Cateswhalen2895
Results revealed the intensity of the impact of COVID-19 on driving, especially on average speed, speeding, and harsh braking per 100 km. More specifically, speeds were found to increase by 2.27 km/h on average compared to the forecasted evolution, while harsh braking/100 km increased to almost 1.51 on average. On the bright side, road crashes in Greece were reduced by 49% during the months of COVID-19 compared to the non-COVID-19 period.
Results revealed the intensity of the impact of COVID-19 on driving, especially on average speed, speeding, and harsh braking per 100 km. More specifically, speeds were found to increase by 2.27 km/h on average compared to the forecasted evolution, while harsh braking/100 km increased to almost 1.51 on average. On the bright side, road crashes in Greece were reduced by 49% during the months of COVID-19 compared to the non-COVID-19 period.
Pedestrian safety is a major concern as traffic crashes are the leading cause of fatalities and injuries for commuters. Traffic safety research in the past has developed various strategies to counteract traffic crashes, including the safety performance function (SPF). However, there is still a need for research dedicated to enhancing the SPF for pedestrians from perspectives of methodological framework and data input. To fill this gap, this study aims to add to the current SPF development practice literature by focusing on pedestrian-involved collisions, while considering the typical vehicle ones as well.
First, bivariate models are used to account for the common unobserved heterogeneity shared by the pedestrian- and vehicle-related crashes at the same intersections. Second, variable importance ranking technique is used, along with correlation analysis, to determine mode-specific feature input. Third, the exposure information for both modes, annual pedestrian count, and annual daily vehicles traveled are istically significant factors contributing to each of the modes. The offset intersection provides better safety performance for both pedestrians and drivers as compared to other intersection designs. The model findings also corroborate the sensibility of using the bivariate models, rather than the separate univariate ones. Practical Applications The study shows that pedestrians are more vulnerable to various intersection features such as left-turn channelization, intersection control, urban and rural population group, presence of signal mastarm on the cross-street, and mainline average daily traffic. Greater focus should be directed toward such intersection features to improve pedestrian safety.
Observational data collected during the Wisconsin 2017, 2018, and 2019 National Occupant Protection Use Survey (NOPUS) were analyzed for this study to explore the influence of drivers' seatbelt use on front seat passengers' usage in the same vehicle. The analyses include comparing seatbelt usage rates for drivers and front passenger(s) based on their gender and based on geographical area as well as analyses of the aggregated data.
The descriptive analyses strongly suggest that seatbelt usage rates of passengers differ considerably depending on whether the driver uses the seatbelt. When female drivers wear seatbelts, seatbelt usage rates for female front seat passengers for the three years 2017, 2018, and 2019 are 97.8%, 96.3%, and 97.1% respectively, with corresponding usage rates for male passengers being 95.5%, 93.0%, and 96.0% respectively. When male drivers wear seatbelts, the seatbelt usage rates for male front seat passengers for the three years 2017, 2018, and 2019, are 93.4%, 95.5%, and 94.3%, resrs for the three years 2017, 2018, and 2019, are 93.4%, 95.5%, and 94.3%, respectively, with the corresponding usage rates for female passengers being 97.7%, 96.0%, and 97.7%, respectively. The evidence suggests that drivers' use of seatbelts significantly improves the seatbelt usage of front seat passengers. Seatbelt usage rates of male passengers as well as female passengers are higher while traveling with female drivers who use seatbelts than while traveling with male drivers who use seatbelts. Conclusions and Practical Applications Future seatbelt use campaigns should target males.
This study investigates the impact of several risk factors (i.e., roadway, driver, vehicle, environmental, and barrier-specific characteristics) on the injury severity resulting from barrier-related crashes and also on barrier-hit outcomes (i.e., vehicle containment, vehicle redirection, and barrier penetration). A total of 1,685 barrier-related crashes, which occurred on three major interstate highways (I-65, I-85, and I-20) in the state of Alabama, were collected for a seven-year period (2010-2016), and all relevant information from the police reports was reviewed. Features that were rarely explored before (e.g., median width, barrier length, barrier offset or lateral position, left shoulder width, blockout type, and number of cables) were also collected and examined. Two types of longitudinal barriers were analyzed high-tension cable barriers installed on medians and strong-post guardrails installed on medians and/or roadsides.
Two separate mixed logit (MXL) models were used to analyze crash injury sevinterstate highways. Practical applications One study application is to design longer barrier run length (greater than 1230 feet or 0.2 miles) to reduce the barrier penetration likelihood.
The MXL model succeeded in identifying several contributing factors of crash severity and barrier-hit outcomes along Alabama's interstate highways. Practical applications One study application is to design longer barrier run length (greater than 1230 feet or 0.2 miles) to reduce the barrier penetration likelihood.
This study investigated the separate impact of first eye and second eye cataract surgery on driving performance, as measured on a driving simulator.
Forty-four older drivers with bilateral cataract aged 55+ years, awaiting first eye cataract surgery participated in a prospective cohort study. They completed a questionnaire, visual tests and a driving simulator assessment at three time points before first eye, after first eye, and after second eye cataract surgery. Generalized Estimating Equation Poisson or linear regression models were undertaken to examine the change in four driving outcomes of interest after adjusting for cataract surgery and other potential confounders.
The rate of crashes/near crashes decreased significantly by 36% (incidence rate ratio (IRR) 0.64, 95% CI 0.47-0.88, p = 0.01) after first eye surgery and 47% (IRR 0.53, 95% CI 0.35-0.78, p < 0.001) after second eye surgery, compared to before first eye cataract surgery, after accounting for confounders. The rate of crashes/near cra drivers wait for second eye cataract surgery. It also provides further evidence that contrast sensitivity is probably a better predictor of driving ability in older drivers with cataract than visual acuity, the measure on which driver licensing requirements are currently based, and should also be used when assessing fitness to drive.
Vehicular accidents at horizontal curves are over-represented compared to accidents that occur at tangent sections. Selleckchem GF109203X Investigations have been conducted aimed at identifying the major causes that result in higher accident risk, both in terms of severity and rate, at curved road sections. Excessive or abrupt changes in speeding and improper vertical position are cited as major factors of lane departure, whereas other factors (either human or environmental) have also been documented. However, most research involves 4-wheel vehicles rather than other modes of transport that behave differently. More specifically, while motorcyclist fatalities occur more frequently than passenger vehicles, when accounting for vehicle distance traveled only a limited number of research studies address their behavior at curved road sections.
This paper presents the findings of field operational tests carried out by motorcyclists along two-lane rural roads with a wide range of horizontal curves using an instrumented motorcycle. Key objectives of the research included the conditions under which the motorcyclists differentiate their trajectory in regards to the direction of the horizontal curves, the correlation between the trajectory and the geometry of the road, and the impact of the lighting conditions on riders' behavior.
The research showed that motorcyclists tend to ride closer to the centerline of the road, neglect the hazards associated with dim lighting conditions, and maintain constant speed in the left hand and the right-hand horizontal curves.
The research showed that motorcyclists tend to ride closer to the centerline of the road, neglect the hazards associated with dim lighting conditions, and maintain constant speed in the left hand and the right-hand horizontal curves.
Speeding is a major cause of unintentional roadway death in the United States. Existing data show that U.S. drivers tend to speed less as they age, but reasons for this change remain largely unknown. Limited research has examined why U.S. drivers decide to speed or why U.S. drivers decide not to speed, and none to date has determined why speeding behaviors change over the life course. Research into these issues can provide insight that may be harnessed for more effective anti-speeding interventions that catalyze decisions not to speed.
The current study asked a national sample of U.S. drivers (N = 309) about their driving behaviors and how they have changed over time using an open-ended prompt in an online survey. The authors qualitatively coded responses using a narrative analysis lens to identify common themes.
Results show U.S. drivers often make deliberate choices to speed and some do not consider speeding to be dangerous after achieving perceived mastery of driving skills. Participants tended to recontexts, and key persons impacting speeding decisions. Practical Applications Findings show that the most effective means of encouraging U.S. drivers to decide not to speed may be multi-pronged intervention approaches highlighting how speeding reduces roadway driver control, connecting speeding with safety, and encompassing road design and law enforcement strategies.
There has been a significant increase in online purchasing and product safety problems have been identified in e-commerce. This study examines consumer behavior and safety perceptions among parents purchasing child products online.
A mixed methods approach, including focus groups and a survey with parents, identified key characteristics and behaviors. Cluster analysis was used to determine different population segments (including "Informed," "Uninformed," and "Infrequent" consumer groups) based on their frequency of online shopping and search for product information. "Safe" and "Unsafe" behavior groups were identified related to their search for safety information on child products. Logistic regression analysis was used to study the effects of consumer type groups and demographic variables on the chances of being a safer consumer.
Findings indicate that child product safety considerations are not a priority for parents when shopping online. Only 62% of the survey respondents indicated that they search for information prior to buying a child product online, of which only 13% of the respondents noted that they search for information on product safety.
