Accident; analysis and prevention
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This research presents a comprehensive analysis of motor vehicle-bicycle crashes using 4 years of reported crash data (2004-2007) in Beijing. The interrelationship of irregular maneuvers, crash patterns and bicyclist injury severity are investigated by controlling for a variety of risk factors related to bicyclist demographics, roadway geometric design, road environment, etc. Results show that different irregular maneuvers are correlated with a number of risk factors at different roadway locations such as the bicyclist age and gender, weather and traffic condition. ⋯ This study suggests installation of median, division between roadway and bikeway, and improvement of illumination on road segments. Reduced speed limit is also recommended at roadway locations with high bicycle traffic volume. Furthermore, it may be necessary to develop safety campaigns aimed at male, teenage and older bicyclists.
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This study aimed to identify subtypes of young moped drivers and analyze how these subtypes are involved in risk preferences and road crashes. ⋯ Our conclusions suggest that young moped drivers should not be perceived as a homogenous group, according to measures of injury prevention and intervention.
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This paper studies the influence of built environment (BE) - including land use types, road network connectivity, transit supply and demographic characteristics - on pedestrian activity and pedestrian-vehicle collision occurrence. For this purpose, a two-equation modeling framework is proposed to investigate the effect of built environment on both pedestrian activity and vehicle-pedestrian collision frequency at signalized intersections. Using accident data of ambulance services in the City of Montreal, the applicability of our framework is illustrated. ⋯ Major arterials are found to have a double negative effect on pedestrian safety. They are positively linked to traffic but negatively associated with pedestrian activity. The proposed framework is useful for the identification of effective pedestrian safety actions, the prediction of pedestrian volumes and the appropriate safety design of new urban developments that encourage walking.
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This study investigated the effect of the socioeconomic level of the municipality of residence on personal injury road traffic accident risk among young persons of 10-24 years of age in the Rhône Département. This effect was assessed by comparing incidences of injuries (n=2792 casualties) on the basis of three denominators: the resident population of young people, the number of users of each mode and the distances covered by each mode. The results are presented for each type of road users (pedestrians, car passengers, car drivers, motorised two-wheeler riders, cyclists, public transport users). ⋯ When considering injury risk, motorised two wheeler injuries among adolescent males, for example, are significantly less frequent in deprived municipalities. But the motorised two-wheeler riders as well as car passengers from deprived municipalities are characterized by an excess injury risk, whether the selected denominator is the number of users or the kilometres travelled by this mode. For the first time in France, this study has enabled a comparison of the effects of a contextual socioeconomic indicator (the type of municipality of residence, deprived, or not) on daily travel practices and injury incidences among the population, among the users of each mode and per km of travel.
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Speed humps are a common physical measure installed at pedestrian crossings to reduce vehicle speeds therefore improve the safety and mobility of pedestrians at the crossing. The aim of this study was to determine whether variations in distance between speed humps and pedestrian crossings contribute differently to the safety and mobility of pedestrians and cyclists, especially children and the elderly, and if so, how. ⋯ As vehicle speeds were somewhat lower at the pedestrian crossing when the distance between the speed cushion to the pedestrian crossing was greater, and there were positive aspects regarding the mobility of the pedestrians and cyclists, a greater distance of about 10 m or two car lengths between the hump and the pedestrian crossing is suggested. The present study only covers speed cushions, but the same distance is also regarded as important when installing other types of physical measures to reduce vehicle speed.