Accident; analysis and prevention
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The aim of designing overpasses is to provide safe road crossings for pedestrians by helping them to avoid conflicts with motor vehicles. However, the number of pedestrians who do not use overpasses to cross the road is very high. An observational survey of illegal road crossings was conducted at four overpass locations in Izmir, Turkey to determine the crossing time, crossing speed of the pedestrians and their distance and time gap perception for safe road-crossing within 25 m of the overpasses in both directions. ⋯ Pedestrians' crossing speeds were extracted from the video recordings to observe the effect of speed limit on pedestrian behavior. As a result, at locations where the speed limit was 70 km/h, pedestrians' average crossing speed was found to be 1.60 m/s and 1.73 m/s while at locations where the speed limit was 50 km/h, pedestrians' average crossing speed was found to be 1.04 m/s and 0.97 m/s. This shows that pedestrians feel safer while crossing when the vehicle speed is low.
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The treatment of alcohol-impaired drivers injured in a motor vehicle collision (MVC) is a complex public health issue. We conducted a systematic review to describe the legal consequences for alcohol-impaired drivers injured in a MVC and taken to a hospital or trauma center. Methods We searched MEDLINE, Embase, and CINAHL databases from inception until August 2014. ⋯ Heterogeneity between study designs, legal jurisdictions, institutional procedures and policies for obtaining a legally admissible BAC measurement precluded a meta-analysis. Conclusions The majority of intoxicated drivers injured in MVCs and seen in the emergency department are never charged or convicted. A substantial proportion of injured intoxicated drivers had more than one conviction for DUI/DWI on their police record.
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The objective of this study was to determine the responses of 5th-percentile female, and 50th- and 95th-percentile male human heads during lateral impacts at different velocities and determine the role of the stiffness and shape of the impacting surface on peak forces and derived skull fracture metrics. A state-of-the-art validated finite element (FE) head model was used to study the influence of different population human heads on skull fracture for lateral impacts. The mass of the FE head model was altered to match the adult size dummies. ⋯ The entire force-time signals from simulations were compared with experimental mean and upper/lower corridors at each velocity, stiffness (40 and 90 durometer) and shapes (flat and cylindrical) of the impacting surfaces. Average deviation of peak force from the 50th male to 95th male and 5th female were 6.4% and 10.6% considering impacts on the three impactors. These results indicate hierarchy of variables which can be used in injury mitigation efforts.
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Automated speed enforcement system (ASES) has been deployed as a safety countermeasure on Korean roadways to reduce speeding-related traffic crashes; information on ASES locations is mandated to be open to the public. However, because drivers are alerted about enforcement via on-board navigation systems and roadside signs, they can avoid enforcement by momentarily reducing their speeds near ASES locations. This enforcement avoidance behavior (EAB) can induce sudden changes in speed near the enforcement locations and thereby increase risk of crash occurrence. ⋯ However, an average 11% non-significant increase in crash occurrence is also observed in the upstream segment, where enforcement is announced to drivers and traffic starts to diminish speed. The findings suggest that the sudden changes in traffic speed induced by EAB substantially negate the benefits of ASES. Therefore, modification of the design of current ASES is required to mitigate EAB and further improve the effectiveness of ASES.
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Current information on the safety of rear row occupants of all ages is needed to inform further advances in rear seat restraint system design and testing. The objectives of this study were to describe characteristics of occupants in the front and rear rows of model year 2000 and newer vehicles involved in crashes and determine the risk of serious injury for restrained crash-involved rear row occupants and the relative risk of fatal injury for restrained rear row vs. front passenger seat occupants by age group, impact direction, and vehicle model year. ⋯ Results of this study extend prior research on the relative safety of the rear seat compared with the front by examining a more contemporary fleet of vehicles. The rear row is primarily occupied by children and adolescents, but the variable relative risk of death in the rear compared with the front seat for occupants of different age groups highlights the challenges in providing optimal protection to a wide range of rear seat occupants. Findings of an elevated risk of death for rear row occupants, as compared with front row passengers, in the newest model year vehicles provides further evidence that rear seat safety is not keeping pace with advances in the front seat.