| 1. |
- Shinar, David, et al.
(författare)
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Final report of Working Group 2: Traffic psychology. A COST Action TU1101 / HOPE collaboration
- 2015
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- 1. Background The workgroup of Traffic Psychology is concerned with the social, behavioral, and perceptual aspects that are associated with use and non-use of bicycle helmets, in their various forms and under various cycling conditions. 2. Objectives The objectives of WG2 are to (1) share current knowledge among the people already working in the field, (2) suggest new ideas for research on and evaluation of the design of bicycle helmets, and (3) discuss options for funding of such research within the individual frameworks of the participants. 3. Areas for research include: 3.1. The patterns of use of helmets among different users: children, adults, and sports enthusiasts. 3.2. The use of helmets in different environments: rural roads, urban streets, and bike trails. 3.3. Concerns bicyclists have relative to their safety and convenience and the perceived impact of using helmets on comfort and convenience. 3.4. The benefit of helmets for enhancing visibility, and how variations in helmet design and colors affect daytime, nighttime, and dusktime visibility. 3.5. The role of helmets in the acceptance of city-wide pickup-and-drop-off bicycles. 3.6. The impact of helmets on visual search behaviour of bicyclists. 4. Activities The main activities of the WG2 members consisted of: 4.1. Sharing ideas at periodic meetings and in short-term scientific meetings (STSM). 4.2. Formulating a major cooperative study to be jointly conducted in the different environments/cultures/countries. 4.3. Developing research proposals to be submitted to funding organizations – in government and industry. 4.4. Promoting research in this area among graduate students and young Ph.D.’s and cooperating with other researchers in other institutions. 5. Outputs and products: The bulk of this report will consist of short summaries of the outputs listed below of activities conducted and products generated by the WG2 members in the course of the four years of the COST Action TU1101. The outputs are divided into the three categories listed below. 5.1. Multi-country survey of bicycle use, and attitude, and crash experience by adult bicyclists in 17 countries. 5.2. Short-term scientific meetings (STSMs). 5.3. Presentations, technical reports and scientific papers published by the WG members on cycling with particular reference to cycling safety and bicycle helmets. 5.4. Potential applications and implementation of WG2 members’ research.
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| 2. |
- Shinar, David, et al.
(författare)
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Reporting bicycle accidents to police in the COST TU1101 survey data base: Cross-country comparisons and associated factors
- 2016
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Ingår i: ; , s. 9-9
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Konferensbidrag (refereegranskat)abstract
- Police crash reports are often the main source for official data in many countries. However, police sampling and data are known to be subject to bias, making the countermeasures adopted according to them possibly inefficient. In the case of bicycle crashes, this bias is most acute and it probably varies across countries, with some of them being more prone to reporting accidents to police than others. Assessing if this bias occurs and the size of it can be of great importance for evaluating the risks associated with bicycling. The following paper utilizes data collected in the COST TU1101 action. The data came from an online survey that included questions related with bicyclists' attitudes, accidents, and pattern of use of helmets. An average of only 10% of all crashes were reported to the police (minimum of 0.0% Israel and 3.37% Greece to a maximum of a 30% of Germany). Some factors associated with the reporting level were: type of crash, type of vehicle and injury severity. Finally, no relation was found between the likelihood of reporting and the cyclist's gender, age, use of helmet, and type of bicycle. The significant under-reporting justifies the use of survey data for assessment of bicycling crash patterns as they relate to crash risk issues such as location, cyclists' characteristics, and use of helmet and strategic approaches to bicycle crash prevention and injury reduction, which are discussed in the paper.
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| 3. |
- Amantini, Aladino, et al.
(författare)
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Initial plan of dissemination and use of results
- 2009
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This document contains the initial plan for using and disseminating knowledge and foreground developed within the ITERATE Project.The Deliverable contains five main Chapters and an Appendix.The first Chapter describes the purpose of the document, its structure, and introduces the other sections. Chapter 2 and 3 define the dissemination strategy of the ITERATE project and provide a classification of dissemination activities. For each type of dissemination action, the corresponding implementation approach is proposed. Then, for each type of dissemination activity, the actions already performed and those planned are described in some details. The dissemination materials already produced by the project and their usage are briefly described. Materials and products already completed, as well as planned, are described, even though a dedicated Deliverable is foreseen in the future that will contain copies of the actual products provided for dissemination purposes. The Exploitation plan is discussed in the last Chapter of the Deliverable. The two different natures and typology of partners , i.e., academic and industrial/consultancy, are considered. In particular, for each partner, a market and competition analysis is performed and the objectives and guidelines for subsequent exploitation of the results is preliminarily discussed. Finally, the appendix contains, for completeness, the Dissemination and Exploitation Questionnaire utilised to collect information among partners.
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| 4. |
- Avineri, Erel, et al.
(författare)
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Pedestrians' behaviour in cross walks : The effects of fear of falling and age
- 2012
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Ingår i: Accident Analysis and Prevention. - : Elsevier BV. - 0001-4575 .- 1879-2057. ; 44:1, s. 30-34
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Tidskriftsartikel (refereegranskat)abstract
- Pedestrians are exposed to risks when crossing roads in urban areas. The crossing behaviour of pedestrians was studied as a factor contributing to their exposure to risks on the road and to their involvement in road accidents. This work explores two specific aspects of crossing behaviour: crossing speed and head pitches the proportion of time pedestrians point their heads down (rather than towards the traffic) when crossing a road. The last one is used as an indicator of the (lack of) attention to cross-traffic. We also explored the possible effect of fear of falling (FOF) among pedestrians, as it might be associated with slow walking, less attention to cross traffic, and more attention to the pavement and their footsteps. This paper reports on a field study that combined an observatory technique with short survey. 203 pedestrians in two sites (signalised and unsignalised crosswalks) were video recorded while crossing the road. The FOF of pedestrians and other measures of pedestrian behaviour at crosswalks were revealed by means of questionnaire. Age and gender had the most significant effects on crossing speed, and FOF had a significant effect on the proportion of downward head pitches during crossing.
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| 5. |
- Avineri, Erel, et al.
(författare)
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Pedestrians' behaviour in cross walks : the effects of fear of falling and age
- 2011
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Pedestrians are exposed to risks when crossing roads in urban areas. The crossing behaviour of pedestrians was studied as a factor contributing to their exposure to risks on the road and to their involvement in road accidents. This work explores two specific aspects of crossing behaviour: crossing speed and head pitches – the proportion of time pedestrians point their heads down (rather than towards the traffic) when crossing a road. The last one is used as an indicator of the (lack of) attention to cross-traffic. We also explored the possible effect of fear of falling (FOF) among pedestrians, as it might be associated with slow walking, less attention to cross traffic, and more attention to the pavement and their footsteps. This paper reports on a field study that combined an observatory technique with short survey. 203 pedestrians in two sites (signalised and unsignalised crosswalks) were video recorded while crossing the road. The FOF of pedestrians and other measures of pedestrian behaviour at crosswalks were revealed by means of questionnaire. Age and gender had the most significant effects on crossing speed, and FOF had a significant effect on the proportion of downward head pitches during crossing.
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| 6. |
- Oppenheim, Ilit, et al.
(författare)
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Description of unified model of driver behaviour (UMD) and definition of key parameters for specific application to different surface transport domains of application
- 2010
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The first work package (WP1) contains a critical review and synthesis of human behaviour models ofdrivers of road vehicles, trains and maritime vessels (ships). Based on this review a reference modelof Driver–Vehicle–Environment is developed. A variety of approaches to modeling driver behaviourare possible as options. The literature review covers the more widely cited of these. Generally, thesemight be categorized as either 'Descriptive' models which can only describe the driving task in termsof what the driver has to do or 'Functional' models which are able to explain and predict drivers'performance in demanding situations and drivers' behaviour in typical ones. It seems that theoptimal approach might be a hybrid of several types of models. In recent years, a variety of driversupport and information management systems have been designed and implemented with theobjective of improving safety as well as performance of vehicles. While the crucial issues at atechnical level have been mostly solved, their consequences for driver behaviour remain to be fullyexplained. To reach this goal predictive models of the interaction of the driver with the vehicle andthe environment are necessary. The aim of the European Project AIDE was to integrate all in vehiclesupport and information systems in a harmonized user interface (Saad, 2006). The ITERATE projectwill take this further by developing it into a unified driver model that is also applicable to othertransport domains.The first deliverable in this work package (D1.1) presented a critical review of Driver-Vehicle-Environment (DVE) models and most relevant drivers' parameters and variables to be implementedin such models, in different surface transport modes and in different safety critical situations. Theaim of this deliverable (D1.2), succeeding D1.1 is to describe and detail the Unified Model of Driverbehaviour (UMD), define the environmental parameters to be implemented and their relationshipswith the driver variables. The proposed model will be used to support design and safety assessmentof innovative technologies and make it possible to adapt these technologies to the abilities, needs,driving style and capacity of the individual drivers. The model will also present the environmentalparameters, different road and traffic scenarios with different weather and visibility conditions to besimulated in the test phases. The scenarios of traffic that are independent of the activities carried outby the vehicle and driver will be simulated. The model is simplified in the sense that traffic conditions(density, complexity) are not sensitive to the 'test' driver and vehicle behaviour, but remain fixed in agiven trial. Thus, within the constraints of this pioneering effort, only the behaviour of the test driveris variable, while the environment and vehicle are defined as parameters with fixed values.
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| 7. |
- Shinar, David
(författare)
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Comprehensive evaluation of an advance brake warning system
- 2001
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Ingår i: Road Safety on Three Continents in Pretoria, South Africa, 20-22 September 2000. - Linköping : Statens väg- och transportforskningsinstitut. ; , s. 392-404
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Three studies evaluated the potential risks and benefits of an advance brake warning system . The system is based on a sensor attached to the accelerator that sends a signal to the brake light whenever the accelerator is released in a sudden manner (0.3 m/s - typical of emergency braking). The signal turns the brake lights on for 1.0 second. If during that time the driver actually brakes, then the following driver perceives a continuous brake light that comes on approximately 0.2 s before the brakes are actually applied (equivalent to the time it takes to move the foot from the accelerator pedal to the brake pedal). If the driver does not brake, then the brake light goes off within 1.0 s (essentially signalling a false alarm). The first study, a field study, showed that the ABWS has a false alarm rate of 25% and that, in general such emergency braking actions are relatively rare. The second study evaluated the additional time that would be provided to the following driver when the brake lights of the car ahead are activated by the ABWS. In a laboratory study, subjects braked in a simulator in response to the onset of the brake lights of the car ahead. The results showed that the critical movement time from the accelerator to the brake pedal (i.e., the added time that a following driver would have to respond) is approximately 0.2 s, and it is not greatly influenced by the level of expectancy. The third study was a computer-based Monte Carlo simulation that evaluated the likelihood of crash prevention due to ABWS under different conditions of speed, road conditions, and headway distances. The results showed that the ABWS should be very effective whenever the headway is under 1.5 seconds. This was true especially under dry road conditions, and regardless of the driving speed. The final study was a fleet study with nearly 400 matched pairs of vehicles - with and without the ABWS - that were tracked for an average of 3 years. The fleet study failed to find a statistically significant benefit of the ABWS. In conclusion, while the ABWS does not compromise safety, its benefits in real world driving are sufficiently small that its incorporation into the vehicle brake-communication system is questionable.
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| 8. |
- Shinar, David
(författare)
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Driving speed relative to the speed limit and relative to the perception of safe, enjoyable, and economical speed
- 2001
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Ingår i: Proceedings of the conference Traffic Safety on Three Continents. - Linköping : Statens väg- och transportforskningsinstitut. ; , s. 822-829
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Two hundred and twenty five drivers, who stopped at gas stations on the highway were interviewed about their perceptions of safe, enjoyable, economical, and actual driving speeds, as well as on their knowledge of the speed limit on the road they were driving. These evaluations were then compared to each other as well as to the posted speed limit. Each driver also rated himself/herself on three scales relative to being a safe, a considerate, and an aggressive driver. Regardless of the actual speed limit, drivers rated economical speed as being the lowest (92 km/hr), and enjoyable speed as being the highest (105 km/hr). The speed they drove with family in the car was similar to the perceived safe speed and economical speed. In contrast, the average reported actual speed (when driving alone) was significantly above the speed limit and close to the enjoyable speed. Thus it appears that drivers adjust their speed to be a little below the level that they desire (as being enjoyable). However, the level of adjustment is relatively small, indicating that neither safety nor savings are major determinants of speed choice. Other factors which correlated significantly with the perceptions of safe, economical, and enjoyable speeds were the posted legal speed limit (road service level), driver gender, and past record of moving traffic citations. All perceived/estimated speeds were higher on the roads with higher speed limits; men estimated higher speeds than women, and drivers with repeated citations estimated higher speeds than drivers with zero or one citation only in the past two years. This survey has implications for means of affecting speed choice by relying on factors to which drivers are already sensitive, such as safety, savings, and concern for others.
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| 9. |
- Shinar, David, et al.
(författare)
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Under-reporting bicycle accidents to police in the COST TU1101 international survey: Cross-country comparisons and associated factors
- 2018
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Ingår i: Accident Analysis and Prevention. - : Elsevier BV. - 0001-4575. ; 110, s. 177-186
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Tidskriftsartikel (refereegranskat)abstract
- Police crash reports are often the main source for official data in many countries. However, with the exception of fatal crashes, crashes are often underreported in a biased manner. Consequently, the countermeasures adopted according to them may be inefficient. In the case of bicycle crashes, this bias is most acute and it probably varies across countries, with some of them being more prone to reporting accidents to police than others. Assessing if this bias occurs and the size of it can be of great importance for evaluating the risks associated with bicycling.This study utilized data collected in the COST TU1101 action “Towards safer bicycling through optimization of bicycle helmets and usage”. The data came from an online survey that included questions related to bicyclists' attitudes, behaviour, cycling habits, accidents, and patterns of use of helmets. The survey was filled by 8655 bicyclists from 30 different countries. After applying various exclusion factors, 7015 questionnaires filled by adult cyclists from 17 countries, each with at least 100 valid responses, remained in our sample.The results showed that across all countries, an average of only 10% of all crashes were reported to the police, with a wide range among countries: from a minimum of 0.0% (Israel) and 2.6% (Croatia) to a maximum of a 35.0% (Germany). Some factors associated with the reporting levels were type of crash, type of vehicle involved, and injury severity. No relation was found between the likelihood of reporting and the cyclist's gender, age, educational level, marital status, being a parent, use of helmet, and type of bicycle.The significant under-reporting – including injury crashes that do not lead to hospitalization – justifies the use of self-report survey data for assessment of bicycling crash patterns as they relate to (1) crash risk issues such as location, infrastructure, cyclists' characteristics, and use of helmet and (2) strategic approaches to bicycle crash prevention and injury reduction.
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| 10. |
- Valero-Mora, Pedro, et al.
(författare)
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Why women do not use the helmet when riding a bicycle
- 2018
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Ingår i: Proceedings of the Human Factors and Ergonomics Society. - : SAGE Publications. - 1071-1813 .- 2169-5067. ; 62:1, s. 1594-1598
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Tidskriftsartikel (refereegranskat)abstract
- Women seem to use the helmet when riding a bicycle less frequently than men. Two possible explanations for this behavior are that 1) it is less appalling to them because of lack of comfort or other reasons, or 2) they use bicycles in a more cautious way than men so they feel that they do not need the helmet as much. The present paper explores these two explanations in 5, 691 cyclists that responded to an online survey conducted in 17 countries as part of an EU COST project. Answers to questions related to the two aforementioned explanations were analyzed graphically and three questions that showed the most conspicuous differences between males and females were identified. These were: 'Helmets are a problem because they disturb your hair', 'I am a fast rider', and 'I am a skilled rider'. The responses to these three questions plus their interactions with the gender of the respondent were used as predictors of the proportion of helmet wear. The results showed that: 1) the three questions predicted the use of the helmet, 2) the interaction between gender and hair disturbance was not significant, and 3) the interactions between gender and being a fast cyclist and being a skilled rider were both statistically significant showing that women that regard themselves as slow riders or skillful riders use relatively less the helmet than men in similar conditions.
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