Fatal Pedestrian Crashes Research Articles

Factor Association with Multiple Correspondence Analysis in Vehicle–Pedestrian Crashes

In the United States, about 14% of total crash fatalities are pedestrian related. In 2012, 4,743 pedestrians were killed, and 76,000 pedestrians were injured in vehicle–pedestrian crashes in the United States. Vehicle– pedestrian crashes have become a key concern in Louisiana as a result of the high percentage of fatalities there in recent years. In 2012, pedestrians accounted for 17% of total crash fatalities in the state. This study used multiple correspondence analysis (MCA), an exploratory data analysis method used to detect and represent underlying structures in a categorical data set, to analyze 8 years (2004 to 2011) of vehicle–pedestrian crashes in Louisiana. Pedestrian crash data are best represented as transactions of multiple categorical variables, so the use of MCA was a unique choice to determine the relationship of the variables and their significance. The findings indicated several nontrivial focus groups (e.g., drivers with high-occupancy vehicles, female drivers in bad weather conditions, and drivers distracted by mobile phone use). The associated geometric factors were hillcrest roadways, dip or hump aligned roadways, roadways with multiple lanes, and roadways with no lighting at night. Male drivers were seen to be relatively susceptible to severe and moderate injury crashes. Fatal pedestrian crashes were correlated to two-lane roadways with no lighting at night. The MCA method helped measure significant contributing factors and degrees of association between the factors through the analysis of the systematic patterns of variation with categorical data sets of pedestrian crashes. The findings from this study will help transportation professionals improve countermeasure selection strategies.

Brazilian Road Traffic Fatalities: A Spatial and Environmental Analysis

BackgroundRoad traffic injuries (RTI) are a major public health epidemic killing thousands of people daily. Low and middle-income countries, such as Brazil, have the highest annual rates of road traffic fatalities. In order to improve road safety, this study mapped road traffic fatalities on a Brazilian highway to determine the main environmental factors affecting road traffic fatalities.Methods and FindingsFour techniques were utilized to identify and analyze RTI hotspots. We used spatial analysis by points by applying kernel density estimator, and wavelet analysis to identify the main hot regions. Additionally, built environment analysis, and principal component analysis were conducted to verify patterns contributing to crash occurrence in the hotspots. Between 2007 and 2009, 379 crashes were notified, with 466 fatalities on BR277. Higher incidence of crashes occurred on sections of highway with double lanes (ratio 2∶1). The hotspot analysis demonstrated that both the eastern and western regions had higher incidences of crashes when compared to the central region. Through the built environment analysis, we have identified five different patterns, demonstrating that specific environmental characteristics are associated with different types of fatal crashes. Patterns 2 and 4 are constituted mainly by predominantly urban characteristics and have frequent fatal pedestrian crashes. Patterns 1, 3 and 5 display mainly rural characteristics and have higher prevalence of vehicular collisions. In the built environment analysis, the variables length of road in urban area, limited lighting, double lanes roadways, and less auxiliary lanes were associated with a higher incidence of fatal crashes.ConclusionsBy combining different techniques of analyses, we have identified numerous hotspots and environmental characteristics, which governmental or regulatory agencies could make use to plan strategies to reduce RTI and support life-saving policies.

Commentary: Pedestrians: Truly Vulnerable Road Users

Commentary: Pedestrians: Truly Vulnerable Road Users

The “Unintended Pedestrian” on Expressways

Objective. To explore the epidemiology of pedestrian deaths in Dallas County, Texas, and to compare factors associated with pedestrian deaths on expressways versus those that occurred on other roadways. Methods. We studied all pedestrian deaths among persons 15 years of age or older in Dallas County, Texas, from 1997 to 2004 by linking data from Medical Examiner's office, the Fatality Analysis Reporting System, and local police records. Univariate and multivariate analysis compared various factors associated with death on an expressway. Results. Among 437 pedestrian deaths who were 15 years of age or older, 197 (45%) occurred on expressways; the proportion that occurred on expressways was highest among 15- to 29-year-olds (65%) and was lower with advancing age group (p < 0.01, chi square for trend). At least 36% of these expressway-related pedestrian deaths were known to have been “unintended pedestrians,” who had exited a vehicle after being on the roadway, compared with 11% of pedestrian deaths on surface streets (OR 4.6, 95% CI, 2.7–8.1), and this was also highest among younger age groups. Pedestrian deaths on an expressway, compared with deaths on surface streets, remained strongly associated with having been an “unintended pedestrian” (OR 6.2, 95% CI, 3.1–14.0), after controlling for several other variables, including age, sex, race, nighttime of crash, and alcohol involvement. Conclusions. Expressways are the predominant site of fatal pedestrian crashes among young adults in this urban area. Since many of these deaths were “unintended pedestrians,” procedures for management of occupants of disabled vehicles on expressways could have a large impact on pedestrian deaths in young adults.

Moon Phases and Nighttime Road Crashes Involving Pedestrians

The nighttime road fatality rate per distance traveled in the U.S. is about three times the daytime rate. The crashes that are most influenced by the lower ambient illuminance at night are those involving pedestrians. Here we report on the effect of different levels of illuminance provided by the different phases of the moon on nighttime fatal pedestrian crashes. The results indicate that the frequency of pedestrian fatalities on nights with a new moon is 22 percent higher than on nights with a full moon. This finding indicates that pedestrian crashes are sensitive to differences within low levels of ambient illuminance.

Modeling Fault in Fatal Pedestrian Crashes by Using Various Data Sources

Binary logistic regression was used to model fault in 318 fatal pedestrian cases that occurred in Florida in the year 2000. The results were used to classify fault and identify factors that influenced fault. An expert fault assessment served as a control for predicting fault in each crash. The expert assessment team conducted a case review of each traffic crash by using additional data sources, such as traffic homicide reports, diagrams, photographs, accident reconstructions, and site visit notes. The logistic models correctly classified fault in anywhere from 84% to 97% of the cases. The existing Florida Department of Transportation algorithm correctly classified fault in only 56% to 58% of the same cases. Improvements in classification accuracy were shown to stem from two sources: the abundance of the data and the improved accuracy of the data. The mental state of the pedestrian and the driver were shown to be important in determining fault. Exhibiting a mental aberration, such as inattention, distraction, perception or decision error, or intoxication, increased the propensity for fault. Issues such as the number of lanes attempted in a crossing, the age of an individual, being a former vehicle occupant, having limited conspicuity, receiving a citation, and wet roads were also shown to be factors significant in determining fault.

Causative Factors and Trends in Florida Pedestrian Crashes

A case study review of 353 fatal pedestrian crashes that occurred in Florida, primarily in 2000, identified contributing causes and trends of predominant pedestrian crash types. Researchers reviewed state records, traffic crash reports, traffic homicide investigative report narratives, diagrams, and photographs and incorporated select accident reconstructions and site visits. Results indicate that the most significant causes of pedestrian crashes are pedestrian behavior, alcohol use by pedestrians and drivers, poor pedestrian visibility at night coupled with violation of driver expectation, and lack of compliance with state laws. Some form of pedestrian behavior was the primary contributing factor in more than three-fourths of the pedestrian crashes reviewed. Alcohol use by the pedestrian or the driver was determined as the primary factor in 45% of the cases. Where alcohol use was determinable, 69% of pedestrians crossing not in crosswalks were under the influence. Dark conditions or insufficient lighting...

Causative Factors and Trends in Florida Pedestrian Crashes

A case study review of 353 fatal pedestrian crashes that occurred in Florida, primarily in 2000, identified contributing causes and trends of predominant pedestrian crash types. Researchers reviewed state records, traffic crash reports, traffic homicide investigative report narratives, diagrams, and photographs and incorporated select accident reconstructions and site visits. Results indicate that the most significant causes of pedestrian crashes are pedestrian behavior, alcohol use by pedestrians and drivers, poor pedestrian visibility at night coupled with violation of driver expectation, and lack of compliance with state laws. Some form of pedestrian behavior was the primary contributing factor in more than three-fourths of the pedestrian crashes reviewed. Alcohol use by the pedestrian or the driver was determined as the primary factor in 45% of the cases. Where alcohol use was determinable, 69% of pedestrians crossing not in crosswalks were under the influence. Dark conditions or insufficient lighting was a contributing factor in 60% of the cases. In nearly half the noncrosswalk crossing cases, pedestrians were attempting to cross the road within 600 ft of a traffic signal, many times violating driver expectation and right-of-way. Other factors were detected within a specific type of pedestrian crash; for instance, in half of the 15% of cases that occurred on limited access facilities, a significant contributing factor was the former occupant having exited a disabled vehicle. In 57% of the cases in which a pedestrian was walking along the roadway, there was not a sidewalk for the pedestrian to use. Further research into countermeasures is recommended.

The role of ambient light level in fatal crashes: inferences from daylight saving time transitions

The purpose of this study was to estimate the size of the influence of ambient light level on fatal pedestrian and vehicle crashes in three scenarios. The scenarios were: fatal pedestrian crashes at intersections, fatal pedestrian crashes on dark rural roads, and fatal single-vehicle run-off-road crashes on dark, curved roads. Each scenario's sensitivity to light level was evaluated by comparing the number of fatal crashes across changes to and from daylight saving time, within daily time periods in which an abrupt change in light level occurs relative to official clock time. The analyses included 11 years of fatal crashes in the United States, between 1987 and 1997. Scenarios involving pedestrians were most sensitive to light level, in some cases showing up to seven times more risk at night over daytime. In contrast, single-vehicle run-off-road crashes showed little difference between light and dark time periods, suggesting factors other than light level play the dominant role in these crashes. These results are discussed in the context of the possible safety improvements offered by new developments in adaptive vehicle headlighting.

Modelling Fatal Pedestrian Accidents In Montreal's Metropolitan Area 1995-1997

In order to help prevent pedestrian accidents, it is necessaq to identify the environment and circumstances of the accidents and the characteristics of the persons involved. To study these issues a three component model has been elaborated, the first component included characteristic of the environment at the locus of the accident, the second component characteristics related to the driver involved in the accident and the type of vehicle and the third component characteristics relating to the fatally-injured pedestrian. Using a logistic regression as a method of analysis we decompose the variation in fatal pedestrian automobile accidents between the city of Montreal and the periphery of the region of Montreal. Results of the study showed that age of the pedestrian killed in traffic collisions is an important explanatory variable for the tsvo territories. The elderly are more likely to be involved in fatal pedestrian crashes than are the other age groups. Some variables related to the characteristics of the driver and those of the striking vehicle were included in the final model but there are some differences between the two territories for example, high posted speed limits is associated with fatal pedestrian crashed within the city of Montreal but was not statistically significant at the periphery. Variables related to the characteristics of the environment at the site of the accident were roadway alignment and lighting conditions. Roadway alignment (grade-curve and flatstraight categories) is an important explorato~ variable for the periphery and lighting conditions - roadway lighted at night for the city of Montreal. In conclusion, from the demographic and environmental point of view, it is important to make a distinction between geographical areas for exploring the

Field Evaluation of a Leading Pedestrian Interval Signal Phase at Three Urban Intersections

About 37 percent of pedestrian injury crashes and 20 percent of fatal pedestrian crashes occur at intersections. Many conventional countermeasures include traffic control devices that either increase pedestrian attention to potential vehicle-pedestrian conflicts or encourage drivers to yield to pedestrians. A noteworthy limitation of these warning and prompting messages is their reliance on a voluntary behavioral response. Public education and enforcement campaigns have also generally not produced tangible and long-lasting safety benefits. This research, conducted at three urban intersections, examined the influence of a 3-s leading pedestrian interval (LPI)—a brief and exclusive signal phase dedicated to pedestrian traffic—on pedestrian behavior and conflicts with turning vehicles. The introduction of a 3-s LPI reduced conflicts between pedestrians and turning vehicles and reduced the incidence of pedestrians yielding the right-of-way to turning vehicles.

Vehicle travel speeds and the incidence of fatal pedestrian crashes

The aim of this study was to estimate the likely effect of reduced travel speeds on the incidence of pedestrian fatalities in Adelaide, Australia. The study was based on the results of detailed investigations of 176 fatal pedestrian crashes in the Adelaide area between 1983 and 1991. The method developed to estimate the effect of reduced travelling speed is described and supported by references to the published literature. A reduction in the speed limit from 60 to 50 km/h was one of four speed reduction scenarios considered. The smallest estimated reduction in fatal pedestrian collisions in the selection presented was 13%, for a scenario in which all drivers obeyed the existing speed limit. The largest estimated reduction was 48% for a scenario in which all drivers were travelling 10 km/h slower. The estimated reductions in fatalities obtained in this study are compared with those observed in places where the urban area speed limit has been lowered.

Pedestrian Fatalities on Interstate Highways: Characteristics and Countermeasures

Pedestrian fatalities on Interstate highways account for more than 10 percent of all pedestrian fatalities in the United States. This study identifies crash types and factors contributing to fatal pedestrian crashes on Interstate highways and surveys countermeasures that address the problem. A 3-year sample of 394 police accident reports detailing fatal Interstate pedestrian crashes in Texas, Missouri, and North Carolina was collected. Data from the reports, including light conditions, pedestrian and driver characteristics, and pedestrian activity at the time of the crash were compiled for analysis. Factors contributing to the crashes included pedestrian and driver alcohol use and poor light conditions. Eighty percent of the crashes occurred after dark. Forty percent of the crashes involved pedestrians entering or crossing the highway. Thirty-two percent involved an unintended pedestrian—someone who had a broken-down vehicle, had been involved in a previous crash, or was walking or standing on the shoulder, but who did not set out to enter the Interstate on foot. Twenty percent of the crashes involved a hit-and-run driver. Common counter-measures currently in place include emergency call stations, roving roadside assistance vehicles, and emergency cellular telephone numbers to report disabled vehicles. About half of the respondents to a national survey of state highway representatives cited the need for additional countermeasures, such as educational programs and access barriers. Further research is necessary to find out which countermeasures are most effective. State rankings based on the number of Interstate pedestrian fatalities per Interstate vehicle kilometer traveled reveal Texas, New Mexico, Delaware, Nevada, and Missouri as the states with the worst relative rates. Motorists should avoid stopping on Interstate highways if at all possible, take measures to make themselves visible, and shield themselves from traffic when stopping is unavoidable.