interactions have been categorized under one of these patterns by analyzing profiles of speed and conflict indicators during the whole interactive processes. In this paper, a support vector machine (SVM) approach has been adopted to classify severity levels for a dataset including 1144 events extracted from three intersections in Shanghai, China, followed by an analysis of variable importance. The results revealed that different conflict indicators have different contributions to indicating the severity level under various interaction patterns. Therefore, it is recommended either to use specific conflict indicators or to use weighted indicator aggregation for each interaction pattern when evaluating pedestrian safety. The implementation has been carried out at the fourth crosswalk, and the results indicate that the proposed method can achieve a higher accuracy and better robustness than conventional methods. Furthermore, the method is helpful for better
Mueller, Becky; Farmer, Charles; Jermakian, Jessica; Zuby, David
2013-11-01
Pedestrian protection evaluations have been developed to encourage vehicle front-end designs that mitigate the consequences of vehicle-to-pedestrian crashes. The European New Car Assessment Program (Euro NCAP) evaluates pedestrian head protection with impacts against vehicle hood, windshield, and A-pillars. The Global Technical Regulation No. 9 (GTR 9), being evaluated for U.S. regulation, limits head protection evaluations to impacts against vehicle hoods. The objective of this study was to compare results from pedestrian head impact testing to the real-world rates of fatal and incapacitating injuries in U.S. pedestrian crashes. Data from police reported pedestrian crashes in 14 states were used to calculate real-world fatal and in- capacitating injury rates for seven 2002-07 small cars. Rates were 2.17-4.04 per 100 pedestrians struck for fatal injuries and 10.45-15.35 for incapacitating injuries. Euro NCAP style pedestrian headform tests were conducted against windshield, A-pillar, and hoods of the study vehicles. When compared with pedestrian injury rates, the vehicles' Euro NCAP scores, ranging 5-10 points, showed strong negative correlations (-0.6) to injury rates, though none were statistically significant. Data from the headform impacts for each of the study vehicles were used to calculate that vehicle's predicted serious injury risk. The predicted risks from both the Euro NCAP and GTR 9 test zones showed high positive correlations with the pedestrian fatal and incapacitating injury rates, though few were statistically significant. Whether vehicle stiffness is evaluated on all components of vehicle front ends (Euro NCAP) or is limited to hoods (GTR 9), softer vehicle components correspond to a lower risk of fatality.
Managing Pedestrian and Car Interactions
DOT National Transportation Integrated Search
2017-05-26
In urban areas and especially in inner cities, pedestrians crossing the road considerably influence the road traffic flow. For political (environmental) reasons, priority could be given to pedestrians. A larger number of crossings reduces the pedestr...
Pedestrian Friendly Traffic Signal Control.
DOT National Transportation Integrated Search
2016-01-01
This project continues research aimed at real-time detection and use of pedestrian : traffic flow information to enhance adaptive traffic signal control in urban areas : where pedestrian traffic is substantial and must be given appropriate attention ...
[Features of cranio-cerebral trauma in victims of road accidents].
Ogleznev, K Ia; Stankevich, P V
2001-01-01
The paper deals with the specific features of brain injury (BI) in victims of road traffic accidents (RTA). RTA victims are most commonly pedestrians (62.6%) and less commonly drivers (17.5%). In over half the cases (62.6%), BI due to RTA is associated with extracranial lesions, leading to diagnostic problems. The pattern and site of lesions are related to the type of a transport vehicle and to the role of a victim as a traffic participant. Multiple extracranial lesions are mostly frequently encountered in victim pedestrians (30.3%), BI concurrent with chest damage is common in drivers (12.8%), BI concurrent with "whip" injury of the cervical spine is found in drivers and passengers though such combinations may also seen in pedestrians (1.5%--5 cases). The most severe form of brain compression is multifactorial compression (27.6%) and its most common form is compression with subdural hematoma (35.3%).
DOT National Transportation Integrated Search
1975-02-01
This technical appendix presents an overview of the national pedestrian safety effort. The appendix also reports the results of a survey of 48 ongoing educational programs being conducted in eight U.S. urban centers. A final chapter suggests procedur...
Facchin, Luiza Tayar; Gir, Elucir; Pazin-Filho, Antonio; Hayashida, Miyeko; da Silva Canini, Silvia Rita Marin
2013-01-01
Pathogens can be transmitted to health professionals after contact with biological material. The exact number of infections deriving from these events is still unknown, due to the lack of systematic surveillance data and under-reporting. A cross-sectional study was carried out, involving 451 nursing professionals from a Brazilian tertiary emergency hospital between April and July 2009. Through an active search, cases of under-reporting of occupational accidents with biological material by the nursing team were identified by means of individual interviews. The Institutional Review Board approved the research project. Over half of the professionals (237) had been victims of one or more accidents (425 in total) involving biological material, and 23.76% of the accidents had not been officially reported using an occupational accident report. Among the underreported accidents, 53.47% were percutaneous and 67.33% were bloodborne. The main reason for nonreporting was that the accident had been considered low risk. The under-reporting rate (23.76%) was low in comparison with other studies, but most cases of exposure were high risk.
Psychological distance of pedestrian at the bus terminal area
NASA Astrophysics Data System (ADS)
Firdaus Mohamad Ali, Mohd; Salleh Abustan, Muhamad; Hidayah Abu Talib, Siti; Abustan, Ismail; Rahman, Noorhazlinda Abd; Gotoh, Hitoshi
2018-03-01
Walking is a part of transportation modes that is effective for pedestrian in either short or long trips. All people are classified as pedestrian because people do walk every day and the higher number of people walking will lead to crowd conditions and that is the reason of the importance to study about the behaviour of pedestrian specifically the psychological distance in both indoor and outdoor. Nowadays, the number of studies of crowd dynamics among pedestrian have increased due to the concern about the safety issues primarily related to the emergency cases such as fire, earthquake, festival and etc. An observation of pedestrian was conducted at one of the main bus terminals in Kuala Lumpur with the main objective to obtain pedestrian psychological distance and it took place for 45 minutes by using a camcorder that was set up by using a tripod on the upper floor from the area of observation at the main lobby and the trapped area was approximately 100 m2. The analysis was focused on obtaining the gap between pedestrian based on two different categories, which are; (a) Pedestrian with relationship, and (b) Pedestrian without relationship. In total, 1,766 data were obtained during the analysis in which 561 data were obtained for `Pedestrian with relationship' and 1,205 data were obtained for "Pedestrian without relationship". Based on the obtained results, "Pedestrian without relationship" had shown a slightly higher average value of psychological distance between them compare to "Pedestrian with relationship" with the results of 1.6360m and 1.5909m respectively. In gender case, "Pedestrian without relationship" had higher mean of psychological distance in all three categories as well. Therefore, it can be concluded that pedestrian without relationship tend to have longer distance when walking in crowds.
Oregon bicycle and pedestrian plan
DOT National Transportation Integrated Search
1998-01-01
This bicycle and pedestrian plan for Oregon covers the following subjects and chapter headings: I-1. the importance of bicycling and walking; 2. state and federal laws relating to bicycle and pedestrian facilities; 3. current conditions for pedestria...
Aircraft crashworthiness studies : findings in accidents involving an aerial application aircraft.
DOT National Transportation Integrated Search
1980-04-01
Aircraft crashworthiness features are presented, as others have done, in terms of packaging principles. Modern aerial application aircraft are recognized as being the most crashworthy in the civil aviation fleet. Eighteen accidents involving an aeria...
Features of the traffic accidents happened in the province of Aydın between 2005 and 2011.
Dirlik, Musa; Bostancıoğlu, Başak Çakır; Elbek, Tülay; Korkmaz, Bedir; Çallak Kallem, Füsun; Gün, Berk
2014-09-01
In this study, it was aimed to analyze the traffic accidents with postmortem examinations and autopsies. From the one thousand eight hundred and fifteen forensic autopsies, reports of 334 traffic accidents were searched. Features such as the scene of the accident, type of the accident, type of the vehicles involved in the accident, the year, season, day and hour of the accident, the positions of the victims in the traffic, concomitant orthopedic injuries, whether autopsy was performed, and cause of death were investigated. Among the one thousand eight hundred and fifteen forensic death cases, observed cause of death was determined to be traffic accidents in 334 (18.4%) cases. Male cases accounted 84.1%, and male to female ratio was 5.3 to 1. From the reports, 32.6% of the accidents happened in summer and most commonly during holidays (33%). The rate of the accidents happened in the city center was 35.3% and 32.9% of these cases died due to pedestrian collision. Moreover, it was determined that the most injured person was the driver. Automobiles took the lead in the causes of the traffic accidents. It is realized that traffic accident-related deaths have a substantial place among forensic deaths and continue to be an important public health problem. It is conspicuous that improving public education on traffic safety, increasing traffic management and control measures are of great significance.
PHOTOVOICE: Reducing pedestrian injuries in children.
Van Oss, Tracy; Quinn, Danielle; Viscosi, Pauline; Bretscher, Kristen
2013-01-01
Pedestrian injury is the second leading cause of injury related death for children. The purpose of this research project was to determine the effectiveness of pedestrian and road traffic safety education with children, as part of the Walk This Way program through Safe Kids USA. Through the implementation of PHOTOVOICE, a project that captured children's narratives coinciding with a photograph, children engaged in community exploration to identify pedestrian hazards in their communities and explore possible solutions utilizing their photography and narrations. Children participated in an engaging educational session, a community fieldtrip, and reflection. Results concluded that, despite a small increase in post test scores, an increase in awareness of hazards in the community and successful identification of community hazards was achieved. The goal of this research project was determine the effectiveness of a hands-on pedestrian and road traffic safety educational program with children. The results of this research project will be integrated with similar projects completed across the country through the program Walk This Way with Safe Kids USA. Both this research project and the Walk This Way program aim to promote behavior change in children and create safer communities to reduce pedestrian related injury. The overall goal of this research project andthe Walk This Way program is to increase education on a national level in regards to pedestrian safety for children and provide a basis for lobbying for public policy changes pertaining to road and pedestrian safety.
Injury analysis of patients according to impact patterns involved in pedestrian traffic crashes.
Lee, Hee Young; Youk, Hyun; Ii Lee, Jeong; Kang, Chan Young; Kong, Joon Seok; Sung, Sil; Kang, In Hye; Lee, Jung Hun; Kim, Oh Hyun; Jung, Woo Jin; Lee, Kang Hyun; Youn, Young Han; Park, Jong Chan
2018-02-28
In cases of car-to-person pedestrian traffic crashes (PTCs), the principal issue is determining at what point the car collided with the pedestrian. Accordingly, the objective of the present study was to use the medical records of patients injured in PTCs to investigate the characteristics of crash types and the areas and injury severity and to determine whether there are differences in injuries due to the angle, motion, and position at the point of impact. The present study examined 231 PTC patients admitted to the emergency room (ER) between January and December 2014. Electronic medical records from the hospital were used to divide the patient data according to Abbreviated Injury Scale (AIS) codes for injured areas based on sex, age, time of the crash, outcomes after ER treatment, and major symptoms. Among 231 patients, police reports on 67 crash cases, involving 70 people, were obtained with the help of local police departments, and these reports were used to reconstruct details of the actual crash. For statistical analysis, a chi-square test and a one-way analysis of variance calculation were used to compare the Injury Severity Score (ISS) based on groups and stages, with a statistical significance level set to P < .05. With respect to patients who were admitted for PTC, 52.4% were females and 47.6% were males. The frequency of crashes was high in middle-aged and elderly groups, as well as for youths between 10 and 19 years old. With respect to outcomes after ER treatment, discharge to home after symptom improvement was the most common outcome (24.6%). Admissions to the intensive care unit (25.1%) and to the general ward (23.8%) were also high. In terms of major symptoms, the most common injuries were to the head, resulting from a rotatory motion post impact (35.9%), and injuries to the legs, resulting from the impact of a direct collision with an object (25.1%). This study demonstrated that injuries to the chest and abdomen were the most severe in the fender
Multiple pedestrian detection using IR LED stereo camera
NASA Astrophysics Data System (ADS)
Ling, Bo; Zeifman, Michael I.; Gibson, David R. P.
2007-09-01
As part of the U.S. Department of Transportations Intelligent Vehicle Initiative (IVI) program, the Federal Highway Administration (FHWA) is conducting R&D in vehicle safety and driver information systems. There is an increasing number of applications where pedestrian monitoring is of high importance. Visionbased pedestrian detection in outdoor scenes is still an open challenge. People dress in very different colors that sometimes blend with the background, wear hats or carry bags, and stand, walk and change directions unpredictably. The background is various, containing buildings, moving or parked cars, bicycles, street signs, signals, etc. Furthermore, existing pedestrian detection systems perform only during daytime, making it impossible to detect pedestrians at night. Under FHWA funding, we are developing a multi-pedestrian detection system using IR LED stereo camera. This system, without using any templates, detects the pedestrians through statistical pattern recognition utilizing 3D features extracted from the disparity map. A new IR LED stereo camera is being developed, which can help detect pedestrians during daytime and night time. Using the image differencing and denoising, we have also developed new methods to estimate the disparity map of pedestrians in near real time. Our system will have a hardware interface with the traffic controller through wireless communication. Once pedestrians are detected, traffic signals at the street intersections will change phases to alert the drivers of approaching vehicles. The initial test results using images collected at a street intersection show that our system can detect pedestrians in near real time.
Theofilatos, Athanasios; Yannis, George
2017-04-03
Understanding the various factors that affect accident risk is of particular concern to decision makers and researchers. The incorporation of real-time traffic and weather data constitutes a fruitful approach when analyzing accident risk. However, the vast majority of relevant research has no specific focus on vulnerable road users such as powered 2-wheelers (PTWs). Moreover, studies using data from urban roads and arterials are scarce. This study aims to add to the current knowledge by considering real-time traffic and weather data from 2 major urban arterials in the city of Athens, Greece, in order to estimate the effect of traffic, weather, and other characteristics on PTW accident involvement. Because of the high number of candidate variables, a random forest model was applied to reveal the most important variables. Then, the potentially significant variables were used as input to a Bayesian logistic regression model in order to reveal the magnitude of their effect on PTW accident involvement. The results of the analysis suggest that PTWs are more likely to be involved in multivehicle accidents than in single-vehicle accidents. It was also indicated that increased traffic flow and variations in speed have a significant influence on PTW accident involvement. On the other hand, weather characteristics were found to have no effect. The findings of this study can contribute to the understanding of accident mechanisms of PTWs and reduce PTW accident risk in urban arterials.
Freeman, James; Rakotonirainy, Andry
2015-04-01
Train pedestrian collisions are the most likely to result in severe injuries and fatalities when compared to other types of rail crossing accidents. However, there is currently scant research that has examined the origins of pedestrians' rule breaking at level crossings. As a result, this study examined the origins of pedestrians' rule breaking behaviour at crossings, with particular emphasis directed towards examining the factors associated with making errors versus deliberation violations. A total of 636 individuals volunteered to participate in the study and completed either an online or paper version of the questionnaire. Quantitative analysis of the data revealed that knowledge regarding crossing rules was high, although up to 18% of level crossing users were either unsure or did not know (in some circumstances) when it was legal to cross at a level crossing. Furthermore, 156 participants (24.52%) reported having intentionally violated the rules at level crossings and 3.46% (n=22) of the sample had previously made a mistake at a crossing. In regards to rule violators, males (particularly minors) were more likely to report breaking rules, and the most frequent occurrence was after the train had passed rather than before it arrives. Regression analysis revealed that males who frequently use pedestrian crossings and report higher sensation seeking traits are most likely to break the rules. This research provides evidence that pedestrians are more likely to deliberately violate rules (rather than make errors) at crossings and it illuminates high risk groups. This paper will further outline the study findings in regards to the development of countermeasures as well as provide direction for future research efforts in this area. Copyright © 2015 Elsevier Ltd. All rights reserved.
Impact of grade separator on pedestrian risk taking behavior.
Khatoon, Mariya; Tiwari, Geetam; Chatterjee, Niladri
2013-01-01
Pedestrians on Delhi roads are often exposed to high risks. This is because the basic needs of pedestrians are not recognized as a part of the urban transport infrastructure improvement projects in Delhi. Rather, an ever increasing number of cars and motorized two-wheelers encourage the construction of large numbers of flyovers/grade separators to facilitate signal free movement for motorized vehicles, exposing pedestrians to greater risk. This paper describes the statistical analysis of pedestrian risk taking behavior while crossing the road, before and after the construction of a grade separator at an intersection of Delhi. A significant number of pedestrians are willing to take risks in both before and after situations. The results indicate that absence of signals make pedestrians behave independently, leading to increased variability in their risk taking behavior. Variability in the speeds of all categories of vehicles has increased after the construction of grade separators. After the construction of the grade separator, the waiting time of pedestrians at the starting point of crossing has increased and the correlation between waiting times and gaps accepted by pedestrians show that after certain time of waiting, pedestrians become impatient and accepts smaller gap size to cross the road. A Logistic regression model is fitted by assuming that the probability of road crossing by pedestrians depends on the gap size (in s) between pedestrian and conflicting vehicles, sex, age, type of pedestrians (single or in a group) and type of conflicting vehicles. The results of Logistic regression explained that before the construction of the grade separator the probability of road crossing by the pedestrian depends on only the gap size parameter; however after the construction of the grade separator, other parameters become significant in determining pedestrian risk taking behavior. Copyright © 2012 Elsevier Ltd. All rights reserved.
Time-series intervention analysis of pedestrian countdown timer effects.
Huitema, Bradley E; Van Houten, Ron; Manal, Hana
2014-11-01
Pedestrians account for 40-50% of traffic fatalities in large cities. Several previous studies based on relatively small samples have concluded that Pedestrian Countdown Timers (PCT) may reduce pedestrian crashes at signalized intersections, but other studies report no reduction. The purposes of the present article are to (1) describe a new methodology to evaluate the effectiveness of introducing PCT signals and (2) to present results of applying this methodology to pedestrian crash data collected in a large study carried out in Detroit, Michigan. The study design incorporated within-unit as well as between-unit components. The main focus was on dynamic effects that occurred within the PCT unit of 362 treated sites during the 120 months of the study. An interrupted time-series analysis was developed to evaluate whether change in crash frequency depended upon of the degree to which the countdown timers penetrated the treatment unit. The between-unit component involved comparisons between the treatment unit and a control unit. The overall conclusion is that the introduction of PCT signals in Detroit reduced pedestrian crashes to approximately one-third of the preintervention level. The evidence for this reductionis strong and the change over time was shown to be a function of the extent to which the timers were introduced during the intervention period. There was no general drop-off in crash frequency throughout the baseline interval of over five years; only when the PCT signals were introduced in large numbers was consistent and convincing crash reduction observed. Correspondingly, there was little evidence of change in the control unit. Copyright © 2014. Published by Elsevier Ltd.
Simulation of pedestrian crowds’ evacuation in a huge transit terminal subway station
NASA Astrophysics Data System (ADS)
Lei, Wenjun; Li, Angui; Gao, Ran; Hao, Xinpeng; Deng, Baoshun
2012-11-01
As modernized urban rail transportation, subways are playing an important role in transiting large passenger flows. Passengers are in high density within the subway during rush hours. The casualty and injury will be tremendous if an accident occurs, such as a fire. Hence, enough attention should be paid on pedestrian crowds’ evacuation in a subway. In this paper, simulation of the process of pedestrian crowds’ evacuation from a huge transit terminal subway station is conducted. The evacuation process in different cases is conducted by using an agent-based model. Effects of occupant density, exit width and automatic fare gates on evacuation time are studied in detail. It is found that, with the increase of the occupant density, the evacuation efficiency would decline. There is a linear relationship between occupant density and evacuation time. Different occupant densities correspond to different critical exit widths. However, the existence of the automatic fare gates has little effect on evacuation time and tendency. The current results of this study will be helpful in guiding evacuation designs of huge underground spaces.
Research of Pedestrian Crossing Safety Facilities Based on the Video Detection
NASA Astrophysics Data System (ADS)
Li, Sheng-Zhen; Xie, Quan-Long; Zang, Xiao-Dong; Tang, Guo-Jun
Since that the pedestrian crossing facilities at present is not perfect, pedestrian crossing is in chaos and pedestrians from opposite direction conflict and congest with each other, which severely affects the pedestrian traffic efficiency, obstructs the vehicle and bringing about some potential security problems. To solve these problems, based on video identification, a pedestrian crossing guidance system was researched and designed. It uses the camera to monitor the pedestrians in real time and sums up the number of pedestrians through video detection program, and a group of pedestrian's induction lamp array is installed at the interval of crosswalk, which adjusts color display according to the proportion of pedestrians from both sides to guide pedestrians from both opposite directions processing separately. The emulation analysis result from cellular automaton shows that the system reduces the pedestrian crossing conflict, shortens the time of pedestrian crossing and improves the safety of pedestrians crossing.
Attendance at a hospital emergency department by drivers involved in automobile accidents in Italy.
Pileggi, C; Nicotera, G; Angelillo, I F
2005-04-01
This study investigated the profile of drivers involved in automobile accidents attending a hospital emergency department (ED) in Catanzaro (Italy). Car drivers involved in automobile accidents who were registered for emergency care between May 2003 and February 2004 were included in the study. Demographics and details of the accident were collected immediately after admittance, before examination by the medical staff. For each patient, the medical staff completed a form including diagnostic investigations and medical/surgical examination in the ED. Of a total of 424 drivers included in the study 27.4% had conditions that were definitely non-urgent problems. Multiple logistic regression analysis indicated that the use of the ED as a source of non-urgent care was significantly higher among patients who were driving at a lower speed when the accident occurred, among those who presented to the ED before the implementation of the new Italian traffic code, and among those who underwent fewer diagnostic investigations and medical/surgical examinations in the ED. Most of the automobile related lesions occurred in the neck (43.9%) followed by multiple body regions (12.5%) and the upper extremities (10.4%). According to the nature of the injury a third were contusions (34%), followed by pain without physical signs and symptoms (28.8%), and dislocation, sprains, and strains (22.9%). Development of health promotion and education campaigns is required to prevent the use of the ED as a source of non-urgent care by those involved in automobile accidents.
Guide for Maintaining Pedestrian Facilities for Enhanced Safety.
DOT National Transportation Integrated Search
2013-10-01
A Guide for Maintaining Pedestrian Facilities for Enhanced Safety provides guidance for maintaining pedestrian facilities with the primary goal of increasing safety and mobility. The Guide addresses the needs for pedestrian facility maintenance; comm...
Trucks involved in fatal accidents codebook 2004 (Version March 23, 2007).
DOT National Transportation Integrated Search
2007-03-01
"This report provides documentation for UMTRIs file of Trucks Involved in Fatal Accidents (TIFA), : 2004, including distributions of the code values for each variable in the file. The 2004 TIFA file is : a census of all medium and heavy trucks inv...
Trucks involved in fatal accidents codebook 2010 (Version October 22, 2012).
DOT National Transportation Integrated Search
2012-11-01
This report provides documentation for UMTRIs file of Trucks Involved in Fatal Accidents : (TIFA), 2010, including distributions of the code values for each variable in the file. The 2010 : TIFA file is a census of all medium and heavy trucks invo...
Jamming transitions induced by an attraction in pedestrian flow.
Kwak, Jaeyoung; Jo, Hang-Hyun; Luttinen, Tapio; Kosonen, Iisakki
2017-08-01
We numerically study jamming transitions in pedestrian flow interacting with an attraction, mostly based on the social force model for pedestrians who can join the attraction. We formulate the joining probability as a function of social influence from others, reflecting that individual choice behavior is likely influenced by others. By controlling pedestrian influx and the social influence parameter, we identify various pedestrian flow patterns. For the bidirectional flow scenario, we observe a transition from the free flow phase to the freezing phase, in which oppositely walking pedestrians reach a complete stop and block each other. On the other hand, a different transition behavior appears in the unidirectional flow scenario, i.e., from the free flow phase to the localized jam phase and then to the extended jam phase. It is also observed that the extended jam phase can end up in freezing phenomena with a certain probability when pedestrian flux is high with strong social influence. This study highlights that attractive interactions between pedestrians and an attraction can trigger jamming transitions by increasing the number of conflicts among pedestrians near the attraction. In order to avoid excessive pedestrian jams, we suggest suppressing the number of conflicts under a certain level by moderating pedestrian influx especially when the social influence is strong.
Jamming transitions induced by an attraction in pedestrian flow
NASA Astrophysics Data System (ADS)
Kwak, Jaeyoung; Jo, Hang-Hyun; Luttinen, Tapio; Kosonen, Iisakki
2017-08-01
We numerically study jamming transitions in pedestrian flow interacting with an attraction, mostly based on the social force model for pedestrians who can join the attraction. We formulate the joining probability as a function of social influence from others, reflecting that individual choice behavior is likely influenced by others. By controlling pedestrian influx and the social influence parameter, we identify various pedestrian flow patterns. For the bidirectional flow scenario, we observe a transition from the free flow phase to the freezing phase, in which oppositely walking pedestrians reach a complete stop and block each other. On the other hand, a different transition behavior appears in the unidirectional flow scenario, i.e., from the free flow phase to the localized jam phase and then to the extended jam phase. It is also observed that the extended jam phase can end up in freezing phenomena with a certain probability when pedestrian flux is high with strong social influence. This study highlights that attractive interactions between pedestrians and an attraction can trigger jamming transitions by increasing the number of conflicts among pedestrians near the attraction. In order to avoid excessive pedestrian jams, we suggest suppressing the number of conflicts under a certain level by moderating pedestrian influx especially when the social influence is strong.
Lyons, R A; Towner, E; Christie, N; Kendrick, D; Jones, S J; Hayes, M; Kimberlee, R; Sarvotham, T; Macey, S; Brussoni, M; Sleney, J; Coupland, C; Phillips, C
2008-04-01
Road traffic-related injury is a major global public health problem. In most countries, pedestrian injuries occur predominantly to the poorest in society. A number of evaluated interventions are effective in reducing these injuries. Very little research has been carried out into the distribution and determinants of the uptake of these interventions. Previous research has shown an association between local political influence and the distribution of traffic calming after adjustment for historical crash patterns. This led to the hypothesis that advocacy could be used to increase local politicians knowledge of pedestrian injury risk and effective interventions, ultimately resulting in improved pedestrian safety. To design an intervention to improve the uptake of pedestrian safety measures in deprived communities. Electoral wards in deprived areas of England and Wales with a poor record of pedestrian safety for children and older adults. Design mixedmethods study, incorporating a cluster randomized controlled trial. Data mixture of Geographical Information Systems data collision locations, road safety interventions, telephone interviews, and questionnaires. Randomization 239 electoral wards clustered within 57 local authorities. Participants 615 politicians representing intervention and control wards. Intervention a package of tailored information including maps of pedestrian injuries was designed for intervention politicians, and a general information pack for controls. Primary outcome number of road safety interventions 25 months after randomization. Secondary outcomes politicians interest and involvement in injury prevention cost of interventions. Process evaluation use of advocacy pack, facilitators and barriers to involvement, and success.
Xiong, Lili; Li, Liping
2015-01-01
Introduction There is a gap that involves examining differences between patients in single-vehicle (SV) versus multi-vehicle (MV) accidents involving motorcycles in Shantou, China, regarding the injury patterns and mortality the patients sustained. This study aims to address this gap and provide a basis and reference for motorcycle injury prevention. Method Medical record data was collected between October 2002 and June 2012 on all motorcycle injury patients admitted to a hospital in the city of Shantou of the east Guangdong province in China. Comparative analysis was conducted between patients in SV accidents and patients in MV accidents regarding demographic and clinic characteristics, mortality, and injury patterns. Results Approximately 48% (n = 1977) of patients were involved in SV accidents and 52% (n = 2119) were involved in MV accidents. The average age was 34 years. Collision of a motorcycle with a heavy vehicle/bus (4%) was associated with a 34 times greater risk of death (RR: 34.32; 95% CI: 17.43–67.57). Compared to patients involved in MV accidents, those involved in SV accidents were more likely to sustain a skull fracture (RR: 1.47; 95% CI: 1.22–1.77), an open head wound (RR: 1.46; 95% CI: 1.23–1.74), an intracranial injury (RR: 1.39; 95% CI: 1.26–1.53), a superficial head injury (RR: 1.37; 95% CI: 1.01–1.86), an injury to an organ (RR: 2.01; 95% CI: 1.24–3.26), and a crushing injury (RR: 1.98; 95% CI: 1.06–3.70) to the thorax or abdomen. However, they were less likely to sustain a spinal fracture (RR: 0.58; 95% CI: 0.39–0.85), a pelvic fracture (RR: 0.22; 95% CI: 0.11–0.46), an upper extremity fracture (RR: 0.75; 95% CI: 0.59–0.96), or injuries to their lower extremities, except for a dislocation, sprain, or injury to a joint or ligament (RR: 0.82; 95% CI: 0.49–1.36). Conclusion The relative risk of death is higher for patients involved in multi-vehicle accidents than patients in single-vehicle accidents, especially when a
Cloutier, Marie-Soleil; Lachapelle, Ugo; d'Amours-Ouellet, Andrée-Anne; Bergeron, Jacques; Lord, Sébastien; Torres, Juan
2017-07-01
Because pedestrian crash rates remain lower than other collision types, surrogate measures such as traffic interactions are now used in road safety research to complement crash history. Using naturalistic data collection, we sought to assess 1) the likelihood of occurrence of interactions between pedestrians and vehicles based on individual and crossing characteristics; and 2) differences in interaction characteristics between children, adult and senior pedestrians. Observations of pedestrian crossing behaviours (n=4687) were recorded at 278 crossings. For recorded interactions (n=843), information was collected to characterize the behaviours of involved parties. A mixed-effect logit regression model was performed to assess the factors associated with interactions. Chi-square tests evaluated differences between age groups and characteristics of observed interactions. Older adults were those more likely to be involved in an interaction event. Bicycle paths, different crossing surface material and one-way streets were significantly associated with fewer interactions with vehicles, while parked vehicles nearby and crossings on arterial roads were significantly associated with more interactions. Children and the elderly (80 years of age or more) did have distinct patterns of interaction, with more careful drivers/cyclists behaviours being observed towards children and lesser regulation compliance towards the elderly. Given the growing emphasis and adoption of active transportation in many cities, the number of interactions between pedestrians and vehicles during street crossings is likely to increase. Educating drivers and pedestrians to respect each other's space requires an understanding of where, between whom, and under what circumstances interactions occur. Such an approach can also help identify which engineering and enforcement programs are needed to ensure safe pedestrian crossings since interactions can be good markers of uncomfortable crossing situations that
The Safety of Older Pedestrians at Signal-Controlled Crossings.
ERIC Educational Resources Information Center
Harrell, W. Andrew
1996-01-01
Observes the extent to which pedestrians checked for oncoming traffic before crossing signal-controlled intersections on busy city streets. Pedestrians over the age of 50 were the most cautious, especially under dangerous traffic conditions. Older pedestrians were least likely to use other pedestrians as "guides" to safety, instead…
Pedestrian hybrid beacon guide : recommendations and case study.
DOT National Transportation Integrated Search
2014-01-01
A pedestrian hybrid beacon (PHB) is a traffic control : device similar to a European pedestrian signal : (PELICAN) that was imported to the US and adapted by : engineers in Arizona to increase motorists awareness of : pedestrian crossings at uncon...
Experimental characterization of collision avoidance in pedestrian dynamics
NASA Astrophysics Data System (ADS)
Parisi, Daniel R.; Negri, Pablo A.; Bruno, Luciana
2016-08-01
In the present paper, the avoidance behavior of pedestrians was characterized by controlled experiments. Several conflict situations were studied considering different flow rates and group sizes in crossing and head-on configurations. Pedestrians were recorded from above, and individual two-dimensional trajectories of their displacement were recovered after image processing. Lateral swaying amplitude and step lengths were measured for free pedestrians, obtaining similar values to the ones reported in the literature. Minimum avoidance distances were computed in two-pedestrian experiments. In the case of one pedestrian dodging an arrested one, the avoidance distance did not depend on the relative orientation of the still pedestrian with respect to the direction of motion of the first. When both pedestrians were moving, the avoidance distance in a perpendicular encounter was longer than the one obtained during a head-on approach. It was found that the mean curvature of the trajectories was linearly anticorrelated with the mean speed. Furthermore, two common avoidance maneuvers, stopping and steering, were defined from the analysis of the acceleration and curvature in single trajectories. Interestingly, it was more probable to observe steering events than stopping ones, also the probability of simultaneous steering and stopping occurrences was negligible. The results obtained in this paper can be used to validate and calibrate pedestrian dynamics models.
Dual effects of pedestrian density on emergency evacuation
NASA Astrophysics Data System (ADS)
Ma, Yi; Lee, Eric Wai Ming; Yuen, Richard Kwok Kit
2017-02-01
This paper investigates the effect of the pedestrian density in building on the evacuation dynamic with simulation method. In the simulations, both the visibility in building and the exit limit of building are taken into account. The simulation results show that the effect of the pedestrian density in building on the evacuation dynamics is dual. On the one hand, when the visibility in building is very large, the increased pedestrian density plays a negative effect. On the other hand, when the visibility in building is very small, the increased pedestrian density can play a positive effect. The simulation results also show that when both the exit width and visibility are very small, the varying of evacuation time with regard to the pedestrian density is non-monotonous and presents a U-shaped tendency. That is, in this case, too large or too small pedestrian density in building is disadvantageous to the evacuation process. Our findings provide a new insight about the effect of the pedestrian density in building on the evacuation dynamic.
Morency, Patrick; Strauss, Jillian; Pépin, Félix; Tessier, François; Grondines, Jocelyn
2018-04-01
Some studies have estimated fatality and injury rates for bus occupants, but data was aggregated at the country level and made no distinction between bus types. Also, injured pedestrians and cyclists, as a result of bus travel, were overlooked. We compared injury rates for car and city bus occupants on specific urban major roads, as well as the cyclist and pedestrian injuries associated with car and bus travel. We selected ten bus routes along major urban arterials (in Montreal, Canada). Passenger-kilometers traveled were estimated from vehicle counts at intersections (2002-2010) and from bus passenger counts (2008). Police accident reports (2001-2010) provided injury data for all modes. Injury rates associated with car and bus travel were calculated for vehicle occupants, pedestrians, and cyclists. Injury rate ratios were also computed. The safety benefits of bus travel, defined as the number of vehicle occupant, cyclist, and pedestrian injuries saved, were estimated for each route. Overall, for all ten routes, the ratio between car and bus occupant injury rates is 3.7 (95% CI [3.4, 4.0]). The rates of pedestrian and cyclist injuries per hundred million passenger-kilometers are also significantly greater for car travel than that for bus travel: 4.1 (95% CI [3.5, 4.9]) times greater for pedestrian injuries; 5.3 (95% CI [3.8, 7.6]) times greater for cyclist injuries. Similar results were observed for fatally and severely injured vehicle occupants, cyclists, and pedestrians. At the route level, the safety benefits of bus travel increase with the difference in injury rate associated with car and bus travel but also with the amount of passenger-kilometers by bus. Results show that city bus is a safer mode than car, for vehicle occupants but also for cyclists and pedestrians traveling along these bus routes. The safety benefits of bus travel greatly vary across urban routes; this spatial variation is most likely linked to environmental factors. Understanding the
Pedestrian and bicycle accommodations on superstreets.
DOT National Transportation Integrated Search
2014-01-01
The objective of this research was to consider the unique challenges for pedestrians and bicyclists at superstreet intersections and : recommend crossing alternatives for both users. For pedestrians the options included the diagonal cross, median cro...
Effects of Pedestrian Prompts on Motorist Yielding at Crosswalks
ERIC Educational Resources Information Center
Crowley-Koch, Brian J.; Van Houten, Ron; Lim, Eunyoung
2011-01-01
Pedestrian safety is a serious concern at busy intersections and pedestrian campuses across the nation. Although crosswalks and signs inform pedestrians where to cross, there is no standard protocol for pedestrians to signal drivers that they wish to use the crosswalks, except to stand in or at the crosswalk. We examined the effects of two…
An Algorithm for Pedestrian Detection in Multispectral Image Sequences
NASA Astrophysics Data System (ADS)
Kniaz, V. V.; Fedorenko, V. V.
2017-05-01
The growing interest for self-driving cars provides a demand for scene understanding and obstacle detection algorithms. One of the most challenging problems in this field is the problem of pedestrian detection. Main difficulties arise from a diverse appearances of pedestrians. Poor visibility conditions such as fog and low light conditions also significantly decrease the quality of pedestrian detection. This paper presents a new optical flow based algorithm BipedDetet that provides robust pedestrian detection on a single-borad computer. The algorithm is based on the idea of simplified Kalman filtering suitable for realization on modern single-board computers. To detect a pedestrian a synthetic optical flow of the scene without pedestrians is generated using slanted-plane model. The estimate of a real optical flow is generated using a multispectral image sequence. The difference of the synthetic optical flow and the real optical flow provides the optical flow induced by pedestrians. The final detection of pedestrians is done by the segmentation of the difference of optical flows. To evaluate the BipedDetect algorithm a multispectral dataset was collected using a mobile robot.
Effectiveness and efficiencies in pedestrian safety.
DOT National Transportation Integrated Search
1982-03-01
Pedestrian fatalities constitute 16 percent of total highway - related fatalities. Excluding motor vehicle occupants, pedestrians comprise the target single category of fatalities on the nation's streets and highways. A total of 85 percent of ! all p...
Winkler, Dennis; Goudie, Stuart T; Court-Brown, Charles M
2018-02-01
To investigate the changing epidemiology of open fractures in vehicle occupants, pedestrians, motorcyclists and cyclists. Data on all non-spinal open fractures admitted to the Royal Infirmary of Edinburgh after a road traffic accident between 1988 and 2010 were collected and analysed to provide information about the changing epidemiology in different patient groups. Demographic information was collected on all patients with the severity of injury being analysed with the Injury Severity Score (ISS), Musculoskeletal Index (MSI) and the number of open fractures. The severity of the open fractures was analysed using the Gustilo classification. The 23-year study period was divided into four shorter periods and the results were compared. There were 696 patients treated in 23 years. Analysis showed that the incidence of RTA open fractures initially fell in both males and females and continued to fall in females during the 23 years. In males it levelled off about 2000. The age of the female patients also fell during the study period but it did not change in males. The only patient group to show an increased incidence of open fractures were cyclists. In vehicle occupants the incidence fell throughout the study period but it levelled off in pedestrians and motorcyclists. There was no difference in the severity of injury in any group during the study period. The most severe open fractures were those of the distal femur and femoral diaphysis although open tibial diaphyseal fractures were the most common fracture in all patient groups. Improved car design and road safety legislation has resulted in a reduction in the incidence of open fractures in vehicle occupants, pedestrians and motorcyclists. The most obvious group to have benefitted from this are older female pedestrians. The only group to show an increase in age during the study period were male motorcyclists. Copyright © 2017 Elsevier Ltd. All rights reserved.
Warrants for pedestrian over and underpasses
DOT National Transportation Integrated Search
1984-07-01
The purpose of this research was to develop warrants for pedestrian over and underpasses or grade separated pedestrian crossings (GSPCs). Currently there are no established nationally acceptable warrants to serve as standards in deciding whether or n...
1995 Bicycle and Pedestrian Safety Report
DOT National Transportation Integrated Search
1995-03-01
This report provides a review of the current data on bicycle and pedestrian : safety across the United States, finding that safety and education : programs could significantly improve bicycle and pedestrian safety in the : Dallas-Fort Worth Metropoli...
Mo, Fuhao; Masson, Catherine; Cesari, Dominique; Arnoux, Pierre Jean
2013-01-01
In car-pedestrian accidents, lateral bending and shearing kinematics have been identified as principal injury mechanisms causing permanent disabilities and impairments to the knee joint. Regarding the combined lateral bending and shearing contributions of knee joint kinematics, developing a coupled knee injury criterion is necessary for improving vehicle countermeasures to mitigate pedestrian knee injuries. The advantages of both experimental tests and finite element (FE) simulations were combined to determine the reliable injury tolerances of the knee joint. First, 7 isolated lower limb tests from postmortem human subjects (PMHS) were reported, with dynamic loading at a velocity of 20 km/h. With the intention of replicating relevant injury mechanisms of vehicle-pedestrian impacts, the experimental tests were categorized into 3 groups by the impact locations on the tibia: the distal end to prioritize pure bending, the middle diaphysis to have combined bending and shearing effects, and the proximal end to acquire pure shearing. Then, the corresponding FE model was employed to provide an additional way to determine exact injury occurrences and develop a robust knee injury criterion by the variation in both the lateral bending and shearing contributions through a sensitivity analysis of impact locations. Considering the experimental test results and the subsequent sensitivity analysis of FE simulations, both the tolerances and patterns of knee joint injuries were determined to be influenced by impact locations due to various combined contributions of lateral bending and shearing. Both medial collateral ligament and cruciate ligament failures were noted as the onsets of knee injuries, namely, initial injuries. Finally, a new injury criterion categorized by initial injury patterns of knee joint was proposed by coupling lateral bending and shearing levels. The developed injury criterion correlated the combined joint kinematics to initial knee injuries based on subsegment
Gomei, Sayaka; Hitosugi, Masahito; Ikegami, Keiichi; Tokudome, Shogo
2013-10-01
The objective of this study was to clarify the relationship between injury severity in bicyclists involved in traffic accidents and patient outcome or type of vehicle involved in order to propose effective measures to prevent fatal bicycle injuries. Hospital records were reviewed for all patients from 2007 to 2010 who had been involved in a traffic accident while riding a bicycle and were subsequently transferred to the Shock Trauma Center of Dokkyo Medical University Koshigaya Hospital. Patient outcomes and type of vehicle that caused the injury were examined. The mechanism of injury, Abbreviated Injury Scale (AIS) score, and Injury Severity Score (ISS) of the patient were determined. A total of 115 patients' records were reviewed. The mean patient age was 47.1 ± 27.4 years. The average ISS was 23.9, with an average maximum AIS (MAIS) score of 3.7. The ISS, MAIS score, head AIS score, and chest AIS score were well correlated with patient outcome. The head AIS score was significantly higher in patients who had died (mean of 4.4); however, the ISS, MAIS score, and head AIS score did not differ significantly according to the type of vehicle involved in the accident. The mean head AIS scores were as high as 2.4 or more for accidents involving any type of vehicle. This study provides useful information for forensic pathologists who suspect head injuries in bicyclists involved in traffic accidents. To effectively reduce bicyclist fatalities from traffic accidents, helmet use should be required for all bicyclists.
Ghomi, Haniyeh; Bagheri, Morteza; Fu, Liping; Miranda-Moreno, Luis F
2016-11-16
The main objective of this study is to identify the main factors associated with injury severity of vulnerable road users (VRUs) involved in accidents at highway railroad grade crossings (HRGCs) using data mining techniques. This article applies an ordered probit model, association rules, and classification and regression tree (CART) algorithms to the U.S. Federal Railroad Administration's (FRA) HRGC accident database for the period 2007-2013 to identify VRU injury severity factors at HRGCs. The results show that train speed is a key factor influencing injury severity. Further analysis illustrated that the presence of illumination does not reduce the severity of accidents for high-speed trains. In addition, there is a greater propensity toward fatal accidents for elderly road users compared to younger individuals. Interestingly, at night, injury accidents involving female road users are more severe compared to those involving males. The ordered probit model was the primary technique, and CART and association rules act as the supporter and identifier of interactions between variables. All 3 algorithms' results consistently show that the most influential accident factors are train speed, VRU age, and gender. The findings of this research could be applied for identifying high-risk hotspots and developing cost-effective countermeasures targeting VRUs at HRGCs.
Types and severity of operated supraclavicular brachial plexus injuries caused by traffic accidents.
Kaiser, Radek; Waldauf, Petr; Haninec, Pavel
2012-07-01
Brachial plexus injuries occur in up to 5% of polytrauma cases involving motorcycle accidents and in approximately 4% of severe winter sports injuries. One of the criteria for a successful operative therapy is the type of lesion. Upper plexus palsy has the best prognosis, whereas lower plexus palsy is surgically untreatable. The aim of this study was to evaluate a group of patients with brachial plexus injury caused by traffic accidents, categorize the injuries according to type of accident, and look for correlations between type of palsy (injury) and specific accidents. A total of 441 brachial plexus reconstruction patients from our department were evaluated retrospectively(1993 to 2011). Sex, age, neurological status, and the type and cause of injury were recorded for each case. Patients with BPI caused by a traffic accident were assessed in detail. Traffic accidents were the cause of brachial plexus injury in most cases (80.7%). The most common type of injury was avulsion of upper root(s) (45.7%) followed by rupture (28.2%), complete avulsion (16.9%) and avulsion of lower root(s) (9.2%). Of the patients, 73.9% had an upper,22.7% had a complete and only 3.4% had a lower brachial plexus palsy. The main cause was motorcycle accidents(63.2%) followed by car accidents (23.5%), bicycle accidents(10.7%) and pedestrian collisions (3.1%) (p<0.001).Patients involved in car accidents had a higher percentage of lower avulsion (22.7%) and a lower percentage of upper avulsion (29.3%), whereas cyclists had a higher percentage of upper avulsion (68.6%) based on the data from the entire group of patients (p<0.001). Lower plexus palsy was significantly increased in patients after car accidents (9.3%,p<0.05). In the two main groups (car and motorcycle accidents),significantly more upper and fewer lower palsies were present. In the bicycle accident group, upper palsy was the most common (89%). Study results indicate that the most common injury was an upper plexus palsy. It was
Lyons, Ronan A.; Kendrick, Denise; Towner, Elizabeth M. L.; Coupland, Carol; Hayes, Mike; Christie, Nicola; Sleney, Judith; Jones, Sarah; Kimberlee, Richard; Rodgers, Sarah E.; Turner, Samantha; Brussoni, Mariana; Vinogradova, Yana; Sarvotham, Tinnu; Macey, Steven
2013-01-01
Objective To determine whether advocacy targeted at local politicians leads to action to reduce the risk of pedestrian injury in deprived areas. Design Cluster randomised controlled trial. Setting 239 electoral wards in 57 local authorities in England and Wales. Participants 617 elected local politicians. Interventions Intervention group politicians were provided with tailored information packs, including maps of casualty sites, numbers injured and a synopsis of effective interventions. Main outcome measures 25–30 months post intervention, primary outcomes included: electoral ward level: percentage of road traffic calmed; proportion with new interventions; school level: percentage with 20 mph zones, Safe Routes to School, pedestrian training or road safety education; politician level: percentage lobbying for safety measures. Secondary outcomes included politicians’ interest and involvement in injury prevention, and facilitators and barriers to implementation. Results Primary outcomes did not significantly differ: % difference in traffic calming (0.07, 95%CI: −0.07 to 0.20); proportion of schools with 20 mph zones (RR 1.47, 95%CI: 0.93 to 2.32), Safe Routes to School (RR 1.34, 95%CI: 0.83 to 2.17), pedestrian training (RR 1.23, 95%CI: 0.95 to 1.61) or other safety education (RR 1.16, 95%CI: 0.97 to 1.39). Intervention group politicians reported greater interest in child injury prevention (RR 1.09, 95%CI 1.03 to 1.16), belief in potential to help prevent injuries (RR 1.36, 95%CI 1.16 to 1.61), particularly pedestrian safety (RR 1.55, 95%CI 1.19 to 2.03). 63% of intervention politicians reported supporting new pedestrian safety schemes. The majority found the advocacy information surprising, interesting, effectively presented, and could identify suitable local interventions. Conclusions This study demonstrates the feasibility of an innovative approach to translational public health by targeting local politicians in a randomised controlled trial. The intervention
Pedestrian detection based on redundant wavelet transform
NASA Astrophysics Data System (ADS)
Huang, Lin; Ji, Liping; Hu, Ping; Yang, Tiejun
2016-10-01
Intelligent video surveillance is to analysis video or image sequences captured by a fixed or mobile surveillance camera, including moving object detection, segmentation and recognition. By using it, we can be notified immediately in an abnormal situation. Pedestrian detection plays an important role in an intelligent video surveillance system, and it is also a key technology in the field of intelligent vehicle. So pedestrian detection has very vital significance in traffic management optimization, security early warn and abnormal behavior detection. Generally, pedestrian detection can be summarized as: first to estimate moving areas; then to extract features of region of interest; finally to classify using a classifier. Redundant wavelet transform (RWT) overcomes the deficiency of shift variant of discrete wavelet transform, and it has better performance in motion estimation when compared to discrete wavelet transform. Addressing the problem of the detection of multi-pedestrian with different speed, we present an algorithm of pedestrian detection based on motion estimation using RWT, combining histogram of oriented gradients (HOG) and support vector machine (SVM). Firstly, three intensities of movement (IoM) are estimated using RWT and the corresponding areas are segmented. According to the different IoM, a region proposal (RP) is generated. Then, the features of a RP is extracted using HOG. Finally, the features are fed into a SVM trained by pedestrian databases and the final detection results are gained. Experiments show that the proposed algorithm can detect pedestrians accurately and efficiently.
Onieva-García, María Ángeles; Martínez-Ruiz, Virginia; Lardelli-Claret, Pablo; Jiménez-Moleón, José Juan; Amezcua-Prieto, Carmen; de Dios Luna-Del-Castillo, Juan; Jiménez-Mejías, Eladio
2016-12-01
This ecological study aimed i) to quantify the association of age and gender with the three components of pedestrians' death rates after a pedestrian-vehicle crash: exposure, risk of crash and fatality, and ii) to determine the contribution of each component to differences in death rates according to age and gender in Spain. We analyzed data for 220 665 pedestrians involved in road crashes recorded in the Spanish registry of road crashes with victims from 1993 to 2011, and a subset of 39 743 pedestrians involved in clean collisions (in which the pedestrian did not commit an infraction). Using decomposition and quasi-induced exposure methods, we obtained the proportion of increase in death rates for each age and gender group associated with exposure, risk of collision and fatality. Death rates increased with age. The main contributor to this increase was fatality, although exposure also increased with age. In contrast, the risk of collision decreased with age. Males had higher death rates than females, especially in the 24-54 year old group. Higher fatality rates in males were the main determinant of this difference, which was also related with a higher risk of collision in males. However, exposure rates were higher in females. The magnitude and direction of the associations between age and gender and each of the three components of pedestrians' death rates differed depending on the specific component explored. These differences need to be taken into account in order to prioritize preventive strategies intended to decrease mortality among pedestrians.
Onieva-García, María Ángeles; Martínez-Ruiz, Virginia; Lardelli-Claret, Pablo; Jiménez-Moleón, José Juan; Amezcua-Prieto, Carmen; de Dios Luna-Del-Castillo, Juan; Jiménez-Mejías, Eladio
This ecological study aimed i) to quantify the association of age and gender with the three components of pedestrians' death rates after a pedestrian-vehicle crash: exposure, risk of crash and fatality, and ii) to determine the contribution of each component to differences in death rates according to age and gender in Spain. We analyzed data for 220 665 pedestrians involved in road crashes recorded in the Spanish registry of road crashes with victims from 1993 to 2011, and a subset of 39 743 pedestrians involved in clean collisions (in which the pedestrian did not commit an infraction). Using decomposition and quasi-induced exposure methods, we obtained the proportion of increase in death rates for each age and gender group associated with exposure, risk of collision and fatality. Death rates increased with age. The main contributor to this increase was fatality, although exposure also increased with age. In contrast, the risk of collision decreased with age. Males had higher death rates than females, especially in the 24-54 year old group. Higher fatality rates in males were the main determinant of this difference, which was also related with a higher risk of collision in males. However, exposure rates were higher in females. The magnitude and direction of the associations between age and gender and each of the three components of pedestrians' death rates differed depending on the specific component explored. These differences need to be taken into account in order to prioritize preventive strategies intended to decrease mortality among pedestrians.
Mean-field theory for pedestrian outflow through an exit.
Yanagisawa, Daichi; Nishinari, Katsuhiro
2007-12-01
The average pedestrian flow through an exit is one of the most important indices in evaluating pedestrian dynamics. In order to study the flow in detail, the floor field model, which is a crowd model using cellular automata, is extended by taking into account realistic behavior of pedestrians around the exit. The model is studied by both numerical simulations and cluster analysis to obtain a theoretical expression for the average pedestrian flow through the exit. It is found quantitatively that the effects of exit door width, the wall, and the pedestrian mood of competition or cooperation significantly influence the average flow. The results show that there is a suitable width and position of the exit according to the pedestrians' mood.
Mohamed, Azhar Salim; Ngom, Gabriel; Sow, Mamadou; Mbaye, Papa Alassane; Camara, Souleymane; Seck, Ndeye Fatou; Ndour, Oumar
2016-01-01
Scooter accidents are becoming more frequent in Dakar. The purpose of this study is to report the epidemiological and lesional aspects of these accidents on children in Dakar. A retrospective and descriptive study was conducted in Pediatric Surgery Unit of the Aristide Le Dantec Hospital in Dakar from January 1st, 2009 to December 31, 2011. Various parameters were studied. These parameters include: frequency, sociodemographic and lesional aspects. Scooter accidents represent 12% of highway accidents. They were more frequent in the day, from 12 am to 2 pm (27%) and in the night, from 6 pm to 8 pm (28.4%). They might occur every day but were more frequent during April (17.6%) and June (13.5%). They occurred mainly in the suburban district of Dakar (78%). The age group most affected was the one from 3 to 8 years (60.8%). Male gender was predominant (sex ratio 1.5). Pedestrians are the most vulnerable (93.2%). The fall was the dominant mechanism (98.7%). Lesions affected mainly the lower limb (51.1%) and were essentially constituted by fracture. The frequency of scooter accidents in children is related to the galloping urbanization and to the increase of the number of cars on the roads in the peninsula. Victims are essentially pedestrians and present most of the time fractures.
Chen, Huipeng; Poulard, David; Forman, Jason; Crandall, Jeff; Panzer, Matthew B
2018-07-04
Evaluating the biofidelity of pedestrian finite element models (PFEM) using postmortem human subjects (PMHS) is a challenge because differences in anthropometry between PMHS and PFEM could limit a model's capability to accurately capture cadaveric responses. Geometrical personalization via morphing can modify the PFEM geometry to match the specific PMHS anthropometry, which could alleviate this issue. In this study, the Total Human Model for Safety (THUMS) PFEM (Ver 4.01) was compared to the cadaveric response in vehicle-pedestrian impacts using geometrically personalized models. The AM50 THUMS PFEM was used as the baseline model, and 2 morphed PFEM were created to the anthropometric specifications of 2 obese PMHS used in a previous pedestrian impact study with a mid-size sedan. The same measurements as those obtained during the PMHS tests were calculated from the simulations (kinematics, accelerations, strains), and biofidelity metrics based on signals correlation (correlation and analysis, CORA) were established to compare the response of the models to the experiments. Injury outcomes were predicted deterministically (through strain-based threshold) and probabilistically (with injury risk functions) and compared with the injuries reported in the necropsy. The baseline model could not accurately capture all aspects of the PMHS kinematics, strain, and injury risks, whereas the morphed models reproduced biofidelic response in terms of trajectory (CORA score = 0.927 ± 0.092), velocities (0.975 ± 0.027), accelerations (0.862 ± 0.072), and strains (0.707 ± 0.143). The personalized THUMS models also generally predicted injuries consistent with those identified during posttest autopsy. The study highlights the need to control for pedestrian anthropometry when validating pedestrian human body models against PMHS data. The information provided in the current study could be useful for improving model biofidelity for vehicle-pedestrian impact scenarios.
14 CFR 139.329 - Pedestrians and ground vehicles.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Pedestrians and ground vehicles. 139.329... OF AIRPORTS Operations § 139.329 Pedestrians and ground vehicles. In a manner authorized by the... pedestrians and ground vehicles necessary for airport operations; (b) Establish and implement procedures for...
14 CFR 139.329 - Pedestrians and ground vehicles.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Pedestrians and ground vehicles. 139.329... OF AIRPORTS Operations § 139.329 Pedestrians and ground vehicles. In a manner authorized by the... pedestrians and ground vehicles necessary for airport operations; (b) Establish and implement procedures for...
Evaluating the Safety In Numbers effect for pedestrians at urban intersections.
Murphy, Brendan; Levinson, David M; Owen, Andrew
2017-09-01
Assessment of collision risk between pedestrians and automobiles offers a powerful and informative tool in urban planning applications, and can be leveraged to inform proper placement of improvements and treatment projects to improve pedestrian safety. Such assessment can be performed using existing datasets of crashes, pedestrian counts, and automobile traffic flows to identify intersections or corridors characterized by elevated collision risks to pedestrians. The Safety In Numbers phenomenon, which refers to the observable effect that pedestrian safety is positively correlated with increased pedestrian traffic in a given area (i.e. that the individual per-pedestrian risk of a collision decreases with additional pedestrians), is a readily observed phenomenon that has been studied previously, though its directional causality is not yet known. A sample of 488 intersections in Minneapolis were analyzed, and statistically-significant log-linear relationships between pedestrian traffic flows and the per-pedestrian crash risk were found, indicating the Safety In Numbers effect. Potential planning applications of this analysis framework towards improving pedestrian safety in urban environments are discussed. Copyright © 2017 Elsevier Ltd. All rights reserved.
Personal injury recovery cost of pedestrian-vehicle collisions in New South Wales, Australia.
Mitchell, Rebecca J; Bambach, Mike R
2016-07-03
There is a need for routine estimates of injury recovery costs from pedestrian collisions using hospital separation records for economic evaluations. To estimate the cost of injury recovery following pedestrian-vehicle collisions using the personal injury recover cost (PIRC) equation using key demographic and injury characteristics. An estimation of the costs of on-road pedestrian-vehicle collisions involving individuals who were injured and hospitalized in New South Wales (NSW), Australia, from 2002 to 2011 using the PIRC equation. The PIRC estimates individual injury recovery costs and does not include costs associated with property damage, vehicle repair, or rescue services. Individual recovery costs associated with severe traumatic brain injury (TBI) were estimated. The injured individual's mean, median, and total injury recovery costs are described for key demographic, injury, and crash characteristics. There were 9,781 pedestrians who were injured, costing an estimated total of $2.4 billion in personal injury recovery costs, an annual cost of $243 million. Males had a total injury recovery cost 1.7 times higher than females. The median injury recovery cost decreased with increasing age. TBI ($248,491) and spinal cord and vertebral column injuries ($264,103) had the highest median injury recovery costs for the body region of the most severe injury. TBI accounted for 22.6% of the total injury recovery costs for the most severe injury sustained. Just over one third of pedestrians sustained 4 or more injuries, with a median cost of $243,992, which was 1.6 times higher than the cost for a pedestrian who sustained a single injury ($153,682). Personal injury recovery costs following pedestrian-vehicle collisions where a pedestrian is injured are substantial in NSW. The PIRC equation enables the economic cost burden of road traffic injury to be calculated using hospital separation data. The PIRC enables comprehensive personal injury recovery costs to be estimated
Highway Safety Program Manual: Volume 14: Pedestrian Safety.
ERIC Educational Resources Information Center
National Highway Traffic Safety Administration (DOT), Washington, DC.
Volume 14 of the 19-volume Highway Safety Program Manual (which provides guidance to State and local governments on preferred highway safety practices) concentrates on pedestrian safety. The purpose and objectives of a pedestrian safety program are outlined. Federal authority in the area of pedestrian safety and policies regarding a safety program…
How to decrease pedestrian injuries: conceptual evolutions starting from 137 crash tests.
Thollon, Lionel; Jammes, Christian; Behr, Michel; Arnoux, Pierre-Jean; Cavallero, Claude; Brunet, Christian
2007-02-01
The improvement of vulnerable users' protection has become an essential objective for our society. Injury assessments observed in clinical traumatology have led researchers and manufacturers to understand the mechanisms involved and to design safe vehicles (to reduce the severity of pedestrian injuries). In all, 137 crash tests between 1979 and 2004 with postmortal human subjects (PMHS) were performed at the Laboratory of Applied Biomechanics to access pedestrian protection. A retrospective analysis of these experimental tests, pedestrian/car impacts (full scale or subsystems), performed at the laboratory is thus proposed. This document focuses on injury mechanisms investigation on the evolution of the experimental approach, as well as on the vehicles' technological improvements performed by car manufacturers. The analysis of experimental results (injury assessment, kinematics, vehicle deformations, etc.) shows the complexity and variety of injury mechanisms. The injury assessment shows the need to improve lower-limb joints protection, as well as head and spine segments, because of the difficulties of surgical repair of these injuries. Experimental tests contribute to evaluate the automobile safety evolution in the field of pedestrian protection. The main induced car improvements concern considerable efforts on vehicle material behavior and their capacity to dissipate energy during shocks (replacement of the convex rigid bumpers by deformable structures, modification of the windscreen structure). They also concern the suppression of all aggressive structures for the pedestrian (spare wheel initially placed on the front part of the vehicle, protection of the heels of windscreen wiper, etc.).
Impact of Transit Stop Location on Pedestrian Safety [Summary
DOT National Transportation Integrated Search
2017-11-01
Pedestrians can be vulnerable in many roadway situations so pedestrian safety and reducing pedestrian collisions are always a high priority for the Florida Department of Transportation (FDOT). As more people use public transportation to get from home...
Pedestrian Detection by Laser Scanning and Depth Imagery
NASA Astrophysics Data System (ADS)
Barsi, A.; Lovas, T.; Molnar, B.; Somogyi, A.; Igazvolgyi, Z.
2016-06-01
Pedestrian flow is much less regulated and controlled compared to vehicle traffic. Estimating flow parameters would support many safety, security or commercial applications. Current paper discusses a method that enables acquiring information on pedestrian movements without disturbing and changing their motion. Profile laser scanner and depth camera have been applied to capture the geometry of the moving people as time series. Procedures have been developed to derive complex flow parameters, such as count, volume, walking direction and velocity from laser scanned point clouds. Since no images are captured from the faces of pedestrians, no privacy issues raised. The paper includes accuracy analysis of the estimated parameters based on video footage as reference. Due to the dense point clouds, detailed geometry analysis has been conducted to obtain the height and shoulder width of pedestrians and to detect whether luggage has been carried or not. The derived parameters support safety (e.g. detecting critical pedestrian density in mass events), security (e.g. detecting prohibited baggage in endangered areas) and commercial applications (e.g. counting pedestrians at all entrances/exits of a shopping mall).
Analyzing fault in pedestrian-motor vehicle crashes in North Carolina.
Ulfarsson, Gudmundur F; Kim, Sungyop; Booth, Kathleen M
2010-11-01
Crashes between pedestrians and motor vehicles are an important traffic safety concern. This paper explores the assignment of fault in such crashes, where observed factors are associated with pedestrian at fault, driver at fault, or both at fault. The analysis is based on police reported crash data for 1997 through 2000 in North Carolina, U.S.A. The results show that pedestrians are found at fault in 59% of the crashes, drivers in 32%, and both are found at fault in 9%. The results indicate drivers need to take greater notice of pedestrians when drivers are turning, merging, and backing up as these are some of the prime factors associated with the driver being found at fault in a crash. Pedestrians must apply greater caution when crossing streets, waiting to cross, and when walking along roads, as these are correlated with pedestrians being found at fault. The results suggest a need for campaigns focused on positively affecting pedestrian street-crossing behavior in combination with added jaywalking enforcement. The results also indicate that campaigns to increase the use of pedestrian visibility improvements at night can have a significant positive impact on traffic safety. Intoxication is a concern and the results show that it is not only driver intoxication that is affecting safety, but also pedestrian intoxication. The findings show in combination with other research in the field, that results from traffic safety studies are not necessarily transferable between distant geographic locations, and that location-specific safety research needs to take place. It is also important to further study the specific effects of the design of the pedestrian environment on safety, e.g. crosswalk spacing, signal timings, etc., which together may affect pedestrian safety and pedestrian behavior. 2010 Elsevier Ltd. All rights reserved.
North Carolina pedestrian crossing guidance : final report.
DOT National Transportation Integrated Search
2015-07-20
This research report is geared at providing guidance to NCDOT for when to consider marking crosswalks at : uncontrolled approaches for pedestrians, installing pedestrian signal heads at existing signalized intersections, or : providing supplemental t...
Automated pedestrian counter : final report, February 2010.
DOT National Transportation Integrated Search
2010-02-01
Emerging sensor technologies accelerated the shift toward automatic pedestrian counting methods to : acquire reliable long-term data for transportation design, planning, and safety studies. Although a : number of commercial pedestrian sensors are ava...
Impact of pedestrian malls on transportation activities.
DOT National Transportation Integrated Search
1979-01-01
Pedestrian malls - streets that have been dedicated to pedestrian use only - are a popular urban renewal tactic for stimulating economic growth in deteriorating central business districts by attracting commercial retail business. Because of benefits ...
Necessity of guides in pedestrian emergency evacuation
NASA Astrophysics Data System (ADS)
Yang, Xiaoxia; Dong, Hairong; Yao, Xiuming; Sun, Xubin; Wang, Qianling; Zhou, Min
2016-01-01
The role of guide who is in charge of leading pedestrians to evacuate in the case of emergency plays a critical role for the uninformed people. This paper first investigates the influence of mass behavior on evacuation dynamics and mainly focuses on the guided evacuation dynamics. In the extended crowd model proposed in this paper, individualistic behavior, herding behavior and environment influence are all considered for pedestrians who are not informed by the guide. According to the simulation results, herding behavior makes more pedestrians evacuate from the room in the same period of time. Besides, guided crowd demonstrates the same behavior of group dynamics which is characterized by gathering, conflicts and balance. Moreover, simulation results indicate guides with appropriate initial positions and quantity are more conducive to evacuation under a moderate initial density of pedestrians.
Road User Behaviors At Pedestrian Hybrid Beacons
DOT National Transportation Integrated Search
2016-06-01
The pedestrian hybrid beacon (PHB) has shown great potential for improving pedestrian safety and driver yielding. However, questions remain regarding under what roadway conditions such as crossing distance (i.e., number of lanes) and posted speed ...
A study of pedestrian compliance with traffic signals for exclusive and concurrent phasing.
Ivan, John N; McKernan, Kevin; Zhang, Yaohua; Ravishanker, Nalini; Mamun, Sha A
2017-01-01
This paper describes a comparison of pedestrian compliance at traffic signals with two types of pedestrian phasing: concurrent, where both pedestrians and vehicular traffic are directed to move in the same directions at the same time, and exclusive, where pedestrians are directed to move during their own dedicated phase while all vehicular traffic is stopped. Exclusive phasing is usually perceived to be safer, especially by senior and disabled advocacy groups, although these safety benefits depend upon pedestrians waiting for the walk signal. This paper investigates whether or not there are differences between pedestrian compliance at signals with exclusive pedestrian phasing and those with concurrent phasing and whether these differences continue to exist when compliance at exclusive phasing signals is evaluated as if they had concurrent phasing. Pedestrian behavior was observed at 42 signalized intersections in central Connecticut with both concurrent and exclusive pedestrian phasing. Binary regression models were estimated to predict pedestrian compliance as a function of the pedestrian phasing type and other intersection characteristics, such as vehicular and pedestrian volume, crossing distance and speed limit. We found that pedestrian compliance is significantly higher at intersections with concurrent pedestrian phasing than at those with exclusive pedestrian phasing, but this difference is not significant when compliance at exclusive phase intersections is evaluated as if it had concurrent phasing. This suggests that pedestrians treat exclusive phase intersections as though they have concurrent phasing, rendering the safety benefits of exclusive pedestrian phasing elusive. No differences were observed for senior or non-senior pedestrians. Published by Elsevier Ltd.
Calibrating cellular automaton models for pedestrians walking through corners
NASA Astrophysics Data System (ADS)
Dias, Charitha; Lovreglio, Ruggiero
2018-05-01
Cellular Automata (CA) based pedestrian simulation models have gained remarkable popularity as they are simpler and easier to implement compared to other microscopic modeling approaches. However, incorporating traditional floor field representations in CA models to simulate pedestrian corner navigation behavior could result in unrealistic behaviors. Even though several previous studies have attempted to enhance CA models to realistically simulate pedestrian maneuvers around bends, such modifications have not been calibrated or validated against empirical data. In this study, two static floor field (SFF) representations, namely 'discrete representation' and 'continuous representation', are calibrated for CA-models to represent pedestrians' walking behavior around 90° bends. Trajectory data collected through a controlled experiment are used to calibrate these model representations. Calibration results indicate that although both floor field representations can represent pedestrians' corner navigation behavior, the 'continuous' representation fits the data better. Output of this study could be beneficial for enhancing the reliability of existing CA-based models by representing pedestrians' corner navigation behaviors more realistically.
Pedestrian Crossings. USMES Teacher Resource Book.
ERIC Educational Resources Information Center
Brady, Ray, Jr., Ed.; Arbetter, Carolyn Clinton, Ed.
This USMES unit challenges students to recommend and try to have a change made which would improve the safety and convenience of a pedestrian crossing near the school. The teacher resource book for the Pedestrian Crossings unit contains five sections. The first section describes the USMES approach to student-initiated investigations of real…
LaBan, Myron M; Nabity, Thomas S
2010-07-01
This study had its genesis in a personally observed collision between a motor vehicle and a motorized wheelchair (electric mobility device) on a busy street in the middle of the block at an unmarked crossing. To the observer, at the time, this appeared to be a suicidal act. This investigation was initiated to both delineate the number of these crashes nationally and understand this phenomena as a potentially planned act of self-destruction. An initial survey of police reports was immediately frustrated by an inability to separate motor vehicle and electric mobility device collisions from the much larger group that involved ambulatory citizens because both types were classified together as "pedestrian" accidents. Instead, the search engine NexisLexis was used to identify 107 newspaper articles each of which described a motor vehicle and electric mobility device accident. In the motor vehicle and electric mobility device collisions, men predominated women (3:1 ratio) with an average age of 56 yrs. Sixty of these accidents were fatal. Ninety-four percent involved an electric mobility device and 6% a manual wheelchair. In 50% of the cases, the motor vehicle was a truck, van, or sport utility vehicle. Fifty percent occurred at dusk or dawn or at night. The electric mobility device occupant was cited as the guilty party in 39% of the cases and the driver of the motor vehicle in 27%. Twenty percent were unwitnessed hit-and-run accidents, whereas "no fault" was found in 8% of the cases. Although many accidents do happen by chance, when an electric mobility device operator openly challenges busy traffic by attempting to traverse it in the middle of the block at an unmarked crossing, predisposing psychosocial factors must also be considered. Hubris or premeditated self-destructive behavior or both need to be explored as preeminent issues with reference to the prodromal of the "accident process."
Who by accident? The social morphology of car accidents.
Factor, Roni; Yair, Gad; Mahalel, David
2010-09-01
Prior studies in the sociology of accidents have shown that different social groups have different rates of accident involvement. This study extends those studies by implementing Bourdieu's relational perspective of social space to systematically explore the homology between drivers' social characteristics and their involvement in specific types of motor vehicle accident. Using a large database that merges official Israeli road-accident records with socioeconomic data from two censuses, this research maps the social order of road accidents through multiple correspondence analysis. Extending prior studies, the results show that different social groups indeed tend to be involved in motor vehicle accidents of different types and severity. For example, we find that drivers from low socioeconomic backgrounds are overinvolved in severe accidents with fatal outcomes. The new findings reported here shed light on the social regularity of road accidents and expose new facets in the social organization of death. © 2010 Society for Risk Analysis.
Guo, Qiang; Xu, Pengpeng; Pei, Xin; Wong, S C; Yao, Danya
2017-02-01
Pedestrian safety is increasingly recognized as a major public health concern. Extensive safety studies have been conducted to examine the influence of multiple variables on the occurrence of pedestrian-vehicle crashes. However, the explicit relationship between pedestrian safety and road network characteristics remains unknown. This study particularly focused on the role of different road network patterns on the occurrence of crashes involving pedestrians. A global integration index via space syntax was introduced to quantify the topological structures of road networks. The Bayesian Poisson-lognormal (PLN) models with conditional autoregressive (CAR) prior were then developed via three different proximity structures: contiguity, geometry-centroid distance, and road network connectivity. The models were also compared with the PLN counterpart without spatial correlation effects. The analysis was based on a comprehensive crash dataset from 131 selected traffic analysis zones in Hong Kong. The results indicated that higher global integration was associated with more pedestrian-vehicle crashes; the irregular pattern network was proved to be safest in terms of pedestrian crash occurrences, whereas the grid pattern was the least safe; the CAR model with a neighborhood structure based on road network connectivity was found to outperform in model goodness-of-fit, implying the importance of accurately accounting for spatial correlation when modeling spatially aggregated crash data. Copyright © 2016 Elsevier Ltd. All rights reserved.
Analyzing the impact of median treatments on pedestrian/bicyclist safety.
DOT National Transportation Integrated Search
2017-05-01
To improve pedestrian/bicyclist safety, the Maryland Department of Transportation State Highway Administration (MDOT SHA) has identified several high-frequency pedestrian/bicyclist crash locations through the Pedestrian Roadway Safety Audit (PRSA) Pr...
Effect of speed matching on fundamental diagram of pedestrian flow
NASA Astrophysics Data System (ADS)
Fu, Zhijian; Luo, Lin; Yang, Yue; Zhuang, Yifan; Zhang, Peitong; Yang, Lizhong; Yang, Hongtai; Ma, Jian; Zhu, Kongjin; Li, Yanlai
2016-09-01
Properties of pedestrian may change along their moving path, for example, as a result of fatigue or injury, which has never been properly investigated in the past research. The paper attempts to study the speed matching effect (a pedestrian adjusts his velocity constantly to the average velocity of his neighbors) and its influence on the density-velocity relationship (a pedestrian adjust his velocity to the surrounding density), known as the fundamental diagram of the pedestrian flow. By the means of the cellular automaton, the simulation results fit well with the empirical data, indicating the great advance of the discrete model for pedestrian dynamics. The results suggest that the system velocity and flow rate increase obviously under a big noise, i.e., a diverse composition of pedestrian crowd, especially in the region of middle or high density. Because of the temporary effect, the speed matching has little influence on the fundamental diagram. Along the entire density, the relationship between the step length and the average pedestrian velocity is a piecewise function combined two linear functions. The number of conflicts reaches the maximum with the pedestrian density of 2.5 m-2, while decreases by 5.1% with the speed matching.
Professional experience and traffic accidents/near-miss accidents among truck drivers.
Girotto, Edmarlon; Andrade, Selma Maffei de; González, Alberto Durán; Mesas, Arthur Eumann
2016-10-01
To investigate the relationship between the time working as a truck driver and the report of involvement in traffic accidents or near-miss accidents. A cross-sectional study was performed with truck drivers transporting products from the Brazilian grain harvest to the Port of Paranaguá, Paraná, Brazil. The drivers were interviewed regarding sociodemographic characteristics, working conditions, behavior in traffic and involvement in accidents or near-miss accidents in the previous 12 months. Subsequently, the participants answered a self-applied questionnaire on substance use. The time of professional experience as drivers was categorized in tertiles. Statistical analyses were performed through the construction of models adjusted by multinomial regression to assess the relationship between the length of experience as a truck driver and the involvement in accidents or near-miss accidents. This study included 665 male drivers with an average age of 42.2 (±11.1) years. Among them, 7.2% and 41.7% of the drivers reported involvement in accidents and near-miss accidents, respectively. In fully adjusted analysis, the 3rd tertile of professional experience (>22years) was shown to be inversely associated with involvement in accidents (odds ratio [OR] 0.29; 95% confidence interval [CI] 0.16-0.52) and near-miss accidents (OR 0.17; 95% CI 0.05-0.53). The 2nd tertile of professional experience (11-22 years) was inversely associated with involvement in accidents (OR 0.63; 95% CI 0.40-0.98). An evident relationship was observed between longer professional experience and a reduction in reporting involvement in accidents and near-miss accidents, regardless of age, substance use, working conditions and behavior in traffic. Copyright © 2016 Elsevier Ltd. All rights reserved.
Family characteristics and pedestrian injury risk in Mexican children
Celis, A; Gomez, Z; Martinez-Sotomayo..., A; Arcila, L; Villasenor, M
2003-01-01
Background: Family characteristics have been described as risk factors for child pedestrian and motor vehicle collision. Research results come mainly from developed countries, where family relationships could be different than in developing ones. Objective: To examine family characteristics as risk factors for pedestrian injury in children living in Guadalajara City, Mexico. Methods: Case-control study of injuries among children 1–14 years of age involved in pedestrian-motor vehicle collisions. Cases resulting in death or injuries that required hospitalization or medical attention were included and identified through police reports and/or emergency room registries. Two neighborhood matched controls were selected randomly and compared with cases to estimate odds ratios (OR) and 95% confidence intervals (CI). Results: Significant risk factors were: male (OR 2.3, 95% CI 1.2 to 4.4), number of siblings in household (two siblings, OR 3.2, 95% CI 1.4 to 6.6; three siblings, OR 4.5, 95% CI 1.9 to 11.0; four or more siblings, OR 3.7, 95% CI 1.1 to 12.9), and number of non-siblings/non-parents in household (four or more, OR 6.2, 95% CI 1.5 to 26.6). Children of a sole mother, working mother, or grandmother living in house did not show increased risk after adjusting for socioeconomic conditions. Conclusion: Household size has implications for child pedestrian and motor vehicle collision prevention efforts and is relatively easy to identify. Also, the lack of risk association with working mothers may indicate that grandmothers are not part of the social support network that cares for children of working mothers. PMID:12642561
Neighborhood Influences on Vehicle-Pedestrian Crash Severity.
Toran Pour, Alireza; Moridpour, Sara; Tay, Richard; Rajabifard, Abbas
2017-12-01
Socioeconomic factors are known to be contributing factors for vehicle-pedestrian crashes. Although several studies have examined the socioeconomic factors related to the location of the crashes, limited studies have considered the socioeconomic factors of the neighborhood where the road users live in vehicle-pedestrian crash modelling. This research aims to identify the socioeconomic factors related to both the neighborhoods where the road users live and where crashes occur that have an influence on vehicle-pedestrian crash severity. Data on vehicle-pedestrian crashes that occurred at mid-blocks in Melbourne, Australia, was analyzed. Neighborhood factors associated with road users' residents and location of crash were investigated using boosted regression tree (BRT). Furthermore, partial dependence plots were applied to illustrate the interactions between these factors. We found that socioeconomic factors accounted for 60% of the 20 top contributing factors to vehicle-pedestrian crashes. This research reveals that socioeconomic factors of the neighborhoods where the road users live and where the crashes occur are important in determining the severity of the crashes, with the former having a greater influence. Hence, road safety countermeasures, especially those focussing on the road users, should be targeted at these high-risk neighborhoods.
Simulated interactions of pedestrian crossings and motorized vehicles in residential areas
NASA Astrophysics Data System (ADS)
Wang, Yan; Peng, Zhongyi; Chen, Qun
2018-01-01
To evaluate whether motorized vehicles can travel through a residential area, this paper develops a cellular automata (CA) model to simulate the interactions between pedestrian crossings and motorized vehicles in a residential area. In this paper, pedestrians determine their crossing speed according to their judgments of the position and velocity of the upcoming vehicles. The pedestrians may walk slowly or quickly or even run, and the pedestrian crossing time influences the vehicle movement. In addition, the proposed model considers the safety margin time needed for pedestrians to cross, and pedestrian-vehicle conflict is considered using the vehicle collision avoidance rule. Through simulations of interactions of pedestrian crossings with motorized vehicles' movement on a typical road in a residential area, the average wait time for pedestrians to cross and the average vehicle velocity under different pedestrian crossing volumes, different vehicle flows and different maximum vehicle velocities are obtained. To avoid an excessive waiting time for pedestrians to cross, the vehicle flow should be less than 180 veh/h, which allows an average of less than 10 s of waiting time; if the vehicle flow rate is less than 36 veh/h, then the waiting time is approximately 1 s. Field observations are conducted to validate the simulation results.
Safety effects of exclusive and concurrent signal phasing for pedestrian crossing.
Zhang, Yaohua; Mamun, Sha A; Ivan, John N; Ravishanker, Nalini; Haque, Khademul
2015-10-01
This paper describes the estimation of pedestrian crash count and vehicle interaction severity prediction models for a sample of signalized intersections in Connecticut with either concurrent or exclusive pedestrian phasing. With concurrent phasing, pedestrians cross at the same time as motor vehicle traffic in the same direction receives a green phase, while with exclusive phasing, pedestrians cross during their own phase when all motor vehicle traffic on all approaches is stopped. Pedestrians crossing at each intersection were observed and classified according to the severity of interactions with motor vehicles. Observation intersections were selected to represent both types of signal phasing while controlling for other physical characteristics. In the nonlinear mixed models for interaction severity, pedestrians crossing on the walk signal at an exclusive signal experienced lower interaction severity compared to those crossing on the green light with concurrent phasing; however, pedestrians crossing on a green light where an exclusive phase was available experienced higher interaction severity. Intersections with concurrent phasing have fewer total pedestrian crashes than those with exclusive phasing but more crashes at higher severity levels. It is recommended that exclusive pedestrian phasing only be used at locations where pedestrians are more likely to comply. Copyright © 2015. Published by Elsevier Ltd.
Modelling Pedestrian Travel Time and the Design of Facilities: A Queuing Approach
Rahman, Khalidur; Abdul Ghani, Noraida; Abdulbasah Kamil, Anton; Mustafa, Adli; Kabir Chowdhury, Md. Ahmed
2013-01-01
Pedestrian movements are the consequence of several complex and stochastic facts. The modelling of pedestrian movements and the ability to predict the travel time are useful for evaluating the performance of a pedestrian facility. However, only a few studies can be found that incorporate the design of the facility, local pedestrian body dimensions, the delay experienced by the pedestrians, and level of service to the pedestrian movements. In this paper, a queuing based analytical model is developed as a function of relevant determinants and functional factors to predict the travel time on pedestrian facilities. The model can be used to assess the overall serving rate or performance of a facility layout and correlate it to the level of service that is possible to provide the pedestrians. It has also the ability to provide a clear suggestion on the designing and sizing of pedestrian facilities. The model is empirically validated and is found to be a robust tool to understand how well a particular walking facility makes possible comfort and convenient pedestrian movements. The sensitivity analysis is also performed to see the impact of some crucial parameters of the developed model on the performance of pedestrian facilities. PMID:23691055
Seib, H
1990-01-01
Elderly motorists lose a significant amount of their mental(-somatic) and sensomotor capabilities. No data is available on the percentage of elderly motorists involved in car accidents. Their accident risk, however, is not above average because that decrease is outweighed by increased experience and a more thoughtful manner of driving. The percentage of elderly, especially female pedestrians killed by autos is very high. This is mainly due to age-specific mortality and to the high proportion of aged people, especially women, within the population. Our jurisdiction concerning responsibilities requires elderly people to become aware of any deficiencies and to take them into account. The administrative courts are very reserved in withdrawing driving licenses because of age-caused deficiencies. The mere fact that a driver is very old does not suffice; it even does not justify seeking a psychomedical opinion. In this paper it is argued that actions provided for by the law and regulations asking for a periodical check-up of sensomotor and mental capabilities of the elderly driver are disproportionate. Introducing an "eye-certificate" for all motorists as suggested by the German Ophthalmological Society, however, is considered useful and appropriate since deficiencies of vision have been discovered for all age groups.
Night-time pedestrian conspicuity: effects of clothing on drivers' eye movements.
Wood, Joanne M; Tyrrell, Richard A; Lacherez, Philippe; Black, Alex A
2017-03-01
Drivers' responses and eye movements were assessed as they approached pedestrians at night in order to explore the relative conspicuity benefits of different configurations of retroreflective markings. Eye movements were recorded using an ASL Mobile Eye (Applied Science Technologies, www.asleyetracking.com) from 14 young licensed drivers (M = 24.1 ± 6.4 years) as they drove along a closed-road circuit at night. At two locations, pedestrians walked in place facing either towards or away from the road. Pedestrians wore black clothing with a standard retroreflective vest either alone or with additional retroreflective markers positioned in a configuration conveying biological motion (biomotion). Drivers responded when they recognised that a pedestrian was present and again when they identified the direction the pedestrian was facing. Drivers recognised pedestrians from a significantly greater distance (p < 0.05) when the pedestrian's clothing included the biomotion configuration (319.1 m) than when the biomotion markings were absent (184.5 m). Further, the drivers recognised the direction that the pedestrian faced from a longer distance when biomotion markings were present (215.4 m vs 95.6 m). Eye movement data suggested that the biomotion configuration attracted drivers' attention significantly sooner than the vest (time to first fixation: 1.1 vs 3.5 s), that drivers fixated on pedestrians wearing biomotion for significantly less time prior to responding (3.4 s vs 6.1 s), and the time to first recognise a pedestrian was approximately half that for biomotion compared to vest (6.4 vs 13.9 s). Adding biomotion reflectors to the vest facilitated earlier recognition of pedestrians and faster identification of the direction that the pedestrian faced. These findings confirm that the conspicuity advantages of biomotion configurations on pedestrians at night result in part from drivers fixating pedestrians earlier and more efficiently. © 2017 The Authors
Understanding interactions between drivers and pedestrian features at signalized intersections.
DOT National Transportation Integrated Search
2015-10-01
Florida experienced serious pedestrian safety problems and had the highest pedestrian fatality rate in the U.S. from : 20082011. Pedestrian safety at signalized intersections is the most serious concern due to frequent and severe : conflicts betwe...
Establishing procedures and guidelines for pedestrian treatments at uncontrolled locations
DOT National Transportation Integrated Search
2017-08-01
Pedestrians are the most vulnerable road users. The risks to pedestrians crossing at uncontrolled locations are much higher than at signalized intersections. There has been an increasing trend in pedestrian deaths during the past decade. Specifically...
Anderson, Craig L; Dominguez, Kathlynn M; Hoang, Teresa V; Rowther, Armaan Ahmed; Carroll, M Christy; Lotfipour, Shahram; Hoonpongsimanont, Wirachin; Chakravarthy, Bharath
2012-01-01
This study tests the hypothesis that most pedestrian collisions occur near victims' homes. Patients involved in automobile versus pedestrian collisions who presented to the emergency department at a Level I trauma center between January 2000 and December 2009 were included in the study. Patient demographics were obtained from the trauma registry. Home address was determined from hospital records, collision site was determined from the paramedic run sheet, and the shortest walking distance between the collision site and pedestrian residence was determined using Google Maps. We summarized distances for groups with the median and compared groups using the Kruskal-Wallis rank test. We identified 1917 pedestrian injury cases and identified both residence address and collision location for 1213 cases (63%). Forty-eight percent of the collisions were near home (within 1.1 km, 95% CI 45-51%). Median distance from residence to collision site was 1.4 km (interquartile range 0.3-7.4 km). For ages 0-17, the median distance 0.7 km, and 59% (95% CI 54-63%) of collisions occurred near home. For ages 65 and older, the median distance was 0.6 km and 65% (95% CI 55-73%) were injured near home. Distance did not differ by sex, race, ethnicity, or blood alcohol level. More severe injuries (Injury Severity Score ≥ 16) occurred further from home than less severe injuries (median 1.9 km vs. 1.3 km, p=.01). Patients with a hospital stay of 3 days or less were injured closer to home (median 1.3 km) than patients with a hospital stay of 4 days or more (median 1.8 km, p=.001). Twenty-two percent were injured within the same census tract as their home, 22% on the boundary of their home census tract, and 55% in a different census tract.
Robust Pedestrian Classification Based on Hierarchical Kernel Sparse Representation
Sun, Rui; Zhang, Guanghai; Yan, Xiaoxing; Gao, Jun
2016-01-01
Vision-based pedestrian detection has become an active topic in computer vision and autonomous vehicles. It aims at detecting pedestrians appearing ahead of the vehicle using a camera so that autonomous vehicles can assess the danger and take action. Due to varied illumination and appearance, complex background and occlusion pedestrian detection in outdoor environments is a difficult problem. In this paper, we propose a novel hierarchical feature extraction and weighted kernel sparse representation model for pedestrian classification. Initially, hierarchical feature extraction based on a CENTRIST descriptor is used to capture discriminative structures. A max pooling operation is used to enhance the invariance of varying appearance. Then, a kernel sparse representation model is proposed to fully exploit the discrimination information embedded in the hierarchical local features, and a Gaussian weight function as the measure to effectively handle the occlusion in pedestrian images. Extensive experiments are conducted on benchmark databases, including INRIA, Daimler, an artificially generated dataset and a real occluded dataset, demonstrating the more robust performance of the proposed method compared to state-of-the-art pedestrian classification methods. PMID:27537888
Robust Pedestrian Classification Based on Hierarchical Kernel Sparse Representation.
Sun, Rui; Zhang, Guanghai; Yan, Xiaoxing; Gao, Jun
2016-08-16
Vision-based pedestrian detection has become an active topic in computer vision and autonomous vehicles. It aims at detecting pedestrians appearing ahead of the vehicle using a camera so that autonomous vehicles can assess the danger and take action. Due to varied illumination and appearance, complex background and occlusion pedestrian detection in outdoor environments is a difficult problem. In this paper, we propose a novel hierarchical feature extraction and weighted kernel sparse representation model for pedestrian classification. Initially, hierarchical feature extraction based on a CENTRIST descriptor is used to capture discriminative structures. A max pooling operation is used to enhance the invariance of varying appearance. Then, a kernel sparse representation model is proposed to fully exploit the discrimination information embedded in the hierarchical local features, and a Gaussian weight function as the measure to effectively handle the occlusion in pedestrian images. Extensive experiments are conducted on benchmark databases, including INRIA, Daimler, an artificially generated dataset and a real occluded dataset, demonstrating the more robust performance of the proposed method compared to state-of-the-art pedestrian classification methods.
Mascarenhas, Márcio Dênis Medeiros; Souto, Rayone Moreira Costa Veloso; Malta, Deborah Carvalho; Silva, Marta Maria Alves da; Lima, Cheila Marina de; Montenegro, Marli de Mesquita Silva
2016-12-01
Injuries resulting from motorcycle road traffic accidents are an important public health issue in Brazil. This study aimed to describe the characteristics of motorcyclists involved in traffic accidents attended in public urgent and emergency services in the state capitals and the Federal District. This is a cross-sectional study based on data from the Violence and Accident Surveillance System (VIVA Survey) in 2014. Data were analyzed according to sociodemographic, event and attendance characteristics. Proportional differences between genders were analyzed by chi-square test (Rao-Scott) with 5% significance level. Motorcyclist-related attendances (n = 9,673) reported a prevalence of men (gender ratio = 3.2), young people aged 20-39 years (65.7%), black / brown (73.6%), paid work (76.4%). Helmet use was reported by 79.1% of the victims, 13.3% had consumed alcohol in the six hours prior to the accident, 41.4% of the events were related to the victim's work. Accidents were more frequent on weekends, in the morning and late afternoon. These characteristics can support the development of public accident prevention policies and health promotion.
36 CFR 3.5 - Do I have to report an accident involving a vessel to the National Park Service?
Code of Federal Regulations, 2014 CFR
2014-07-01
... accident involving a vessel to the National Park Service? 3.5 Section 3.5 Parks, Forests, and Public Property NATIONAL PARK SERVICE, DEPARTMENT OF THE INTERIOR BOATING AND WATER USE ACTIVITIES § 3.5 Do I have to report an accident involving a vessel to the National Park Service? (a) The operator of a vessel...
36 CFR 3.5 - Do I have to report an accident involving a vessel to the National Park Service?
Code of Federal Regulations, 2012 CFR
2012-07-01
... accident involving a vessel to the National Park Service? 3.5 Section 3.5 Parks, Forests, and Public Property NATIONAL PARK SERVICE, DEPARTMENT OF THE INTERIOR BOATING AND WATER USE ACTIVITIES § 3.5 Do I have to report an accident involving a vessel to the National Park Service? (a) The operator of a vessel...
36 CFR 3.5 - Do I have to report an accident involving a vessel to the National Park Service?
Code of Federal Regulations, 2011 CFR
2011-07-01
... accident involving a vessel to the National Park Service? 3.5 Section 3.5 Parks, Forests, and Public Property NATIONAL PARK SERVICE, DEPARTMENT OF THE INTERIOR BOATING AND WATER USE ACTIVITIES § 3.5 Do I have to report an accident involving a vessel to the National Park Service? (a) The operator of a vessel...
36 CFR 3.5 - Do I have to report an accident involving a vessel to the National Park Service?
Code of Federal Regulations, 2010 CFR
2010-07-01
... accident involving a vessel to the National Park Service? 3.5 Section 3.5 Parks, Forests, and Public Property NATIONAL PARK SERVICE, DEPARTMENT OF THE INTERIOR BOATING AND WATER USE ACTIVITIES § 3.5 Do I have to report an accident involving a vessel to the National Park Service? (a) The operator of a vessel...
36 CFR 3.5 - Do I have to report an accident involving a vessel to the National Park Service?
Code of Federal Regulations, 2013 CFR
2013-07-01
... accident involving a vessel to the National Park Service? 3.5 Section 3.5 Parks, Forests, and Public Property NATIONAL PARK SERVICE, DEPARTMENT OF THE INTERIOR BOATING AND WATER USE ACTIVITIES § 3.5 Do I have to report an accident involving a vessel to the National Park Service? (a) The operator of a vessel...
Examining the Characteristics of Fatal Pedestrian Crashes
DOT National Transportation Integrated Search
2016-11-01
Pedestrian safety has become a strategic priority for UDOT over the past two years. In Utah, pedestrians make up over 12% of total roadway fatalities while less than 2% of all trips are taken on foot. This over-representation of risk led to the creat...
Code of Federal Regulations, 2012 CFR
2012-10-01
... investigation involving aircraft, missiles, and space launch vehicles. 252.228-7005 Section 252.228-7005 Federal... investigation involving aircraft, missiles, and space launch vehicles. As prescribed in 228.370(d), use the following clause: Accident Reporting and Investigation Involving Aircraft, Missiles, and Space Launch...
Code of Federal Regulations, 2014 CFR
2014-10-01
... investigation involving aircraft, missiles, and space launch vehicles. 252.228-7005 Section 252.228-7005 Federal... investigation involving aircraft, missiles, and space launch vehicles. As prescribed in 228.370(d), use the following clause: Accident Reporting and Investigation Involving Aircraft, Missiles, and Space Launch...
Code of Federal Regulations, 2010 CFR
2010-10-01
... investigation involving aircraft, missiles, and space launch vehicles. 252.228-7005 Section 252.228-7005 Federal... investigation involving aircraft, missiles, and space launch vehicles. As prescribed in 228.370(d), use the following clause: Accident Reporting and Investigation Involving Aircraft, Missiles, and Space Launch...
Code of Federal Regulations, 2011 CFR
2011-10-01
... investigation involving aircraft, missiles, and space launch vehicles. 252.228-7005 Section 252.228-7005 Federal... investigation involving aircraft, missiles, and space launch vehicles. As prescribed in 228.370(d), use the following clause: Accident Reporting and Investigation Involving Aircraft, Missiles, and Space Launch...
Code of Federal Regulations, 2013 CFR
2013-10-01
... investigation involving aircraft, missiles, and space launch vehicles. 252.228-7005 Section 252.228-7005 Federal... investigation involving aircraft, missiles, and space launch vehicles. As prescribed in 228.370(d), use the following clause: Accident Reporting and Investigation Involving Aircraft, Missiles, and Space Launch...
Domino effect in chemical accidents: main features and accident sequences.
Darbra, R M; Palacios, Adriana; Casal, Joaquim
2010-11-15
The main features of domino accidents in process/storage plants and in the transportation of hazardous materials were studied through an analysis of 225 accidents involving this effect. Data on these accidents, which occurred after 1961, were taken from several sources. Aspects analyzed included the accident scenario, the type of accident, the materials involved, the causes and consequences and the most common accident sequences. The analysis showed that the most frequent causes are external events (31%) and mechanical failure (29%). Storage areas (35%) and process plants (28%) are by far the most common settings for domino accidents. Eighty-nine per cent of the accidents involved flammable materials, the most frequent of which was LPG. The domino effect sequences were analyzed using relative probability event trees. The most frequent sequences were explosion→fire (27.6%), fire→explosion (27.5%) and fire→fire (17.8%). Copyright © 2010 Elsevier B.V. All rights reserved.
Wiseman, H M; Guest, K; Murray, V S; Volans, G N
1987-07-01
To assess the effectiveness of child-resistant closures (CRCs) and unit dose packaging in preventing childhood poisoning with medications, a survey by 14 hospitals of accidental suspected poisoning in children under 5-years-old, was compared with a survey of a representative sample of households with children under 5 living in the catchment areas of the hospitals. Nine hundred and thirty-eight medications thought to have been ingested by 877 children were compared with 5827 medications found in households with children. The relationship between availability of packs or medications in the home and their involvement in accidents was quantified by means of an Accident Association Index (AAI). A low AAI indicated that the involvement of a pack or medication was less than expected from availability and therefore safe. A high AAI indicated that involvement was greater than expected and therefore unsafe. Medications involved in suspected poisoning were most frequently packed in containers without CRCs (63%) or transparent blisters (20%); both had high AAIs. CRCs, strips, sachets and opaque blisters had low AAIs. Analgesics, expectorants and gastrointestinal medications, had low AAIs, while oral contraceptives, hypnotics, sedative/tranquillizers, antidepressants, anticonvulsants, anti-emetics, and anti-infectives had high AAIs. Prescription medications were more frequently involved in accidents than over-the-counter (OTC) medications and had a higher AAI. Comparison of the AAIs of different kinds of medication in each of their various pack types showed that safe packaging reduced the risk from medications which had a high average AAI. Only 40% of medications were in their normal storage place at the time of the accident. Medicine and bathroom cabinets, and kitchen cupboards and drawers were the safest places to store medications. Handbags, fridges, and shelves or ledges in the bathroom were the most unsafe places. No pack had a low AAI when stored on open shelves
The influence of the infrastructure characteristics in urban road accidents occurrence.
Vieira Gomes, Sandra
2013-11-01
This paper summarizes the result of a study regarding the creation of tools that can be used in intervention methods in the planning and management of urban road networks in Portugal. The first tool relates the creation of a geocoded database of road accidents occurred in Lisbon between 2004 and 2007, which allowed the definition of digital maps, with the possibility of a wide range of consultations and crossing of information. The second tool concerns the development of models to estimate the frequency of accidents on urban networks, according to different desegregations: road element (intersections and segments); type of accident (accidents with and without pedestrians); and inclusion of explanatory variables related to the road environment. Several methods were used to assess the goodness of fit of the developed models, allowing more robust conclusions. This work aims to contribute to the scientific knowledge of accidents phenomenon in Portugal, with detailed and accurate information on the factors affecting its occurrence. This allows to explicitly include safety aspects in planning and road management tasks. Copyright © 2013 Elsevier Ltd. All rights reserved.
Fatigue effect on phase transition of pedestrian movement: experiment and simulation study
NASA Astrophysics Data System (ADS)
Luo, Lin; Fu, Zhijian; Zhou, Xiaodong; Zhu, Kongjin; Yang, Hongtai; Yang, Lizhong
2016-10-01
How to model pedestrian movement is an intriguing problem in the area of statistical physics. As a common phenomenon of pedestrian movement, fatigue has a significant negative effect on pedestrian movement, especially when pedestrians move or run with heavy luggage, rescue the wounded in disaster, climb stairs and etc. According to the field observations and previous researches, fatigue coefficient is defined as the decrease of desired velocity in this study. However, previous researches lacked quantitative analysis of the effect of fatigue on pedestrian speed. It has been a great challenge to study the effect of fatigue on pedestrian flow, since pedestrians of heterogeneous walking abilities and the change of pedestrians’ moving properties need to be taken into consideration. Thus, at first, a series of pedestrian experiments, under three different conditions, were conducted to formulate the empirical relationship among fatigue, average free velocity, and walking distance. Then the empirical formulation of pedestrian fatigue was imported into the multi-velocity field floor cellular automata (FFCA) model for following pedestrian dynamics analysis. The velocity ratio was adjusted dynamically to adapt the change of pedestrians’ velocity due to fatigue. The fatigue, entrance flow rate and pedestrian’s initial desired velocity are found to have significant effects on the pedestrian flow. The space-time distributions of pedestrian density and velocity were explored in detail, with phase transition analyses from a free flow phase to a congestion phase. Additionally, the ‘density wave’ in the system can be observed if a certain ratio of burdened pedestrians lay in the high density region. The envelope of the ‘density wave’ reaches its maximum amplitude around the entrance position, and gradually diminishes away from the entrance.
Modeling pedestrian evacuation by means of game theory
NASA Astrophysics Data System (ADS)
Shi, Dongmei; Zhang, Wenyao; Wang, Binghong
2017-04-01
Pedestrian evacuation is studied based on a modified lattice model. The payoff matrix in this model represents the complicated interactions between selfish individuals, and the mean force imposed on an individual is given by considering the impacts of neighbors, walls, and defector herding. Each passer-by moves to his selected location according to the Fermi function, and the average velocity of pedestrian flow is defined as a function of the motion rule. Two pedestrian types are included: cooperators, who adhere to the evacuation instructions; and defectors, who ignore the rules and act individually. It is observed that the escape time increases as fear degree increases, and the system remains smooth for a low fear degree, but exhibits three stages for a high fear degree. We prove that the fear degree determines the dynamics of this system, and the initial density of cooperators has a negligible impact. The system experiences three phases, a single phase of cooperator, a mixed two-phase pedestrian, and a single phase of defector sequentially as the fear degree upgrades. The phase transition has been proven basically robust to the changes of empty site contribution, wall’s pressure, and noise amplitude in the motion rule. It is further shown that pedestrians derive the greatest benefit from overall cooperation, but are trapped in the worst situation if they are all defectors. Dynamics of pedestrian evacuation.
Update schemes of multi-velocity floor field cellular automaton for pedestrian dynamics
NASA Astrophysics Data System (ADS)
Luo, Lin; Fu, Zhijian; Cheng, Han; Yang, Lizhong
2018-02-01
Modeling pedestrian movement is an interesting problem both in statistical physics and in computational physics. Update schemes of cellular automaton (CA) models for pedestrian dynamics govern the schedule of pedestrian movement. Usually, different update schemes make the models behave in different ways, which should be carefully recalibrated. Thus, in this paper, we investigated the influence of four different update schemes, namely parallel/synchronous scheme, random scheme, order-sequential scheme and shuffled scheme, on pedestrian dynamics. The multi-velocity floor field cellular automaton (FFCA) considering the changes of pedestrians' moving properties along walking paths and heterogeneity of pedestrians' walking abilities was used. As for parallel scheme only, the collisions detection and resolution should be considered, resulting in a great difference from any other update schemes. For pedestrian evacuation, the evacuation time is enlarged, and the difference in pedestrians' walking abilities is better reflected, under parallel scheme. In face of a bottleneck, for example a exit, using a parallel scheme leads to a longer congestion period and a more dispersive density distribution. The exit flow and the space-time distribution of density and velocity have significant discrepancies under four different update schemes when we simulate pedestrian flow with high desired velocity. Update schemes may have no influence on pedestrians in simulation to create tendency to follow others, but sequential and shuffled update scheme may enhance the effect of pedestrians' familiarity with environments.
Genitourinary injuries after traffic accidents: Analysis of a registry of 162,690 victims.
Terrier, Jean-Etienne; Paparel, Philippe; Gadegbeku, Blandine; Ruffion, Alain; Jenkins, Lawrence C; N'Diaye, Amina
2017-06-01
Traffic accidents are the most frequent cause of genitourinary injuries (GUI). Kidney injuries after trauma have been well described. However, there exists a paucity of data on other traumatic GUI after traffic accidents. The objective of this study was to analyze the frequency and type of all GUI, by user category, after traffic accidents. Patient cases were extracted from the trauma registry of the French department of Rhone from 1996 to 2013. We assessed the urogenital injuries presented by each of road user's categories. Severity injuries were coded with the Abbreviated Injury Scale and the Injury Severity Score. Kidney trauma was mapped with the classification of the American Association for the Surgery of Trauma. Multivariate prediction models were used for analysis of data. Of 162,690 victims, 963 presented with GUI (0.59%). 47% were motorcyclists, 22% were in a car, 18% on bicycles, and 9% were pedestrians. The most common organ injury was kidney (41%) followed by testicular (23%). Among the 208 motorists with a GUI, kidney (70%), bladder (10%), and adrenal gland (9%) were the most frequent lesions. Among the 453 motorcyclist victims with GUI, kidney (35%) and testicular (38%) traumas were the most frequent and 62% of injuries involved external genitalia. There were 175 cyclists with GUI, 70% of injuries involved external genitalia; penile traumas (23%) were the most frequent. In total, there were 395 kidney injuries, most being low grade. According to the American Association for the Surgery of Trauma kidney injuries were grade I, 59%; grade II, 11%; grade III, 16%; grade IV, 9%; grade V, 3%; and indeterminate, 2%. GUI is an infrequent trauma after traffic accidents, with kidneys being the most commonly injured. Physicians must maintain a high awareness for external genitalia injuries in motorcyclists and cyclists. Prognostic and epidemiologic study, level III.
Community-based pedestrian safety training in virtual reality: A pragmatic trial.
Schwebel, David C; Combs, Tabitha; Rodriguez, Daniel; Severson, Joan; Sisiopiku, Virginia
2016-01-01
Child pedestrian injuries are a leading cause of mortality and morbidity across the United States and the world. Repeated practice at the cognitive-perceptual task of crossing a street may lead to safer pedestrian behavior. Virtual reality offers a unique opportunity for repeated practice without the risk of actual injury. This study conducted a pre-post within-subjects trial of training children in pedestrian safety using a semi-mobile, semi-immersive virtual pedestrian environment placed at schools and community centers. Pedestrian safety skills among a group of 44 seven- and eight-year-old children were assessed in a laboratory, and then children completed six 15-minute training sessions in the virtual pedestrian environment at their school or community center following pragmatic trial strategies over the course of three weeks. Following training, pedestrian safety skills were re-assessed. Results indicate improvement in delay entering traffic following training. Safe crossings did not demonstrate change. Attention to traffic and time to contact with oncoming vehicles both decreased somewhat, perhaps an indication that training was incomplete and children were in the process of actively learning to be safer pedestrians. The findings suggest virtual reality environments placed in community centers hold promise for teaching children to be safer pedestrians, but future research is needed to determine the optimal training dosage. Copyright © 2015 Elsevier Ltd. All rights reserved.
Rodrigues, Cintia Leci; de Eston Armond, Jane; Gorios, Carlos; Souza, Patricia Colombo
2014-01-01
Objective To describe the characteristics of motorcycle and bicycle accident victims, according to notifications of suspected and confirmed accidents that have occurred in the municipality of São Paulo. Method This was a descriptive epidemiological study. It covered all accidents (12,924) that occurred involving motorcycles (11,366) and bicycles (1558) between January 2011 and October 2013. Data in the Health Department's information system for surveillance of violence and accidents (SIVVA) was surveyed. Results Motorcycle accidents accounted for 52.1% of the cases notified and bicycles, 7.1%. Males predominated in both types of accidents: 81.6% and 80.6%, respectively. In the motorcycle accidents, the predominant age group among the victims was from 20 to 24 years. Both types of accidents occurred during the daytime (7:00–18:00 h): 37.4% and 27.0% respectively. Among the motorcycle accidents, the driver had been using alcohol in 3% and it was not possible to identify whether this had occurred in 67%. Conclusions Public policies prioritizing financial and human resources applied toward reducing these types of accidents need to be brought in. PMID:26229868
Pedestrian friendly traffic signal control : final research report.
DOT National Transportation Integrated Search
2016-01-01
This project continues research aimed at real-time detection and use of pedestrian : traffic flow information to enhance adaptive traffic signal control in urban areas : where pedestrian traffic is substantial and must be given appropriate attention ...
DOT National Transportation Integrated Search
2000-12-31
Accidents involving chemicals or radioactive materials represent a significant threat to the environment, public : health and safety, and community well-being. In an increasingly complex and interconnected world, no community : is immune from the thr...
Predictors of road crossing safety in pedestrians with Parkinson's disease.
Lin, Chin-Hsien; Ou, Yang-Kun; Wu, Ruey-Meei; Liu, Yung-Ching
2013-03-01
Road-crossing safety is an important issue in an aging society. Information regarding the risk of crossing the street to pedestrians with Parkinson's disease (PD) is limited. To assess the risk and predictors of unsafe crossing behaviors in patients with PD, we compared 31 pedestrians with mild-to-moderate PD to 50 age/gender/education-matched controls using a battery of cognitive, visual, and motor tests. With a simulated simple street-crossing situation, we determined the remaining time and safety margin for each participant in different traffic situations, including variable motor vehicle speed, time gap, and time of the day. Odds ratios (ORs) were estimated by logistic regression models. We found that pedestrians with PD were more vulnerable to traffic accidents than controls (OR 1.61 [1.28-2.02], P=0.01). The risk of crossing road correlated in a dose-dependent manner with the severity of PD, based on both Hoehn and Yahr (H&Y) stages and unified Parkinson's disease rating scale (UPDRS) motor scores (OR 1.13 for each increasing point of UPDSR, P<0.01). Among PD patients, scores of clock drawing test (OR 0.8 [0.74-0.88], P<0.01) and visual form discrimination (OR 1.14 [1.07-1.22], P<0.01) predicted worsening of safety errors, rather than executive function. Environmental factors, such as fast approaching motor vehicle speed (OR 4.50 [2.92-6.95], P<0.01), short time gap (OR 45.98 [27.04-78.18], P<0.01), and time of day (OR 4.45 [3.11-6.36], P<0.01) also affected road-crossing safety. Future large sample studies are needed to confirm our findings. Training programs or portable stimulator devices that compensate for the visual-spatial disabilities of PD patients are required to improve road safety for PD patients. Crown Copyright © 2012. Published by Elsevier Ltd. All rights reserved.
Magnitude and outcomes of road traffic accidents at Hospitals in Wolaita Zone, SNNPR, Ethiopia.
Hailemichael, Feleke; Suleiman, Mohammed; Pauolos, Wondimagegn
2015-04-09
A Road traffic accident is an incident on a way or street open to public traffic, resulting in one or more persons being killed or injured, and involving at least one moving vehicle. The aim of this study is to assess magnitude and outcome of road traffic accidents among trauma victims at hospitals in Wolaita zone. A cross sectional hospital based study design using retrospective chart review was conducted from March 5th to March 25th, 2014. Simple random sampling technique was applied to identify sample population. The data was entered in to Epi info version 3.5.1 and transferred to SPSS version 16 for further analysis. A total of 384 trauma victims were incorporated in the study of which 240 (62.5%) were due to road traffic accidents. The majority of patients were male 298 (77.6%) and most commonly aged between 20-29 (35.42%). The principal outcome of injury was more commonly lower extremity (182 patients, 47.4%), compared to upper extremity (126 patients, 32.8%). Of all trauma patient presenting to hospitals (62.5%) are the result of road traffic accident. Hence, the provision of tailored messages to all members of the community regarding knowledge and practices of road safety measures like appropriate use of pavements by pedestrians and avoiding risky driving behaviors. Besides this make use of compulsory motorcycle helmets would appear to be a very important intervention.
NASA Astrophysics Data System (ADS)
Soetrisno, D. P.
2017-06-01
Pedestrian crossing facilities are effective enough to avoid pedestrians with vehicles, but its utilization is still quite low. It indicated that safety is not the only factor that influences a person to utilize the pedestrian crossing facilities. In addition, the availability of supporting elements of the pedestrian is still not quite attention, which is also became a factor that causes the pedestrians doesn’t utilize the pedestrian crossing facilities. Therefore, this research was structured to examine the relationship between the availability of the supporting elements of the pedestrian with pedestrian crossing facility usage based on user preferences. Data collection method used is primary survey consist of observation and the questionnaire. Sampling techniques used is purposive sampling with the number of respondents as many as 211 respondents by using questionnaire with ordinal scales to identify respondents’ consideration level of supporting elements pedestrian and crossing facility utilization factors. The survey is done on 15 crossing facilities area in 3 different locations with the same characteristics of land use in the form of higher education area (university area) and trades and services activities area. The analysis technique used is frequency distribution analysis in order to identify preference pedestrian on the availability of supporting elements of pedestrian and pedestrian crossing facility utilization factors, and chi square analysis is used to analyze the relationship between the availability of the supporting elements of the pedestrian with pedestrian crossing facility utilization. Based on the chi square analysis results with significance 5 % obtained the result that there are six supporting elements of pedestrian having correlation to the factors of pedestrian crossing facility utilization consist of the availability of sidewalk, pedestrian lights, Street Lighting Lamps, Pedestrian Crossing Markings Facilities, Sign Crossings
Impact of access management practices to pedestrian safety.
DOT National Transportation Integrated Search
2017-03-31
This study focused on the impact of access management practices to the safety of pedestrians. Some : of the access management practices considered to impact pedestrian safety included limiting direct : access to and from major streets, locating signa...
NASA Astrophysics Data System (ADS)
Fauzi, A. F.; Aditianata, A.
2018-02-01
The existence of street as a place to perform various human activities becomes an important issue nowadays. In the last few decades, cars and motorcycles dominate streets in various cities in the world. On the other hand, human activity on the street is the determinant of the city livability. Previous research has pointed out that if there is lots of human activity in the street, then the city will be interesting. Otherwise, if the street has no activity, then the city will be boring. Learning from that statement, now various cities in the world are developing the concept of livable streets. Livable streets shown by diversity of human activities conducted in the streets’ pedestrian space. In Yogyakarta, one of the streets shown diversity of human activities is Jalan Kemasan. This study attempts to determine the physical factors of pedestrian space affecting the livability in Jalan Kemasan Yogyakarta through spatial analysis. Spatial analysis was performed by overlay technique between liveable point (activity diversity) distribution map and variable distribution map. Those physical pedestrian space research variable included element of shading, street vendors, building setback, seat location, divider between street and pedestrian way, and mixed use building function. More diverse the activity of one variable, then those variable are more affected then others. Overlay result then strengthened by field observation to qualitatively ensure the deduction. In the end, this research will provide valuable input for street and pedestrian space planning that is comfortable for human activities.
Relations between temperamental fear and risky pedestrian behavior.
Shen, Jiabin; McClure, Leslie A; Schwebel, David C
2015-07-01
Child pedestrian injury poses a significant global public health challenge. This study examines relations between temperamental fear and children's risky pedestrian behavior, utilizing mediation analytic strategies to study underlying mechanisms of the hypothesized relation. As part of a larger study, 240 seven- and eight-year-old children completed 30 crossings in a virtual reality (VR) pedestrian environment. Three pedestrian behaviors were considered: start gap (lag after a traffic gap appears before child initiates crossing into the gap), time to contact (TTC; gap between avatar and the lead oncoming vehicle), and hits (collisions with vehicles in simulated crossings). Temperamental fear was measured by parent report. Fearful children were more likely to be struck by virtual vehicles, and the relation between fear and risky pedestrian behaviors was mediated by start gap and TTC. Specifically, children who were temperamentally more fearful were more likely to hesitate before initiating crossing, which led to shorter gaps between themselves and the oncoming vehicle, hence causing them to be more likely to be hit by virtual vehicles. Gender interacted with fear, such that fearful girls were most likely to be hit. Both temperamental fear and gender influenced the risk of child pedestrian injuries. Delayed entry into traffic and shorter gaps between children and oncoming vehicles may underlie this relation. Future research should explore how these factors might influence the effectiveness of prevention programs. Copyright © 2015. Published by Elsevier Ltd.
Comprehensive study to reduce pedestrian crashes in Florida.
DOT National Transportation Integrated Search
2013-12-01
Pedestrian crashes are a major traffic safety concern in Florida. This project aims to improve pedestrian safety on : Floridas state roads by identifying crash patterns and contributing factors at both the statewide and site-specific : level and p...
Evaluating Countermeasures to Improve Pedestrian and Bicycle Safety
DOT National Transportation Integrated Search
2018-11-01
Pedestrian crashes have reached an alarming level in the U.S. Different factors could contribute to the occurrence of these crashes at an intersection, including driver errors, the type of maneuver, and pedestrian behaviors. All these factors highlig...
Oriented regions grouping based candidate proposal for infrared pedestrian detection
NASA Astrophysics Data System (ADS)
Wang, Jiangtao; Zhang, Jingai; Li, Huaijiang
2018-04-01
Effectively and accurately locating the positions of pedestrian candidates in image is a key task for the infrared pedestrian detection system. In this work, a novel similarity measuring metric is designed. Based on the selective search scheme, the developed similarity measuring metric is utilized to yield the possible locations for pedestrian candidate. Besides this, corresponding diversification strategies are also provided according to the characteristics of the infrared thermal imaging system. Experimental results indicate that the presented scheme can achieve more efficient outputs than the traditional selective search methodology for the infrared pedestrian detection task.
Coarse-to-fine deep neural network for fast pedestrian detection
NASA Astrophysics Data System (ADS)
Li, Yaobin; Yang, Xinmei; Cao, Lijun
2017-11-01
Pedestrian detection belongs to a category of object detection is a key issue in the field of video surveillance and automatic driving. Although recent object detection methods, such as Fast/Faster RCNN, have achieved excellent performance, it is difficult to meet real-time requirements and limits the application in real scenarios. A coarse-to-fine deep neural network for fast pedestrian detection is proposed in this paper. Two-stage approach is presented to realize fine trade-off between accuracy and speed. In the coarse stage, we train a fast deep convolution neural network to generate most pedestrian candidates at the cost of a number of false positives. The detector can cover the majority of scales, sizes, and occlusions of pedestrians. After that, a classification network is introduced to refine the pedestrian candidates generated from the previous stage. Refining through classification network, most of false detections will be excluded easily and the final pedestrian predictions with bounding box and confidence score are produced. Competitive results have been achieved on INRIA dataset in terms of accuracy, especially the method can achieve real-time detection that is faster than the previous leading methods. The effectiveness of coarse-to-fine approach to detect pedestrians is verified, and the accuracy and stability are also improved.
Influencing Factors on Conflicts of Turning Vehicles and Pedestrians at Intersections
DOT National Transportation Integrated Search
2015-09-30
Vehicle drivers are expected to yield to pedestrians when there are conflicts, however drivers may fail to see pedestrians and react to pedestrians when they are influenced by various factors such as the surrounding traffic, intersection geometric, v...
Training strategy for convolutional neural networks in pedestrian gender classification
NASA Astrophysics Data System (ADS)
Ng, Choon-Boon; Tay, Yong-Haur; Goi, Bok-Min
2017-06-01
In this work, we studied a strategy for training a convolutional neural network in pedestrian gender classification with limited amount of labeled training data. Unsupervised learning by k-means clustering on pedestrian images was used to learn the filters to initialize the first layer of the network. As a form of pre-training, supervised learning for the related task of pedestrian classification was performed. Finally, the network was fine-tuned for gender classification. We found that this strategy improved the network's generalization ability in gender classification, achieving better test results when compared to random weights initialization and slightly more beneficial than merely initializing the first layer filters by unsupervised learning. This shows that unsupervised learning followed by pre-training with pedestrian images is an effective strategy to learn useful features for pedestrian gender classification.
Pedestrian facilities users guide : providing safety and mobility
DOT National Transportation Integrated Search
2002-03-01
The Guide provides information on how to identify safety and mobility needs of pedestrians within roadway rights-of-way. Chapter 1 provides an overview of the creation of a walkable environment. Chepter 2 describes basic pedestrian crash trends and t...
Linking pedestrian flow characteristics with stepping locomotion
NASA Astrophysics Data System (ADS)
Wang, Jiayue; Boltes, Maik; Seyfried, Armin; Zhang, Jun; Ziemer, Verena; Weng, Wenguo
2018-06-01
While properties of human traffic flow are described by speed, density and flow, the locomotion of pedestrian is based on steps. To relate characteristics of human locomotor system with properties of human traffic flow, this paper aims to connect gait characteristics like step length, step frequency, swaying amplitude and synchronization with speed and density and thus to build a ground for advanced pedestrian models. For this aim, observational and experimental study on the single-file movement of pedestrians at different densities is conducted. Methods to measure step length, step frequency, swaying amplitude and step synchronization are proposed by means of trajectories of the head. Mathematical models for the relations of step length or frequency and speed are evaluated. The problem how step length and step duration are influenced by factors like body height and density is investigated. It is shown that the effect of body height on step length and step duration changes with density. Furthermore, two different types of step in-phase synchronization between two successive pedestrians are observed and the influence of step synchronization on step length is examined.
Examining racial bias as a potential factor in pedestrian crashes.
Coughenour, Courtney; Clark, Sheila; Singh, Ashok; Claw, Eudora; Abelar, James; Huebner, Joshua
2017-01-01
In the US people of color are disproportionately affected by pedestrian crashes. The purpose of this study was to examine the potential for racial bias in driver yielding behaviors at midblock crosswalks in low and high income neighborhoods located in the sprawling metropolitan area of Las Vegas, NV. Participants (1 white, 1 black female) crossed at a midblock crosswalk on a multilane road in a low income and a high income neighborhood. Trained observers recorded (1) number of cars that passed in the nearest lane before yielding while the pedestrian waited near the crosswalk at the curb (2) number of cars that passed through the crosswalk with the pedestrian in the same half of the roadway. The first car in the nearest lane yielded to the pedestrian while they waited at the curb 51.5% of the time at the high income and 70.7% of the time at the low income crosswalk. Two way ANOVAs found an interaction effect between income and race on yielding behaviors. Simple effects for income revealed that at the high income crosswalk, drivers were less likely to yield to the white pedestrian while she waited at the curb (F(1,122)=11.18;p=0.001), and were less likely to yield to the black pedestrian while she was in the same half of the roadway at the high income crosswalk (F(1,124)=4.40;p=0.04). Simple effects for race showed significantly more cars passed through the crosswalk while the black pedestrian was in the roadway compared to the white pedestrian at the high income crosswalk (F(1,124)=6.62;p=0.01). Bias in driver yielding behavior may be one influencing factor in higher rates of pedestrian crashes for people of color. Copyright © 2016 Elsevier Ltd. All rights reserved.
World commercial aircraft accidents
DOE Office of Scientific and Technical Information (OSTI.GOV)
Kimura, C.Y.
1993-01-01
This report is a compilation of all accidents world-wide involving aircraft in commercial service which resulted in the loss of the airframe or one or more fatality, or both. This information has been gathered in order to present a complete inventory of commercial aircraft accidents. Events involving military action, sabotage, terrorist bombings, hijackings, suicides, and industrial ground accidents are included within this list. Included are: accidents involving world commercial jet aircraft, world commercial turboprop aircraft, world commercial pistonprop aircraft with four or more engines and world commercial pistonprop aircraft with two or three engines from 1946 to 1992. Each accidentmore » is presented with information in the following categories: date of the accident, airline and its flight numbers, type of flight, type of aircraft, aircraft registration number, construction number/manufacturers serial number, aircraft damage, accident flight phase, accident location, number of fatalities, number of occupants, cause, remarks, or description (brief) of the accident, and finally references used. The sixth chapter presents a summary of the world commercial aircraft accidents by major aircraft class (e.g. jet, turboprop, and pistonprop) and by flight phase. The seventh chapter presents several special studies including a list of world commercial aircraft accidents for all aircraft types with 100 or more fatalities in order of decreasing number of fatalities, a list of collision accidents involving commercial aircrafts, and a list of world commercial aircraft accidents for all aircraft types involving military action, sabotage, terrorist bombings, and hijackings.« less
Identification of alcohol-pedestrian crash problems among selected racial/ethnic groups
DOT National Transportation Integrated Search
1997-09-01
Pedestrians who had been drinking make up about half of all adult pedestrian crash fatalities. About one-third of all adult pedestrian victims were at BACs of 15% or more (NHTSA's Fatality Analysis Reporting System (FARS), 1984-1993). This study exam...
32 CFR 636.26 - Pedestrian's rights and duties.
Code of Federal Regulations, 2010 CFR
2010-07-01
... ENFORCEMENT AND CRIMINAL INVESTIGATIONS MOTOR VEHICLE TRAFFIC SUPERVISION (SPECIFIC INSTALLATIONS) Fort Stewart, Georgia § 636.26 Pedestrian's rights and duties. (a) Pedestrians will obey all traffic control devices and regulations, unless directed to do otherwise by the Military Police. (b) When traffic-control...
Identification of reluctant factors in using footpaths based on the pedestrians' perception
NASA Astrophysics Data System (ADS)
Hadiyanto, Wahyu; Handayani, Dewi; Yulianto, Budi
2017-06-01
Footpath is a path intended particularly for pedestrians to avoid any conflicts with motor vehicles. However in reality, most of the pedestrians are unwilling to use paths and they prefer to walk on the roads. This research was conducted with the aim to identify the existing condition of pedestrian footpaths based on field observations and to determine the factors that cause the pedestrians are reluctant to walk on the trails. The method used to investigate the pedestrians' perception was by distributing questionnaires to the pedestrians. The results of this study found that the factors that caused the pedestrians did not want to use footpaths were the footpath width, the existence of barriers and obstacles, unstable height (not continuous), damaged surface, non-standard driveway that intersects sidewalk, suboptimal function of ramp, transverse steep slope, and the absence of bollard that could protect footpaths from the access of motorcycles.
NASA Astrophysics Data System (ADS)
Li, Jun; Fu, Siyao; He, Haibo; Jia, Hongfei; Li, Yanzhong; Guo, Yi
2015-11-01
Large-scale regional evacuation is an important part of national security emergency response plan. Large commercial shopping area, as the typical service system, its emergency evacuation is one of the hot research topics. A systematic methodology based on Cellular Automata with the Dynamic Floor Field and event driven model has been proposed, and the methodology has been examined within context of a case study involving the evacuation within a commercial shopping mall. Pedestrians walking is based on Cellular Automata and event driven model. In this paper, the event driven model is adopted to simulate the pedestrian movement patterns, the simulation process is divided into normal situation and emergency evacuation. The model is composed of four layers: environment layer, customer layer, clerk layer and trajectory layer. For the simulation of movement route of pedestrians, the model takes into account purchase intention of customers and density of pedestrians. Based on evacuation model of Cellular Automata with Dynamic Floor Field and event driven model, we can reflect behavior characteristics of customers and clerks at the situations of normal and emergency evacuation. The distribution of individual evacuation time as a function of initial positions and the dynamics of the evacuation process is studied. Our results indicate that the evacuation model using the combination of Cellular Automata with Dynamic Floor Field and event driven scheduling can be used to simulate the evacuation of pedestrian flows in indoor areas with complicated surroundings and to investigate the layout of shopping mall.
Warsh, J; Rothman, L; Slater, M; Steverango, C; Howard, A
2009-08-01
To analyse the relationships between factors related to school location and motor vehicle versus child pedestrian collisions. Data on all police-reported motor vehicle collisions involving pedestrians less than 18 years of age that occurred in Toronto, Canada, between 2000 and 2005 were analysed. Geographic information systems (GIS) software was used to assess the distance of each collision relative to school location. The relationships between distance from school and collision-related factors such as temporal patterns of school travel times and crossing locations were analysed. Study data showed a total of 2717 motor vehicle versus child (<18) pedestrian collisions. The area density of collisions (collisions/area), particularly fatal collisions, was highest in school zones and decreased as distance from schools increased. The highest proportion of collisions (37.3%) occurred among 10-14-year-olds. Within school zones, collisions were more likely to occur among 5-9-year-old children as they travelled to and from school during months when school was in session. Most collisions within school zones occurred at midblock locations versus intersections. Focusing interventions around schools with attention to age, travel times, and crossing location will reduce the burden of injury in children. Future studies that take into account traffic and pedestrian volume surrounding schools would be useful for prevention efforts as well as for promotion of walking. These results will help identify priorities and emphasise the importance of considering spatial and temporal patterns in child pedestrian research.
NASA Technical Reports Server (NTRS)
Laynor, William G. Bud
1987-01-01
The National Transportation Safety Board (NTSB) has attributed wind shear as a cause or contributing factor in 15 accidents involving transport-categroy airplanes since 1970. Nine of these were nonfatal; but the other six accounted for 440 lives. Five of the fatal accidents and seven of the nonfatal accidents involved encounters with convective downbursts or microbursts. Of other accidents, two which were nonfatal were encounters with a frontal system shear, and one which was fatal was the result of a terrain induced wind shear. These accidents are discussed with reference to helping the aircraft to avoid the wind shear or if impossible to help the pilot to get through the wind shear.
The Skandia Report: A Report on Children in Traffic.
ERIC Educational Resources Information Center
Skandia Insurance Co., Stockholm (Sweden).
This study examined the traffic accidents in Sweden during 1968 and 1969 in which children up to and including the age of ten were actively involved. The major goal of the study was to illustrate the traffic behavior patterns of children in this age group. Data were analyzed under two broad categories: pedestrian accidents and bicycle accidents.…
Spatial and temporal patterns of North Carolina pedestrian and bicycle plans.
Aytur, Semra A; Rodriguez, Daniel A; Kerr, Zachary Y; Ji, Kai; Evenson, Kelly R
2013-01-01
Pedestrian and bicycle plans support community-level physical activity. In North Carolina, pedestrian/bicycle plans are becoming more prevalent. However, no studies have examined the spatial and temporal diffusion of pedestrian/bicycle plans. This study assessed (a) temporal trends associated with municipal pedestrian/bicycle planning from 1974 to 2011 and (b) spatial patterns associated with municipal plans, specifically, whether the publication of a pedestrian/bicycle plan in a given year was associated with the number of neighboring municipalities with plans. North Carolina from 1974 to 2011. The main outcome was date of publication of all North Carolina municipal pedestrian and bicycle plans (1974-2011). We calculated Euclidean distances from each municipality center to all other municipality centers to derive whether municipalities were within 20 and 50 miles of each other. Sociodemographic covariates (eg, education, grant funding status, poverty, urbanicity, racial composition, population size, population growth) were collected from the US Census of Population (1980-2010) and the American Community Survey (2006-2010). Time series models fitted by generalized estimating equations were used to assess relationships between plan presence and the temporal and spatial predictor variables. The number of pedestrian and bicycle plans significantly increased over time, especially after 2006 when a state grant funding program was initiated. Unadjusted models indicated that municipalities were significantly more likely to have a pedestrian plan if higher numbers of neighboring municipalities had pedestrian plans. After adjustment for sociodemographic covariates and funding source, this relationship was attenuated but remained statistically significant. For bicycle plans, no significant associations were observed between plan presence and the number of neighboring municipalities with bicycle plans in adjusted models. Findings from this study can be used to generate
Effects of mobile Internet use on college student pedestrian injury risk.
Byington, Katherine W; Schwebel, David C
2013-03-01
College-age individuals have the highest incidence of pedestrian injuries of any age cohort. One factor that might contribute to elevated pedestrian injuries among this age group is injuries incurred while crossing streets distracted by mobile devices. Examine whether young adult pedestrian safety is compromised while crossing a virtual pedestrian street while distracted using the Internet on a mobile "smartphone." A within-subjects design was implemented with 92 young adults. Participants crossed a virtual pedestrian street 20 times, half the time while undistracted and half while completing an email-driven "scavenger hunt" to answer mundane questions using mobile Internet on their cell phones. Six measures of pedestrian behavior were assessed during crossings. Participants also reported typical patterns of street crossing and mobile Internet use. Participants reported using mobile Internet with great frequency in daily life, including while walking across streets. In the virtual street environment, pedestrian behavior was greatly altered and generally more risky when participants were distracted by Internet use. While distracted, participants waited longer to cross the street (F=42.37), missed more safe opportunities to cross (F=42.63), took longer to initiate crossing when a safe gap was available (F=53.03), looked left and right less often (F=124.68), spent more time looking away from the road (F=1959.78), and were more likely to be hit or almost hit by an oncoming vehicle (F=29.54; all ps<0.01). Results were retained after controlling for randomized order; participant gender, age, and ethnicity; and both pedestrian habits and mobile Internet experience. Pedestrian behavior was influenced, and generally considerably riskier, when participants were simultaneously using mobile Internet and crossing the street than when crossing the street with no distraction. This finding reinforces the need for increased awareness concerning the risks of distracted pedestrian
Investigating the risk factors associated with pedestrian injury severity in Illinois.
Pour-Rouholamin, Mahdi; Zhou, Huaguo
2016-06-01
Pedestrians are known as the most vulnerable road users, which means their needs and safety require specific attention in strategic plans. Given the fact that pedestrians are more prone to higher injury severity levels compared to other road users, this study aims to investigate the risk factors associated with various levels of injury severity that pedestrians experience in Illinois. Ordered-response models are used to analyze single-vehicle, single-pedestrian crash data from 2010 to 2013 in Illinois. As a measure of net change in the effect of significant variables, average direct pseudo-elasticities are calculated that can be further used to prioritize safety countermeasures. A model comparison using AIC and BIC is also provided to compare the performance of the studied ordered-response models. The results recognized many variables associated with severe injuries: older pedestrians (more than 65years old), pedestrians not wearing contrasting clothing, adult drivers (16-24), drunk drivers, time of day (20:00 to 05:00), divided highways, multilane highways, darkness, and heavy vehicles. On the other hand, crossing the street at crosswalks, older drivers (more than 65years old), urban areas, and presence of traffic control devices (signal and sign) are associated with decreased probability of severe injuries. The comparison between three proposed ordered-response models shows that the partial proportional odds (PPO) model outperforms the conventional ordered (proportional odds-PO) model and generalized ordered logit model (GOLM). Based on the findings, stricter rules to address DUI driving is suggested. Educational programs need to focus on older pedestrians given the increasing number of older people in Illinois in the upcoming years. Pedestrians should be educated to use pedestrian crosswalks and contrasting clothing at night. In terms of engineering countermeasures, installation of crosswalks where pedestrian activity is high seems a promising practice
Effects of Mobile Internet Use On College Student Pedestrian Injury Risk
Byington, Katherine W.; Schwebel, David C.
2012-01-01
Background College-age individuals have the highest incidence of pedestrian injuries of any age cohort. One factor that might contribute to elevated pedestrian injuries among this age group is injuries incurred while crossing streets distracted by mobile devices. Objectives Examine whether young adult pedestrian safety is compromised while crossing a virtual pedestrian street while distracted using the internet on a mobile “smartphone.” Method A within-subjects design was implemented with 92 young adults. Participants crossed a virtual pedestrian street 20 times, half the time while undistracted and half while completing an email-driven “scavenger hunt” to answer mundane questions using mobile internet on their cell phones. Six measures of pedestrian behavior were assessed during crossings. Participants also reported typical patterns of street crossing and mobile internet use. Results Participants reported using mobile internet with great frequency in daily life, including while walking across streets. In the virtual street environment, pedestrian behavior was greatly altered and generally more risky when participants were distracted by internet use. While distracted, participants waited longer to cross the street (F = 42.37), missed more safe opportunities to cross (F = 42.63), took longer to initiate crossing when a safe gap was available (F = 53.03), looked left and right less often (F = 124.68), spent more time looking away from the road (F = 1959.78), and were more likely to be hit or almost hit by an oncoming vehicle (F = 29.54; all ps< 0.01). Results were retained after controlling for randomized order; participant gender, age, and ethnicity; and both pedestrian habits and mobile internet experience. Conclusion Pedestrian behavior was influenced, and generally considerably riskier, when participants were simultaneously using mobile internet and crossing the street than when crossing the street with no distraction. This finding reinforces the need for
Study on bi-directional pedestrian movement using ant algorithms
NASA Astrophysics Data System (ADS)
Sibel, Gokce; Ozhan, Kayacan
2016-01-01
A cellular automata model is proposed to simulate bi-directional pedestrian flow. Pedestrian movement is investigated by using ant algorithms. Ants communicate with each other by dropping a chemical, called a pheromone, on the substrate while crawling forward. Similarly, it is considered that oppositely moving pedestrians drop ‘visual pheromones’ on their way and the visual pheromones might cause attractive or repulsive interactions. This pheromenon is introduced into modelling the pedestrians’ walking preference. In this way, the decision-making process of pedestrians will be based on ‘the instinct of following’. At some densities, the relationships of velocity-density and flux-density are analyzed for different evaporation rates of visual pheromones. Lane formation and phase transition are observed for certain evaporation rates of visual pheromones.
Improving pedestrian facilities in congested urban areas: a case study of Chennai city
NASA Astrophysics Data System (ADS)
Subramanyam, B.; Prasanna Kumar, R.
2017-07-01
Traffic congestion and lack of public pedestrian space are some problems faced by most urban metropolises. Conventionally walking has been a mode of transportation in Indian cities. The percentage of pedestrians may vary from 16 to 57 depending upon the city. Encounters between vehicular traffic and pedestrian traffic are at its rise currently. Rapid industrialization and urbanization in India has resulted in neglecting of pedestrian facilities. Consequently pedestrian are at greater risk for their safety more especially in the commercial zones of large cities. A change in perspective spotlight will create a sense of awareness that the pedestrian traffic is also vital as the vehicular traffic. Soothing the traffic would moderately cut the driving expediency but the pedestrians will get a much safer and peaceful route to their terminuses. Safety and comfort are the two pans of a balance while considering the pedestrian traffic. Considering these aspects, this study deals a study in improving pedestrian facilities by analysing the existing skeleton of the selected locations. The adequacy of facility is checked based on IRC latest guidelines and counteractive measures are postulated.
Effects of Different Levels of Refractive Blur on Nighttime Pedestrian Visibility.
Wood, Joanne M; Marszalek, Ralph; Carberry, Trent; Lacherez, Philippe; Collins, Michael J
2015-07-01
The aim of this study was to systematically investigate the effect of different levels of refractive blur and driver age on nighttime pedestrian recognition and determine whether clothing that has been shown to improve pedestrian conspicuity is robust to the effects of blur. Nighttime pedestrian recognition was measured for 24 visually normal participants (12 younger mean = 24.9 ± 4.5 years and 12 older adults mean = 77.6 ± 5.7 years) for three levels of binocular blur (+0.50 diopter [D], +1.00 D, +2.00 D) compared with baseline (optimal refractive correction). Pedestrians walked in place on a closed road circuit and wore one of three clothing conditions: everyday clothing, a retro-reflective vest, and retro-reflective tape positioned on the extremities in a configuration that conveyed biological motion (known as "biomotion"); the order of conditions was randomized among participants. Pedestrian recognition distances were recorded for each blur and pedestrian clothing combination while participants drove an instrumented vehicle around a closed road course. The recognition distances for pedestrians were significantly reduced (P < 0.05) by all levels of blur compared with baseline. Pedestrians wearing biomotion clothing were recognized at significantly longer distances than for the other clothing configurations in all blur conditions. However, these effects were smaller for the older adults, who had much shorter recognition distances for all conditions tested. In summary, even small amounts of blur had a significant detrimental effect on nighttime pedestrian recognition. Biomotion retro-reflective clothing was effective, even under moderately degraded visibility conditions, for both young and older drivers.
DOT National Transportation Integrated Search
2015-12-01
The flashing pedestrian indicator (FPI) is intended to alert turning drivers to the potential presence of : pedestrians in the roadway, facilitate scanning in the likely direction of pedestrians, and encourage caution and : yielding behavior in respo...
Universal Power Law Governing Pedestrian Interactions
DOE Office of Scientific and Technical Information (OSTI.GOV)
Karamouzas, Ioannis; Skinner, Brian; Guy, Stephen J.
2014-12-01
Human crowds often bear a striking resemblance to interacting particle systems, and this has prompted many researchers to describe pedestrian dynamics in terms of interaction forces and potential energies. The correct quantitative form of this interaction, however, has remained an open question. Here, we introduce a novel statistical-mechanical approach to directly measure the interaction energy between pedestrians. This analysis, when applied to a large collection of human motion data, reveals a simple power-law interaction that is based not on the physical separation between pedestrians but on their projected time to a potential future collision, and is therefore fundamentally anticipatory inmore » nature. Remarkably, this simple law is able to describe human interactions across a wide variety of situations, speeds, and densities. We further show, through simulations, that the interaction law we identify is sufficient to reproduce many known crowd phenomena.« less
Automatic Pedestrian Crossing Detection and Impairment Analysis Based on Mobile Mapping System
NASA Astrophysics Data System (ADS)
Liu, X.; Zhang, Y.; Li, Q.
2017-09-01
Pedestrian crossing, as an important part of transportation infrastructures, serves to secure pedestrians' lives and possessions and keep traffic flow in order. As a prominent feature in the street scene, detection of pedestrian crossing contributes to 3D road marking reconstruction and diminishing the adverse impact of outliers in 3D street scene reconstruction. Since pedestrian crossing is subject to wearing and tearing from heavy traffic flow, it is of great imperative to monitor its status quo. On this account, an approach of automatic pedestrian crossing detection using images from vehicle-based Mobile Mapping System is put forward and its defilement and impairment are analyzed in this paper. Firstly, pedestrian crossing classifier is trained with low recall rate. Then initial detections are refined by utilizing projection filtering, contour information analysis, and monocular vision. Finally, a pedestrian crossing detection and analysis system with high recall rate, precision and robustness will be achieved. This system works for pedestrian crossing detection under different situations and light conditions. It can recognize defiled and impaired crossings automatically in the meanwhile, which facilitates monitoring and maintenance of traffic facilities, so as to reduce potential traffic safety problems and secure lives and property.
Evaluation of Pedestrian Hybrid Beacons and Rapid Flashing Beacons
DOT National Transportation Integrated Search
2016-07-01
Two pedestrian treatments receiving national attention are the rectangular rapid-flashing beacon (RRFB) and the pedestrian hybrid beacon (PHB). These devices have unique characteristics that produce improved vehicle stopping and yielding to crossing ...
7 CFR 503.12 - Vehicular and pedestrian traffic.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 7 Agriculture 6 2011-01-01 2011-01-01 false Vehicular and pedestrian traffic. 503.12 Section 503.12 Agriculture Regulations of the Department of Agriculture (Continued) AGRICULTURAL RESEARCH SERVICE, DEPARTMENT OF AGRICULTURE CONDUCT ON PLUM ISLAND ANIMAL DISEASE CENTER § 503.12 Vehicular and pedestrian...
7 CFR 503.12 - Vehicular and pedestrian traffic.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 7 Agriculture 6 2012-01-01 2012-01-01 false Vehicular and pedestrian traffic. 503.12 Section 503.12 Agriculture Regulations of the Department of Agriculture (Continued) AGRICULTURAL RESEARCH SERVICE, DEPARTMENT OF AGRICULTURE CONDUCT ON PLUM ISLAND ANIMAL DISEASE CENTER § 503.12 Vehicular and pedestrian...
7 CFR 503.12 - Vehicular and pedestrian traffic.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 7 Agriculture 6 2013-01-01 2013-01-01 false Vehicular and pedestrian traffic. 503.12 Section 503.12 Agriculture Regulations of the Department of Agriculture (Continued) AGRICULTURAL RESEARCH SERVICE, DEPARTMENT OF AGRICULTURE CONDUCT ON PLUM ISLAND ANIMAL DISEASE CENTER § 503.12 Vehicular and pedestrian...
7 CFR 503.12 - Vehicular and pedestrian traffic.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 7 Agriculture 6 2014-01-01 2014-01-01 false Vehicular and pedestrian traffic. 503.12 Section 503.12 Agriculture Regulations of the Department of Agriculture (Continued) AGRICULTURAL RESEARCH SERVICE, DEPARTMENT OF AGRICULTURE CONDUCT ON PLUM ISLAND ANIMAL DISEASE CENTER § 503.12 Vehicular and pedestrian...
Crossroads: Modern Interactive Intersections and Accessible Pedestrian Signals
ERIC Educational Resources Information Center
Barlow, Janet M.; Franck, Lukas
2005-01-01
This article discusses the interactive nature of modern actuated intersections and the effect of that interface on pedestrians who are visually impaired. Information is provided about accessible pedestrian signals (APS), the role of blindness professionals in APS installation decisions, and techniques for crossing streets with APS.
Pedestrian fatality and impact speed squared: Cloglog modeling from French national data.
Martin, Jean-Louis; Wu, Dan
2018-01-02
The present study estimates pedestrians' risk of death according to impact speed when hit by a passenger car in a frontal collision. Data were coded for all fatal crashes in France in 2011 and for a random sample of 1/20th of all road injuries for the same year and weighted to take into account police underreporting of mild injury. A cloglog model was used to optimize risk adjustment for high collision speeds. The fit of the model on the data was also improved by using the square of the impact speed, which best matches the energy dissipated in the collision. Modeling clearly demonstrated that the risk of death was very close to 1 when impact speeds exceeded 80 km/h. For speeds less than 40 km/h, because data representative of all crashes resulting in injury were used, the estimated risk of death was fairly low. However, although the curve seemed deceptively flat below 50 km/h, the risk of death in fact rose 2-fold between 30 and 40 km/h and 6-fold between 30 and 50 km/h. For any given speed, the risk of death was much higher for more elderly subjects, especially those over 75 years of age. These results concern frontal crashes involving a passenger car. Collisions involving trucks are far less frequent, but half result in the pedestrian being run over, incurring greater mortality. For impact speeds below 60 km/h, the shape of the curve relating probability of death to impact speed was very similar to those reported in recent rigorous studies. For higher impact speeds, the present model allows the curve to rise ever more steeply, giving a much better fit to observed data. The present results confirm that, when a pedestrian is struck by a car, impact speed is a major risk factor, thus providing a supplementary argument for strict speed limits in areas where pedestrians are highly exposed.
Macro-level safety analysis of pedestrian crashes in Shanghai, China.
Wang, Xuesong; Yang, Junguang; Lee, Chris; Ji, Zhuoran; You, Shikai
2016-11-01
Pedestrian safety has become one of the most important issues in the field of traffic safety. This study aims at investigating the association between pedestrian crash frequency and various predictor variables including roadway, socio-economic, and land-use features. The relationships were modeled using the data from 263 Traffic Analysis Zones (TAZs) within the urban area of Shanghai - the largest city in China. Since spatial correlation exists among the zonal-level data, Bayesian Conditional Autoregressive (CAR) models with seven different spatial weight features (i.e. (a) 0-1 first order, adjacency-based, (b) common boundary-length-based, (c) geometric centroid-distance-based, (d) crash-weighted centroid-distance-based, (e) land use type, adjacency-based, (f) land use intensity, adjacency-based, and (g) geometric centroid-distance-order) were developed to characterize the spatial correlations among TAZs. Model results indicated that the geometric centroid-distance-order spatial weight feature, which was introduced in macro-level safety analysis for the first time, outperformed all the other spatial weight features. Population was used as the surrogate for pedestrian exposure, and had a positive effect on pedestrian crashes. Other significant factors included length of major arterials, length of minor arterials, road density, average intersection spacing, percentage of 3-legged intersections, and area of TAZ. Pedestrian crashes were higher in TAZs with medium land use intensity than in TAZs with low and high land use intensity. Thus, higher priority should be given to TAZs with medium land use intensity to improve pedestrian safety. Overall, these findings can help transportation planners and managers understand the characteristics of pedestrian crashes and improve pedestrian safety. Copyright © 2016 Elsevier Ltd. All rights reserved.
Toxicological findings in 889 fatally injured obese pilots involved in aviation accidents.
Chaturvedi, Arvind K; Botch, Sabra R; Ricaurte, Eduard M
2012-03-01
Prevalence of drugs in fatally injured obese pilots involved in aviation accidents has not been evaluated. Therefore, toxicological findings in such pilots (body mass index ≥30 kg/m(2) ) were examined in a data set derived from the Civil Aerospace Medical Institute's (CAMI's) Scientific Information System for 1990-2005. Aeromedical histories of these aviators were retrieved from the CAMI medical certification and toxicology databases, and the cause/factors in the related accidents from the National Transportation Safety Board's database. In 311 of the 889 pilots, carbon monoxide, cyanide, ethanol, and drugs were found, and glucose and hemoglobin A(1c) were elevated. Of the 889 pilots, 107 had an obesity-related medical history. The health and/or medical condition(s) of, and/or the use of ethanol and/or drugs by, pilots were the cause/factors in 55 (18%) of the 311 accidents. Drugs found were primarily for treating obesity-related medical conditions such as depression, hypertension, and coronary heart disease. 2011 American Academy of Forensic Sciences. Published 2011. This article is a U.S. Government work and is in the public domain in the U.S.A.
Potential field cellular automata model for pedestrian flow
NASA Astrophysics Data System (ADS)
Zhang, Peng; Jian, Xiao-Xia; Wong, S. C.; Choi, Keechoo
2012-02-01
This paper proposes a cellular automata model of pedestrian flow that defines a cost potential field, which takes into account the costs of travel time and discomfort, for a pedestrian to move to an empty neighboring cell. The formulation is based on a reconstruction of the density distribution and the underlying physics, including the rule for resolving conflicts, which is comparable to that in the floor field cellular automaton model. However, we assume that each pedestrian is familiar with the surroundings, thereby minimizing his or her instantaneous cost. This, in turn, helps reduce the randomness in selecting a target cell, which improves the existing cellular automata modelings, together with the computational efficiency. In the presence of two pedestrian groups, which are distinguished by their destinations, the cost distribution for each group is magnified due to the strong interaction between the two groups. As a typical phenomenon, the formation of lanes in the counter flow is reproduced.
Pedestrian Detection and Tracking from Low-Resolution Unmanned Aerial Vehicle Thermal Imagery
Ma, Yalong; Wu, Xinkai; Yu, Guizhen; Xu, Yongzheng; Wang, Yunpeng
2016-01-01
Driven by the prominent thermal signature of humans and following the growing availability of unmanned aerial vehicles (UAVs), more and more research efforts have been focusing on the detection and tracking of pedestrians using thermal infrared images recorded from UAVs. However, pedestrian detection and tracking from the thermal images obtained from UAVs pose many challenges due to the low-resolution of imagery, platform motion, image instability and the relatively small size of the objects. This research tackles these challenges by proposing a pedestrian detection and tracking system. A two-stage blob-based approach is first developed for pedestrian detection. This approach first extracts pedestrian blobs using the regional gradient feature and geometric constraints filtering and then classifies the detected blobs by using a linear Support Vector Machine (SVM) with a hybrid descriptor, which sophisticatedly combines Histogram of Oriented Gradient (HOG) and Discrete Cosine Transform (DCT) features in order to achieve accurate detection. This research further proposes an approach for pedestrian tracking. This approach employs the feature tracker with the update of detected pedestrian location to track pedestrian objects from the registered videos and extracts the motion trajectory data. The proposed detection and tracking approaches have been evaluated by multiple different datasets, and the results illustrate the effectiveness of the proposed methods. This research is expected to significantly benefit many transportation applications, such as the multimodal traffic performance measure, pedestrian behavior study and pedestrian-vehicle crash analysis. Future work will focus on using fused thermal and visual images to further improve the detection efficiency and effectiveness. PMID:27023564
Pedestrian Detection and Tracking from Low-Resolution Unmanned Aerial Vehicle Thermal Imagery.
Ma, Yalong; Wu, Xinkai; Yu, Guizhen; Xu, Yongzheng; Wang, Yunpeng
2016-03-26
Driven by the prominent thermal signature of humans and following the growing availability of unmanned aerial vehicles (UAVs), more and more research efforts have been focusing on the detection and tracking of pedestrians using thermal infrared images recorded from UAVs. However, pedestrian detection and tracking from the thermal images obtained from UAVs pose many challenges due to the low-resolution of imagery, platform motion, image instability and the relatively small size of the objects. This research tackles these challenges by proposing a pedestrian detection and tracking system. A two-stage blob-based approach is first developed for pedestrian detection. This approach first extracts pedestrian blobs using the regional gradient feature and geometric constraints filtering and then classifies the detected blobs by using a linear Support Vector Machine (SVM) with a hybrid descriptor, which sophisticatedly combines Histogram of Oriented Gradient (HOG) and Discrete Cosine Transform (DCT) features in order to achieve accurate detection. This research further proposes an approach for pedestrian tracking. This approach employs the feature tracker with the update of detected pedestrian location to track pedestrian objects from the registered videos and extracts the motion trajectory data. The proposed detection and tracking approaches have been evaluated by multiple different datasets, and the results illustrate the effectiveness of the proposed methods. This research is expected to significantly benefit many transportation applications, such as the multimodal traffic performance measure, pedestrian behavior study and pedestrian-vehicle crash analysis. Future work will focus on using fused thermal and visual images to further improve the detection efficiency and effectiveness.
Spatial-size scaling of pedestrian groups under growing density conditions
NASA Astrophysics Data System (ADS)
Zanlungo, Francesco; Brščić, Dražen; Kanda, Takayuki
2015-06-01
We study the dependence on crowd density of the spatial size, configuration, and velocity of pedestrian social groups. We find that, in the investigated density range, the extension of pedestrian groups in the direction orthogonal to that of motion decreases linearly with the pedestrian density around them, both for two- and three-person groups. Furthermore, we observe that at all densities, three-person groups walk slower than two-person groups, and the latter are slower than individual pedestrians, the differences in velocities being weakly affected by density. Finally, we observe that three-person groups walk in a V-shaped formation regardless of density, with a distance between the pedestrians in the front and back again almost independent of density, although the configuration appears to be less stable at higher densities. These findings may facilitate the development of more realistic crowd dynamics models and simulators.
Moudon, Anne Vernez; Lin, Lin; Jiao, Junfeng; Hurvitz, Philip; Reeves, Paula
2011-01-01
This study examined the correlates of injury severity using police records of pedestrian-motor-vehicle collisions on state routes and city streets in King County, Washington. Levels of influence on collision outcome considered (1) the characteristics of individual pedestrians and drivers and their actions; (2) the road environment; and (3) the neighborhood environment. Binary logistic regressions served to estimate the risk of a pedestrian being severely injured or dying versus suffering minor or no injury. Significant individual-level influences on injury severity were confirmed for both types of roads: pedestrians being older or younger; the vehicle moving straight on the roadway. New variables associated with increased risk of severe injury or death included: having more than two pedestrians involved in a collision; and on city streets, the driver being inebriated. Road intersection design was significant only in the state route models, with pedestrians crossing at intersections without signals increasing the risk of being injured or dying. Adjusting for pedestrians' and drivers' characteristics and actions, neighborhood medium home values and higher residential densities increased the risk of injury or death. No other road or neighborhood environment variable remained significant, suggesting that pedestrians were not safer in areas with high pedestrian activity. Copyright © 2009 Elsevier Ltd. All rights reserved.
Thompson, Leah L; Rivara, Frederick P; Ayyagari, Rajiv C; Ebel, Beth E
2013-01-01
Objectives The objective of the present work was to study the impact of technological and social distraction on cautionary behaviours and crossing times in pedestrians. Methods Pedestrians were observed at 20 high-risk intersections during 1 of 3 randomly assigned time windows in 2012. Observers recorded demographic and behavioural information, including use of a mobile device (talking on the phone, text messaging, or listening to music). We examined the association between distraction and crossing behaviours, adjusting for age and gender. All multivariate analyses were conducted with random effect logistic regression (binary outcomes) and random effect linear regression (continuous outcomes), accounting for clustering by site. Results Observers recorded crossing behaviours for 1102 pedestrians. Nearly one-third (29.8%) of all pedestrians performed a distracting activity while crossing. Distractions included listening to music (11.2%), text messaging (7.3%) and using a handheld phone (6.2%). Text messaging, mobile phone use and talking with a companion increased crossing time. Texting pedestrians took 1.87 additional seconds (18.0%) to cross the average intersection (3.4 lanes), compared to undistracted pedestrians. Texting pedestrians were 3.9 times more likely than undistracted pedestrians to display at least 1 unsafe crossing behaviour (disobeying the lights, crossing mid-intersection, or failing to look both ways). Pedestrians listening to music walked more than half a second (0.54) faster across the average intersection than undistracted pedestrians. Conclusions Distracting activity is common among pedestrians, even while crossing intersections. Technological and social distractions increase crossing times, with text messaging associated with the highest risk. Our findings suggest the need for intervention studies to reduce risk of pedestrian injury. PMID:23243104
Influence of approaching tram on behaviour of pedestrians in signalised crosswalks in Poland.
Kruszyna, Maciej; Rychlewski, Jeremi
2013-06-01
Research done in two Polish cities has uncovered an influence of an approaching tram on pedestrian behaviour. The measurements were done by counting pedestrians waiting for a green signal, crossing on red signal safely, or crossing on red signal taking a risk of being hit by a car, differentiating between pedestrians attempting to board a public transport vehicle and other pedestrians. It was expected, that pedestrian behaviour might be influenced by traffic control predictability, therefore two cities were chosen for the task: Wrocław with fixed time traffic control and Poznań with a majority of traffic responsive traffic signals. Data from the measurements was compared in order to find behaviour patterns - the comparison led to a conclusion, that an attempt to get on board of an incoming public transport vehicle can be a major cause for pedestrians to violate a red signal, including an increase of unsafe behaviour. These pedestrians may provoke other pedestrians to cross on a red signal. On the other hand if traffic control guarantees boarding the public transport vehicle, passengers-to-be may be even more obedient than other pedestrians. Copyright © 2013 Elsevier Ltd. All rights reserved.
Simulation study of overtaking in pedestrian flow using floor field cellular automaton model
NASA Astrophysics Data System (ADS)
Fu, Zhijian; Xia, Liang; Yang, Hongtai; Liu, Xiaobo; Ma, Jian; Luo, Lin; Yang, Lizhong; Chen, Junmin
Properties of pedestrian may change along the moving path, for example, as a result of fatigue or injury, which has never been properly investigated in the past research. The paper attempts to study tactical overtaking in pedestrian flow. That is difficult to be modeled using a microscopic discrete model because of the complexity of the detailed overtaking behavior, and crossing/overlaps of pedestrian routes. Thus, a multi-velocity floor field cellular automaton model explaining the detailed psychical process of overtaking decision was proposed. Pedestrian can be either in normal state or in tactical overtaking state. Without tactical decision, pedestrians in normal state are driven by the floor field. Pedestrians make their tactical overtaking decisions by evaluating the walking environment around the overtaking route (the average velocity and density around the route, visual field of pedestrian) and obstructing conditions (the distance and velocity difference between the overtaking pedestrian and the obstructing pedestrian). The effects of tactical overtaking ratio, free velocity dispersion, and visual range on fundamental diagram, conflict density, and successful overtaking ratio were explored. Besides, the sensitivity analysis of the route factor relative intensity was performed.
Teaching Pedestrian Skills to Individuals with Developmental Disabilities
ERIC Educational Resources Information Center
Batu, Sema; Ergenekon, Yasemin; Erbas, Dilek; Akmanoglu, Nurgul
2004-01-01
The purpose of the present study was to examine the effectiveness of most to least prompting on teaching pedestrian skills to individuals with developmental disabilities. Five individuals with developmental disabilities were taught three different pedestrian skills, all related to crossing the streets, using simulation activities on a road model…
Program evaluation of FHWA pedestrian and bicycle safety activities.
DOT National Transportation Integrated Search
2011-03-01
"Introduction : FHWAs Office of Highway Safety (HSA) initiated a program evaluation by Booz Allen Hamilton to assess the overall effectiveness of the Agencys Pedestrian and Bicycle Safety Program. The evaluation covers pedestrian and bicycle sa...
Attribution of Responsibility for Accidents Involving Blameworthy Acts.
ERIC Educational Resources Information Center
DeJoy, David M.; Klippel, Judith A.
Considerable research has been directed at examining motivational bias in the attribution of responsibility for accidents. To assess the influence of unsafe actions on the attribution of responsibility for traffic accidents of varying severity, 96 college students read scenarios in which the level of unsafe driving behavior (none, drinking,…
Spatiotemporal approaches to analyzing pedestrian fatalities: the case of Cali, Colombia.
Fox, Lani; Serre, Marc L; Lippmann, Steven J; Rodríguez, Daniel A; Bangdiwala, Shrikant I; Gutiérrez, María Isabel; Escobar, Guido; Villaveces, Andrés
2015-01-01
Injuries among pedestrians are a major public health concern in Colombian cities such as Cali. This is one of the first studies in Latin America to apply Bayesian maximum entropy (BME) methods to visualize and produce fine-scale, highly accurate estimates of citywide pedestrian fatalities. The purpose of this study is to determine the BME method that best estimates pedestrian mortality rates and reduces statistical noise. We further utilized BME methods to identify and differentiate spatial patterns and persistent versus transient pedestrian mortality hotspots. In this multiyear study, geocoded pedestrian mortality data from the Cali Injury Surveillance System (2008 to 2010) and census data were utilized to accurately visualize and estimate pedestrian fatalities. We investigated the effects of temporal and spatial scales, addressing issues arising from the rarity of pedestrian fatality events using 3 BME methods (simple kriging, Poisson kriging, and uniform model Bayesian maximum entropy). To reduce statistical noise while retaining a fine spatial and temporal scale, data were aggregated over 9-month incidence periods and censal sectors. Based on a cross-validation of BME methods, Poisson kriging was selected as the best BME method. Finally, the spatiotemporal and urban built environment characteristics of Cali pedestrian mortality hotspots were linked to intervention measures provided in Mead et al.'s (2014) pedestrian mortality review. The BME space-time analysis in Cali resulted in maps displaying hotspots of high pedestrian fatalities extending over small areas with radii of 0.25 to 1.1 km and temporal durations of 1 month to 3 years. Mapping the spatiotemporal distribution of pedestrian mortality rates identified high-priority areas for prevention strategies. The BME results allow us to identify possible intervention strategies according to the persistence and built environment of the hotspot; for example, through enforcement or long-term environmental
Pilot Study: A Pediatric Pedestrian Safety Curriculum for Preschool Children.
Bovis, Stephanie E; Harden, Taijha; Hotz, Gillian
2016-01-01
To evaluate and implement the WalkSafe Pre-Kindergarten Pedestrian Safety Curriculum. A quasi-experimental pretest-posttest design without a control group was used to measure children's pedestrian safety knowledge. Knowledge assessments consisting of multiple-choice and short-answer questions were administered pre- and post-curriculum implementation by classroom teachers. Knowledge assessments gauged prekindergarten students' knowledge of pedestrian safety activities prior to safety curriculum implementation and, again, after the students received the curriculum. A total of 605 children (aged 3- to 5-year) from 38 prekindergarten classrooms in 16 randomly selected elementary schools participated in the pedestrian safety education pilot program. Subjects were of multiethnic and diverse backgrounds from the Miami-Dade County Public School District. Of the 605 educated subjects, 454 children completed both pre- and posttests. A statistically significant difference was found between pretest knowledge (M = 5.49, SD = 1.54) and posttest knowledge (M = 6.64, SD = 1.35) assessment scores across all 454 subjects, t(452) = -16.22, p < .001, 95% CI [-1.29, -1.01]. Previous studies have shown that classroom-based training of children as young as 4 years old can yield significant improvements in traffic safety knowledge. The statistical findings of the WalkSafe Pre-Kindergarten Pedestrian Safety Curriculum revealed statistically significant improvements in pedestrian safety knowledge of these young children. Future research efforts will focus on longitudinal behavioral changes in these students and an increase in pedestrian safety behaviors (e.g., utilization of crosswalks or sidewalks).
Effects of Switching Behavior for the Attraction on Pedestrian Dynamics.
Kwak, Jaeyoung; Jo, Hang-Hyun; Luttinen, Tapio; Kosonen, Iisakki
2015-01-01
Walking is a fundamental activity of our daily life not only for moving to other places but also for interacting with surrounding environment. While walking on the streets, pedestrians can be aware of attractions like shopping windows. They can be influenced by the attractions and some of them might shift their attention towards the attractions, namely switching behavior. As a first step to incorporate the switching behavior, this study investigates collective effects of switching behavior for an attraction by developing a behavioral model. Numerical simulations exhibit different patterns of pedestrian behavior depending on the strength of the social influence and the average length of stay. When the social influence is strong along with a long length of stay, a saturated phase can be defined at which all the pedestrians have visited the attraction. If the social influence is not strong enough, an unsaturated phase appears where one can observe that some pedestrians head for the attraction while others walk in their desired direction. These collective patterns of pedestrian behavior are summarized in a phase diagram by comparing the number of pedestrians who visited the attraction to the number of passersby near the attraction. Measuring the marginal benefits with respect to the strength of the social influence and the average length of stay enables us to identify under what conditions enhancing these variables would be more effective. The findings from this study can be understood in the context of the pedestrian facility management, for instance, for retail stores.
An entropy model to measure heterogeneity of pedestrian crowds using self-propelled agents
NASA Astrophysics Data System (ADS)
Rangel-Huerta, A.; Ballinas-Hernández, A. L.; Muñoz-Meléndez, A.
2017-05-01
An entropy model to characterize the heterogeneity of a pedestrian crowd in a counter-flow corridor is presented. Pedestrians are modeled as self-propelled autonomous agents that are able to perform maneuvers to avoid collisions based on a set of simple rules of perception and action. An observer can determine a probability distribution function of the displayed behavior of pedestrians based only on external information. Three types of pedestrian are modeled, relaxed, standard and hurried pedestrians depending on their preferences of turn and non-turn when walking. Thus, using these types of pedestrians two crowds can be simulated: homogeneous and heterogeneous crowds. Heterogeneity is measured in this research based on the entropy in function of time. For that, the entropy of a homogeneous crowd comprising standard pedestrians is used as reference. A number of simulations to measure entropy of pedestrian crowds were conducted by varying different combinations of types of pedestrians, initial simulation conditions of macroscopic flow, as well as density of the crowd. Results from these simulations show that our entropy model is sensitive enough to capture the effect of both the initial simulation conditions about the spatial distribution of pedestrians in a corridor, and the composition of a crowd. Also, a relevant finding is that entropy in function of density presents a phase transition in the critical region.
Application of demographic analysis to pedestrian safety : final report.
DOT National Transportation Integrated Search
2017-04-01
In recent years, many departments of transportation in the US have invested additional resources to enhance : pedestrian safety. However, there is still a need to effectively and systematically address the pedestrian experience : in low-income areas....
Pedestrian Safety Treatments for Signalized Intersections : Training Course Development
DOT National Transportation Integrated Search
2017-11-01
When drivers make left turns during a permissive turn phase, they must yield to pedestrians as well as oncoming through vehicles. Left-turning drivers sometimes overlook pedestrians in the crosswalk while watching the opposing intersection approach. ...
Literature review on vehicle travel speeds and pedestrian injuries
DOT National Transportation Integrated Search
1999-10-01
The relationship between vehicle travel speeds and resulting pedestrian injury was reviewed in the literature and in existing data sets. Results indicated that higher vehicle speeds are strongly associated with both a greater likelihood of pedestrian...
Zagreb and Tenerife: Airline Accidents Involving Linguistic Factors
ERIC Educational Resources Information Center
Cookson, Simon
2009-01-01
The International Civil Aviation Organization (ICAO) is currently implementing a program to improve the language proficiency of pilots and air traffic controllers worldwide. In justifying the program, ICAO has cited a number of airline accidents that were at least partly caused by language factors. Two accidents cited by ICAO are analysed in this…
Investigation of pedestrian crashes on two-way two-lane rural roads in Ethiopia.
Tulu, Getu Segni; Washington, Simon; Haque, Md Mazharul; King, Mark J
2015-05-01
Understanding pedestrian crash causes and contributing factors in developing countries is critically important as they account for about 55% of all traffic crashes. Not surprisingly, considerable attention in the literature has been paid to road traffic crash prediction models and methodologies in developing countries of late. Despite this interest, there are significant challenges confronting safety managers in developing countries. For example, in spite of the prominence of pedestrian crashes occurring on two-way two-lane rural roads, it has proven difficult to develop pedestrian crash prediction models due to a lack of both traffic and pedestrian exposure data. This general lack of available data has further hampered identification of pedestrian crash causes and subsequent estimation of pedestrian safety performance functions. The challenges are similar across developing nations, where little is known about the relationship between pedestrian crashes, traffic flow, and road environment variables on rural two-way roads, and where unique predictor variables may be needed to capture the unique crash risk circumstances. This paper describes pedestrian crash safety performance functions for two-way two-lane rural roads in Ethiopia as a function of traffic flow, pedestrian flows, and road geometry characteristics. In particular, random parameter negative binomial model was used to investigate pedestrian crashes. The models and their interpretations make important contributions to road crash analysis and prevention in developing countries. They also assist in the identification of the contributing factors to pedestrian crashes, with the intent to identify potential design and operational improvements. Copyright © 2015. Published by Elsevier Ltd.
Research, development, and implementation of pedestrian safety facilities in the United Kingdom
DOT National Transportation Integrated Search
1999-12-01
This report is one in a series of pedestrian safety synthesis reports prepared for the Federal Highway Administration to document pedestrian safety in other countries. This report reviews recent research on pedestrian safety carried out in the United...
A review of pedestrian safety research in the United States and abroad
DOT National Transportation Integrated Search
2003-11-01
The purpose of this report is to provide an overview of research studies on pedestrian safety in the United States; some foreign research also is included. Readers will find details of pedestrian crash characteristics, measures of pedestrian exposure...
Road accident rates: strategies and programmes for improving road traffic safety.
Goniewicz, K; Goniewicz, M; Pawłowski, W; Fiedor, P
2016-08-01
Nowadays, the problem of road accident rates is one of the most important health and social policy issues concerning the countries in all continents. Each year, nearly 1.3 million people worldwide lose their life on roads, and 20-50 million sustain severe injuries, the majority of which require long-term treatment. The objective of the study was to identify the most frequent, constantly occurring causes of road accidents, as well as outline actions constituting a basis for the strategies and programmes aiming at improving traffic safety on local and global levels. Comparative analysis of literature concerning road safety was performed, confirming that although road accidents had a varied and frequently complex background, their causes have changed only to a small degree over the years. The causes include: lack of control and enforcement concerning implementation of traffic regulation (primarily driving at excessive speed, driving under the influence of alcohol, and not respecting the rights of other road users (mainly pedestrians and cyclists), lack of appropriate infrastructure and unroadworthy vehicles. The number of fatal accidents and severe injuries, resulting from road accidents, may be reduced through applying an integrated approach to safety on roads. The strategies and programmes for improving road traffic should include the following measures: reducing the risk of exposure to an accident, prevention of accidents, reduction in bodily injuries sustained in accidents, and reduction of the effects of injuries by improvement of post-accident medical care.
Feature Selection and Pedestrian Detection Based on Sparse Representation.
Yao, Shihong; Wang, Tao; Shen, Weiming; Pan, Shaoming; Chong, Yanwen; Ding, Fei
2015-01-01
Pedestrian detection have been currently devoted to the extraction of effective pedestrian features, which has become one of the obstacles in pedestrian detection application according to the variety of pedestrian features and their large dimension. Based on the theoretical analysis of six frequently-used features, SIFT, SURF, Haar, HOG, LBP and LSS, and their comparison with experimental results, this paper screens out the sparse feature subsets via sparse representation to investigate whether the sparse subsets have the same description abilities and the most stable features. When any two of the six features are fused, the fusion feature is sparsely represented to obtain its important components. Sparse subsets of the fusion features can be rapidly generated by avoiding calculation of the corresponding index of dimension numbers of these feature descriptors; thus, the calculation speed of the feature dimension reduction is improved and the pedestrian detection time is reduced. Experimental results show that sparse feature subsets are capable of keeping the important components of these six feature descriptors. The sparse features of HOG and LSS possess the same description ability and consume less time compared with their full features. The ratios of the sparse feature subsets of HOG and LSS to their full sets are the highest among the six, and thus these two features can be used to best describe the characteristics of the pedestrian and the sparse feature subsets of the combination of HOG-LSS show better distinguishing ability and parsimony.
NASA Astrophysics Data System (ADS)
Liu, Chi; Ye, Rui; Lian, Liping; Song, Weiguo; Zhang, Jun; Lo, Siuming
2018-05-01
In the context of global aging, how to design traffic facilities for a population with a different age composition is of high importance. For this purpose, we propose a model based on the least effort principle to simulate heterogeneous pedestrian flow. In the model, the pedestrian is represented by a three-disc shaped agent. We add a new parameter to realize pedestrians' preference to avoid changing their direction of movement too quickly. The model is validated with numerous experimental data on unidirectional pedestrian flow. In addition, we investigate the influence of corridor width and velocity distribution of crowds on unidirectional heterogeneous pedestrian flow. The simulation results reflect that widening corridors could increase the specific flow for the crowd composed of two kinds of pedestrians with significantly different free velocities. Moreover, compared with a unified crowd, the crowd composed of pedestrians with great mobility differences requires a wider corridor to attain the same traffic efficiency. This study could be beneficial in providing a better understanding of heterogeneous pedestrian flow, and quantified outcomes could be applied in traffic facility design.
ERIC Educational Resources Information Center
Burton, Lindy
Three retrospective studies related children's socially inappropriate behavior to needs for approval and self assurance. Four girls and 16 boys (a sex difference of p=.006) involved in road accidents, aged 5 to 15, who were consecutively admitted to a hospital for arm and leg fractures were matched with controls. The accident children shared a…
The role of fluctuations and interactions in pedestrian dynamics
NASA Astrophysics Data System (ADS)
Corbetta, Alessandro; Meeusen, Jasper; Benzi, Roberto; Lee, Chung-Min; Toschi, Federico
Understanding quantitatively the statistical behaviour of pedestrians walking in crowds is a major scientific challenge of paramount societal relevance. Walking humans exhibit a rich (stochastic) dynamics whose small and large deviations are driven, among others, by own will as well as by environmental conditions. Via 24/7 automatic pedestrian tracking from multiple overhead Microsoft Kinect depth sensors, we collected large ensembles of pedestrian trajectories (in the order of tens of millions) in different real-life scenarios. These scenarios include both narrow corridors and large urban hallways, enabling us to cover and compare a wide spectrum of typical pedestrian dynamics. We investigate the pedestrian motion measuring the PDFs, e.g. those of position, velocity and acceleration, and at unprecedentedly high statistical resolution. We consider the dependence of PDFs on flow conditions, focusing on diluted dynamics and pair-wise interactions (''collisions'') for mutual avoidance. By means of Langevin-like models we provide models for the measured data, inclusive typical fluctuations and rare events. This work is part of the JSTP research programme ``Vision driven visitor behaviour analysis and crowd management'' with Project Number 341-10-001, which is financed by the Netherlands Organisation for Scientific Research (NWO).
Modeling detour behavior of pedestrian dynamics under different conditions
NASA Astrophysics Data System (ADS)
Qu, Yunchao; Xiao, Yao; Wu, Jianjun; Tang, Tao; Gao, Ziyou
2018-02-01
Pedestrian simulation approach has been widely used to reveal the human behavior and evaluate the performance of crowd evacuation. In the existing pedestrian simulation models, the social force model is capable of predicting many collective phenomena. Detour behavior occurs in many cases, and the important behavior is a dominate factor of the crowd evacuation efficiency. However, limited attention has been attracted for analyzing and modeling the characteristics of detour behavior. In this paper, a modified social force model integrated by Voronoi diagram is proposed to calculate the detour direction and preferred velocity. Besides, with the consideration of locations and velocities of neighbor pedestrians, a Logit-based choice model is built to describe the detour direction choice. The proposed model is applied to analyze pedestrian dynamics in a corridor scenario with either unidirectional or bidirectional flow, and a building scenario in real-world. Simulation results show that the modified social force model including detour behavior could reduce the frequency of collision and deadlock, increase the average speed of the crowd, and predict more practical crowd dynamics with detour behavior. This model can also be potentially applied to understand the pedestrian dynamics and design emergent management strategies for crowd evacuations.
Richmond, Sarah A; Willan, Andrew R; Rothman, Linda; Camden, Andi; Buliung, Ron; Macarthur, Colin; Howard, Andrew
2014-06-01
To perform a more sophisticated analysis of previously published data that advances the understanding of the efficacy of pedestrian countdown signal (PCS) installation on pedestrian-motor vehicle collisions (PMVCs), in the city of Toronto, Canada. This is an updated analysis of the same dataset from Camden et al. A quasi-experimental design was used to evaluate the effect of PCS on PMVC. A Poisson regression analysis, using a one-group comparison of PMVC, pre-PCS installation to post-PCS installation was used, controlling for season and temporal effects. The outcome was the frequency of reported PMVC (January 2000-December 2009). Similar models were used to analyse specific types of collisions defined by age of pedestrian, injury severity, and pedestrian and vehicle action. Incidence rate ratios with 95% CI are presented. This analysis included 9262 PMVC, 2760 during or after PCS installation, at 1965 intersections. There was a 26% increase in the rate of collisions, pre to post-PCS installation (incidence rate ratio=1.26, 95% CI 1.11 to 1.42). The installation of PCS at 1965 signalised intersections in the city of Toronto resulted in an increase in PMVC rates post-PCS installation. PCSs may have an unintended consequence of increasing pedestrian-motor vehicle collisions in some settings. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://group.bmj.com/group/rights-licensing/permissions.
14 CFR 139.329 - Pedestrians and ground vehicles.
Code of Federal Regulations, 2010 CFR
2010-01-01
... by an employee, tenant, or contractor; (c) When an air traffic control tower is in operation, ensure... between the tower and the pedestrian, vehicle, or escort; (d) When an air traffic control tower is not in operation, or there is no air traffic control tower, provide adequate procedures to control pedestrians and...
32 CFR 636.26 - Pedestrian's rights and duties.
Code of Federal Regulations, 2012 CFR
2012-07-01
... shoulder of the roadway as far from the edge of the roadway as possible. When neither sidewalks nor a shoulder are available, pedestrians will walk on the extreme edge of the roadway, facing traffic, and will... pedestrians or joggers while walking or jogging on roadways or on the shoulders of roadways is prohibited. ...
32 CFR 636.26 - Pedestrian's rights and duties.
Code of Federal Regulations, 2014 CFR
2014-07-01
... shoulder of the roadway as far from the edge of the roadway as possible. When neither sidewalks nor a shoulder are available, pedestrians will walk on the extreme edge of the roadway, facing traffic, and will... pedestrians or joggers while walking or jogging on roadways or on the shoulders of roadways is prohibited. ...
32 CFR 636.26 - Pedestrian's rights and duties.
Code of Federal Regulations, 2011 CFR
2011-07-01
... shoulder of the roadway as far from the edge of the roadway as possible. When neither sidewalks nor a shoulder are available, pedestrians will walk on the extreme edge of the roadway, facing traffic, and will... pedestrians or joggers while walking or jogging on roadways or on the shoulders of roadways is prohibited. ...
32 CFR 636.26 - Pedestrian's rights and duties.
Code of Federal Regulations, 2013 CFR
2013-07-01
... shoulder of the roadway as far from the edge of the roadway as possible. When neither sidewalks nor a shoulder are available, pedestrians will walk on the extreme edge of the roadway, facing traffic, and will... pedestrians or joggers while walking or jogging on roadways or on the shoulders of roadways is prohibited. ...
Development, implementation and evaluation of a pedestrian safety zone for elderly pedestrians
DOT National Transportation Integrated Search
1998-02-01
The objectives of this study were to develop and apply procedures for defining pedestrian safety zones for the older (age 65+) adult and to develop, implement and evaluate a countermeasure program in the defined zones. Zone definition procedures were...
An Epidemiological Study of Road Traffic Accidents in Guilan Province, Northern Iran in 2012
Mohtasham-Amiri, Zahra; Dastgiri, Saeed; Davoudi-kiakalyeh, Ali; Imani, Ali; Mollarahimi, Keyvan
2016-01-01
Objective: To determine the epidemiological characteristics of the road traffic injuries (RTIs) in Guilan province, northern Iran. Methods: This study was a cross-sectional study which included all of RTIs admitted to medical centers of Guilan province (northern Iran) during 2012. ICD-10 was used as diagnostic criteria. Demographic variables also injury circumstance and in hospital variables such as length of stay, time of admission, type of surgery, ICU admission, final outcome and mechanism of injury, anatomical part of injury according to Abbreviated Injury Scale (AIS) classification were derives from records by trained research team. Descriptive data is reported. The predictors of mortality were also determined. Results: The prevalence of road traffic injuries in Guilan province was 31 in 10,000 populations. Of total 7671 accidents, 5976 (77.9%) were men and 1695 (22.1%) were women. Mean age of these victims was 33.3 ± 17.289 years (32.64±16.939 for men, 35.62±18.312 for women). Most of them (32.5%) were 20-29 years old. Motorcycle-car accidents had the highest frequency followed by car-car crashes and car accidents involving pedestrians. Most of the patients (85.9%) were hospitalized and 280 injured died (3.7%). Upper extremities were the most sites of injuries. Male sex, length of hospital stay, multiple injuries and increased age were associated with road traffic accident associated mortality. Conclusion: RTIs cause enormous death and disability in this area and more road traffic preventive programs should be enforcement in these areas to reduce incidences RTI. PMID:27878129
Potential for the dynamics of pedestrians in a socially interacting group
NASA Astrophysics Data System (ADS)
Zanlungo, Francesco; Ikeda, Tetsushi; Kanda, Takayuki
2014-01-01
We introduce a simple potential to describe the dynamics of the relative motion of two pedestrians socially interacting in a walking group. We show that the proposed potential, based on basic empirical observations and theoretical considerations, can qualitatively describe the statistical properties of pedestrian behavior. In detail, we show that the two-dimensional probability distribution of the relative distance is determined by the proposed potential through a Boltzmann distribution. After calibrating the parameters of the model on the two-pedestrian group data, we apply the model to three-pedestrian groups, showing that it describes qualitatively and quantitatively well their behavior. In particular, the model predicts that three-pedestrian groups walk in a V-shaped formation and provides accurate values for the position of the three pedestrians. Furthermore, the model correctly predicts the average walking velocity of three-person groups based on the velocity of two-person ones. Possible extensions to larger groups, along with alternative explanations of the social dynamics that may be implied by our model, are discussed at the end of the paper.
Statistical aspects of carbon fiber risk assessment modeling. [fire accidents involving aircraft
NASA Technical Reports Server (NTRS)
Gross, D.; Miller, D. R.; Soland, R. M.
1980-01-01
The probabilistic and statistical aspects of the carbon fiber risk assessment modeling of fire accidents involving commercial aircraft are examined. Three major sources of uncertainty in the modeling effort are identified. These are: (1) imprecise knowledge in establishing the model; (2) parameter estimation; and (3)Monte Carlo sampling error. All three sources of uncertainty are treated and statistical procedures are utilized and/or developed to control them wherever possible.
Şimşekoğlu, Özlem
2015-01-01
The present study aimed to investigate the role of pedestrian attitudes and personality traits (social conformity and empathy) on pedestrian behaviors in a Turkish sample. An equally important aim of the study was to examine the association between pedestrian and driver behaviors. The sample included 289 road users including pedestrians and drivers (169 females and 120 males). The participants' age ranged from 15 to 78 years (M = 32.00, SD = 13.89). Data were collected using a self-administered questionnaire. A regression analysis showed that increased age, high level of satisfaction with traffic infrastructure and environment, safer attitudes toward pedestrian violations, and empathy were negatively related to risky pedestrian behaviors, whereas social conformity was positively related. Attitudes were the strongest predictor of pedestrian behaviors. In addition, bivariate correlation analysis showed that all dimensions of pedestrian and driver behaviors were positively correlated with each other, which indicates that a tendency to take risks remains the same regardless of the road user role (i.e., driver vs. pedestrian). Attitudes are strong predictors of pedestrian behaviors. A tendency to take risks as a pedestrian and as a driver is correlated. Results are discussed for their implications to traffic safety campaigns targeting increased pedestrian safety.
Considering built environment and spatial correlation in modeling pedestrian injury severity.
Prato, Carlo G; Kaplan, Sigal; Patrier, Alexandre; Rasmussen, Thomas K
2018-01-02
This study looks at mitigating and aggravating factors that are associated with the injury severity of pedestrians when they have crashes with another road user and overcomes existing limitations in the literature by focusing attention on the built environment and considering spatial correlation across crashes. Reports for 6,539 pedestrian crashes occurred in Denmark between 2006 and 2015 were merged with geographic information system resources containing detailed information about the built environment and exposure at the crash locations. A linearized spatial logit model estimated the probability of pedestrians sustaining a severe or fatal injury conditional on the occurrence of a crash with another road user. This study confirms previous findings about older pedestrians and intoxicated pedestrians being the most vulnerable road users and crashes with heavy vehicles and in roads with higher speed limits being related to the most severe outcomes. This study provides novel perspectives by showing positive spatial correlations of crashes with the same severity outcomes and emphasizing the role of the built environment in the proximity of the crash. This study emphasizes the need for thinking about traffic calming measures, illumination solutions, road maintenance programs, and speed limit reductions. Moreover, this study emphasizes the role of the built environment, because shopping areas, residential areas, and walking traffic density are positively related to a reduction in pedestrian injury severity. Often, these areas have in common a larger pedestrian mass that is more likely to make other road users more aware and attentive, whereas the same does not seem to apply to areas with lower pedestrian density.
Effects of Switching Behavior for the Attraction on Pedestrian Dynamics
Kwak, Jaeyoung; Jo, Hang-Hyun; Luttinen, Tapio; Kosonen, Iisakki
2015-01-01
Walking is a fundamental activity of our daily life not only for moving to other places but also for interacting with surrounding environment. While walking on the streets, pedestrians can be aware of attractions like shopping windows. They can be influenced by the attractions and some of them might shift their attention towards the attractions, namely switching behavior. As a first step to incorporate the switching behavior, this study investigates collective effects of switching behavior for an attraction by developing a behavioral model. Numerical simulations exhibit different patterns of pedestrian behavior depending on the strength of the social influence and the average length of stay. When the social influence is strong along with a long length of stay, a saturated phase can be defined at which all the pedestrians have visited the attraction. If the social influence is not strong enough, an unsaturated phase appears where one can observe that some pedestrians head for the attraction while others walk in their desired direction. These collective patterns of pedestrian behavior are summarized in a phase diagram by comparing the number of pedestrians who visited the attraction to the number of passersby near the attraction. Measuring the marginal benefits with respect to the strength of the social influence and the average length of stay enables us to identify under what conditions enhancing these variables would be more effective. The findings from this study can be understood in the context of the pedestrian facility management, for instance, for retail stores. PMID:26218430
NASA Astrophysics Data System (ADS)
Liu, Gang; He, Jing; Luo, Zhiyong; Yang, Wunian; Zhang, Xiping
2015-05-01
It is important to study the effects of pedestrian crossing behaviors on traffic flow for solving the urban traffic jam problem. Based on the Nagel-Schreckenberg (NaSch) traffic cellular automata (TCA) model, a new one-dimensional TCA model is proposed considering the uncertainty conflict behaviors between pedestrians and vehicles at unsignalized mid-block crosswalks and defining the parallel updating rules of motion states of pedestrians and vehicles. The traffic flow is simulated for different vehicle densities and behavior trigger probabilities. The fundamental diagrams show that no matter what the values of vehicle braking probability, pedestrian acceleration crossing probability, pedestrian backing probability and pedestrian generation probability, the system flow shows the "increasing-saturating-decreasing" trend with the increase of vehicle density; when the vehicle braking probability is lower, it is easy to cause an emergency brake of vehicle and result in great fluctuation of saturated flow; the saturated flow decreases slightly with the increase of the pedestrian acceleration crossing probability; when the pedestrian backing probability lies between 0.4 and 0.6, the saturated flow is unstable, which shows the hesitant behavior of pedestrians when making the decision of backing; the maximum flow is sensitive to the pedestrian generation probability and rapidly decreases with increasing the pedestrian generation probability, the maximum flow is approximately equal to zero when the probability is more than 0.5. The simulations prove that the influence of frequent crossing behavior upon vehicle flow is immense; the vehicle flow decreases and gets into serious congestion state rapidly with the increase of the pedestrian generation probability.
4 CFR 25.13 - Vehicular and pedestrian traffic.
Code of Federal Regulations, 2010 CFR
2010-01-01
... OFFICE BUILDING AND ON ITS GROUNDS § 25.13 Vehicular and pedestrian traffic. (a) Drivers of all vehicles... at all times and shall comply with all posted traffic signs and with the signals and directions of... 4 Accounts 1 2010-01-01 2010-01-01 false Vehicular and pedestrian traffic. 25.13 Section 25.13...
31 CFR 700.10 - Vehicular and pedestrian traffic.
Code of Federal Regulations, 2010 CFR
2010-07-01
... pedestrian traffic. (a) Drivers of all vehicles on the property shall drive in a careful and safe manner at all times and shall comply with the signals and directions of security officers and all posted traffic... 31 Money and Finance: Treasury 3 2010-07-01 2010-07-01 false Vehicular and pedestrian traffic. 700...