| 61. |
- Kallberg, Veli-Pekka, et al.
(författare)
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Strategies and tools for speed management on European roads.
- 1998
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Konferensbidrag (refereegranskat)abstract
- The aim of the European project MASTER (MAnaging Speeds of Traffic on European Roads) is to produce information that can be cited in the preparation of national and EU decisions concerning speed management and standards for speed control equipment. For this purpose, the project seeks answers to three key questions:1) What are acceptable ranges of speeds?2) What are the key factors influencing drivers’ choice of speed?3) What are the best speed management tools and strategies?Each of three research areas addresses one of these questions. Area 1 is concerned with developing a basis for appraisal of effects of different levels of speed upon accident occurrence, emissions, noise, vehicle operating costs and travel time. Area 2 provides information on factors that influence drivers speed behaviour with respect to present speed levels and speed management methods in Europe, enforcement levels, motivation and acceptability of driving speeds, and road design and subjective road categorisation. Area 3 reviews various tools for speed management, tests the most promising ones and gives recommendations for implementation of Advanced Transport Telematics (ATT) systems. The summary reports from these three work areas provide the main inputs to this paper, which is concerned with making recommendations for speed management strategies and policies. The full results of the project are documented in 26 reports which are listed in the reference section of this paper.
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| 62. |
- Kamaluddin, Noor Azreena, et al.
(författare)
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Matching of police and hospital road crash casualty records – a data-linkage study in Malaysia
- 2019
-
Ingår i: International Journal of Injury Control and Safety Promotion. - : Informa UK Limited. - 1745-7300 .- 1745-7319. ; 26:1, s. 52-59
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Tidskriftsartikel (refereegranskat)abstract
- Underreporting of road crashes hampers the development of appropriate road safety countermeasures in many countries. In this study, police and hospital records from road crash casualties in the Melaka Tengah district in Malaysia from 2014 were collected to determine their matching and reporting rates. Based on authentic personal identifiers from both types of records, Microsoft SQL was used to reveal how the matching rate varies due to multiple factors. The results showed that 311 cases (of 7625 hospital records) could be linked to both databases, yielding a 4.1% matching rate and a 4.7% police reporting rate. Both the reporting and matching rates increased with the level of injury severity. The significant underreporting in the police database showed that complementary data are necessary for enhancing the current official crash data records.
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| 63. |
- Kamaluddin, Noor Azreena, et al.
(författare)
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Modelling of motorcyclists' risky behaviour at an urban T-junction using generalised linear model : An exploratory study
- 2023
-
Ingår i: IATSS Research. - : Elsevier BV. - 0386-1112. ; 47:1, s. 94-104
-
Tidskriftsartikel (refereegranskat)abstract
- Motorcyclists represent the greatest share of recorded traffic crashes and fatalities in Malaysia. The association between motorcyclists' behaviour and traffic conflict occurrence was assessed at a typical stop-regulated T-Junction in an urban area of Kuala Lumpur, Malaysia. Traffic activities were filmed over four months and the behaviour of motorcyclists entering the main road from the minor road was observed from recorded video sequences. Situations ending in a traffic conflict were compared to similar interactive situations not ending with a conflict. In total, 447 sets of interactions of motorcyclists and other motorists at the T-Junction were analysed where 242 interactions ended in conflicts (three of them ended with traffic crashes). The generalised linear model with a binomial response and link logit was adopted to assess the association of motorcyclists' behavioural variables with the probability of conflict occurrence. The significant behavioural variables were classified into categories according to the statistical variation of the value they can assume in the dataset. The motorcyclist's entering angle was the most significant contributory factor in the probability of traffic conflict. The findings can be helpful in deciding on road safety countermeasures. The results could feed into the decisions of policymakers to structure the education and licensing process.
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| 64. |
- Kamaluddin, Noor Azreena, et al.
(författare)
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Self-reporting traffic crashes – a systematic literature review
- 2018
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Ingår i: European Transport Research Review. - : Springer Science and Business Media LLC. - 1867-0717 .- 1866-8887. ; 10:2
-
Tidskriftsartikel (refereegranskat)abstract
- Purpose: A traffic safety analysis that is based on registered crashes often suffers from underreporting, which may result in biased conclusions and lead to misguided crash-prevention strategies. Self-reporting traffic crashes is a complementary method to obtain crash information that is often not available in official databases. By surveying studies from around the world, this paper aims to map the current practices in the collection of data from self-reporting traffic crashes. Method: A systematic literature search was carried out in three databases, ScienceDirect, Scopus and Transport Research International Documentation (TRID), resulting in 134 reviewed studies. Results: Self-reported crash studies were found to be more common in Europe, North America and Australasia, but there are few studies in developing countries. The reviewed studies mostly focused on adult road users (i.e. legal age of obtaining driving license and with no upper limit) and car users. Questionnaires (either paper based or online) were the most often used method, and 1 year was the most common recall period used. Regardless of its drawbacks, the reviewed studies showed that researchers ‘trust’ self-reports. Conclusion: More studies should be conducted, especially targeting adolescent and young adults (age of 15–30 years) and vulnerable road users (VRUs). Developing countries should increase their efforts when it comes to using self-reporting to better assess the actual traffic safety situation and produce knowledge-based appropriate safety measures. Utilisation of smartphone application to assist data collection in self-reporting study for in-depth crash analysis should be explored further.
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| 65. |
- Katrine, Meltofte Möller, et al.
(författare)
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Accident Information from six European Countries Based on Self-reports
- 2017
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- A questionnaire survey has been conducted in Belgium, Denmark, Germany, Poland, Spain and Sweden in 20162017. Once every third month through one year respondents have received a link to an online questionnaire which asked them about information on any traffic accidents they might have experienced in the period. The questionnaire contains questions on various aspects related to the accidents that might contribute with costs as well as basic accident information such as means of transport and time of the accident. A special focus in the survey is on pedestrian single accidents, which are not normally considered traffic accidents. The survey finds that more than 80% of the pedestrian accidents that have been self-reported are in fact single accidents, which illustrates the need for further investigation of the pedestrian single accidents as the number of these might be quite high. The study also provides knowledge of basic consequences of the pedestrian falls, for instance 16% result in medical treatment, 14% in one or more days of absence from work and 37% in property damage. The self-reported traffic accidents have proved difficult to compare with official accident statistics, both due to different national guidelines on what constitutes a reportable accident and to the legal limitations on personal information which may be asked in the questionnaire; this eliminates the possibility of combining information with official accident records. However, based on the self-reports, it can be concluded that in 8% of the accidents the respondent have been in contact with the police.
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| 66. |
- Kaufmann, Clemens, et al.
(författare)
-
User related assessment of Continuous Support & Curve Speed Control (FFA)
- 2013
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The aim of the user related assessment was to study perceived advantages, disadvantages, usefulness, trust, acceptance, willingness to have and pay for the driver assistance system: Continuous Support & Curve Speed Control developed by FFA within the framework of the SECONDS subproject. Due to restrictions in driving in real traffic, assessment activities were limited to driving on a test track by naïve test drivers to be demonstrated the system. Nineteen persons took part in two focus groups, ten males and nine females. At the end of the focus group discussions the participants were asked to individually fill in a short questionnaire with specific questions about the system. The participants think that the system helps the driver in situations where he/she is distracted or inattentive. Situations, like lane-departure, blind-spot and rear-end conflicts are stated as accident situations the system would help to avoid. The fact that the system recognises dangerous situations earlier than the driver is seen as an advantage. It was stated that the system can do things, a normal human being is not able to do and it also reacts faster than the driver. The system would enhance driver comfort and it also would educate drivers to use the indicator. As disadvantages and concerns were taken up that the driver might react wrongly on the warnings by the system, due to impulsive steering in the opposite direction when the steering wheel gives the impulse away from the danger. Some concerns were that drivers would rely too much on the system, they would drive more relaxed and not with full attention of what is going on around them and it might be a problem when the system does not work. If the system gives too many warnings or stimuli, the driver might get confused. After some time, if the warnings come too often one would not pay any attention anymore. It was discussed if one really wants to be warned in all situations and that the system might get on ones nerves if one is corrected all the time. When one changes between cars with and without the system, one might expect to get a warning which will not come. The possible costs of the system and how they would be distributed were seen as problematic. When the costs are too high in relation to the total costs of the car, it would be a problem. Possible compulsoriness in all cars might be made by law or by subvention by the state or insurance companies should offer advantages when such a system is implemented in the car. It was stated that the system has to work completely correctly all the time and it has to inform the driver if it does not work. When one trusts the system, one would use it all the time but the trust will be built with time. The participants would fully trust the system as they believe that car manufacturers have tested it and erased all mistakes. They thought that the system would only be sold if it was 100% reliable. The system would be more useful on motorways or on roads with higher speed limits due to the fact that one would have less time to react there in a dangerous situation. More severe accidents occur there and therefore it would have a better effect there. On urban roads during rush hours there might be too many warnings by the system. However, it would have advantages in urban areas where the rear-end and the blind-spot warning would be helpful, as well as in situations when a car overtakes unexpectedly or a cyclist comes from behind and passes on the right side. The system was seen useful especially when driving in the night when drivers get tired quicker and more inattentive. Some participants believed that they would use the system all the time as they would be afraid to forget to turn the system on again. A possible situation when the system would be turned off is the use a rented car for only a short time period. Also, bad weather conditions, like heavy rain, were mentioned in this respect and that one would not trust the system that it would work correctly and therefore would not use it. The system would be more useful for older drivers as it would compensate for physical handicaps e.g. when one cannot move his/her head so easily. On the other hand, due to the higher accident risk of younger drivers, it would be more useful for them. The different types of warnings were seen as positive. The vibration of the steering wheel can be very effective and it has the potential to get the attention of the driver. Non-visual warning signals are very good, as one has his eyes on the road and it would cost too much time to check the display to see what to do. The visual warning does not do any harm as one can ignore it anyway. Some concerns regarding the haptic signals were mentioned. The participants were not sure how they would react when the steering wheel starts moving on its own. Some thought that, especially for the first time, they would be distracted or would react intuitively and try to steer in the other direction. The system should not warn the driver too often. When there are too many, especially acoustic warnings then it might disturb or get on ones nerves. If this would be the case, one would turn off the system. The participants had different opinions regarding if the system should only warn and give recommendations how to react or if it should automatically act by steering or braking. A combination of modalities was discussed and that the system should warn the driver as long as possible but if an appropriate reaction of the driver does not come then it should automatically take over. It was stated that it would be good to get an introduction by the car seller about how the system works. The introduction would especially be needed for older drivers as they are not so familiar with new technologies. Also, the possibility that novice drivers can get information in driving schools was discussed. Nevertheless, the system should be self-explaining, because one does not always has the opportunity to get an introduction to it or can test it during a test ride. It was stated that the handbook is not needed at all because it is only for specific questions, on the other hand it was also mentioned that there are people who read the handbook and therefore it is needed anyway. A suggestion was made to implement a demo-mode so that the warnings can be shown while the car stands still. This would especially have the advantage to see how the haptic signals work. Some participants criticised the fact that different car manufacturers develop different systems but with the same aim. Some of the systems brake automatically while others give warnings or use different acoustic signals. It is important that all manufacturers develop one system because in the end the many different systems are a problem for the customers as they have to adapt every time they change to another car. Some recommendations were made regarding the different types of warnings: all situations should be treated equally and therefore the acoustic warning should come in all situations. Furthermore, the situations could be divided due to their potential danger. The system should only give a gentle sound in the beginning when the situation is not critical, but as soon as it becomes unsafe, there should be a loud signal. Other stimuli, like the phone or radio should be turned off when the warning comes so that it is sure that the driver receives the warning. Some participants would appreciate if different parts of the system could be turned off and they could choose to use the systems which they want to use. Only one display should be used so one does not have to move eyes between the navigation display and the display of the warning system. While almost all participants had the opinion that the system would decrease the risk to be involved in an accident on motorways and rural roads „only“ two third agreed (totally) that the system would decrease the accident risk on urban roads. The participants thought comfort would mostly be enhanced on motorways followed by rural roads and urban roads. The disagreement with the statement was highest for urban roads. Some participants were undecided if the system would enhance their comfort on rural roads and motorways or even disagreed with the statement for this type of roads. More than three-fourth thought that they would use the system almost all the time on motorways. Almost two-thirds thought they would use it between 80 and 100% of the time on rural roads while “only” one third thought they would use it almost all the time in urban areas. Fifteen participants (more than three-fourth) would be willing to pay more than 500 Euros to implement the system in their car. Six participants would pay between 750 and 1.000 Euros and one participant would pay even more than 1.000 Euros. Three participants stated that they would pay between 250 and 500 Euros and one participant stated that he/she would not be willing to spend more than 250 Euros on the system. Eighteen participants stated that they would recommend the system to a friend.
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| 67. |
- Kaufmann, Clemens, et al.
(författare)
-
User related assessment of Enhanced Dynamic Pass Predictor (BMW)
- 2013
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The aim of the user related assessment was to study perceived advantages, disadvantages, usefulness, trust, acceptance, willingness to have and pay for the driver assistance system: Enhanced Dynamic Pass Predictor developed by BMW within the framework of the SECONDS subproject. Due to restrictions of driving by naïve drivers in real traffic conditions, assessment activities were limited to a demonstration of the function by video and an oral description. Seventeen persons took part in two focus groups, twelve males and five females. At the end of the focus group discussions the participants were asked to individually fill in a short questionnaire with specific questions about the system. The participants found one of the main advantages of the system that it would help the driver to make a decision when and where to overtake another car. The system would help especially indecisive drivers. They were of the opinion that the system will only be used on rural roads. They stated that it makes no sense to use it in urban areas and on motorways they thought that it hardly will help them. They thought that the risk to be involved in an accident would decrease and the comfort would increase on rural roads, it was the opposite regarding motorways and urban areas. Hardly anybody would use it on motorways or in urban areas. It was expected that it would be an advantage to use the system while driving in the night. The fact that the system could detect other cars and objects earlier than the driver and also knows the characteristic of the road ahead was seen as helpful. The warning signal of the system to warn the driver of an oncoming car, when an overtaking manoeuvre has started was seen as advantage of the system. As a weakness, the participants stated that not everything can be detected by the system. Especially on rural roads, one will find groups of people who are hiking or a herd of cows. It was stated that the situations where one can use the system are getting less and less frequent. One point mentioned was that most of the people drive anyway according to the limits on rural roads, so that an overtaking manoeuvre would not be necessary or possible. The participants thought that at the moment the costs for such a system would be too high to have it implemented in their own car as well as that in the near future it will only be available in high class cars. They also stated that they would hardly implement the system as a single feature in their car but mentioned that they could imagine to have it implemented together with other systems (like a comfort packages). Bad weather conditions, including, rain, snow or black ice, were mentioned as conditions under which the participants would not use the system. The participants were concerned that the system cannot take these conditions into account and therefore cannot calculate the overtaking manoeuvres correctly. It was mentioned several times, that drivers can relax more due to the fact that they get the information that it will not be possible to overtake for the next three kilometres. Therefore, they can concentrate also on other things. Also, one does not have to be nervous to find the right moment to overtake and to take any risks. The participants were also of the opinion that the traffic safety would be enhanced while using the system. The warning signal was seen as a good function. Some participants had the opinion that they would trust the system more than their own or their passenger’s judgment of the situation. The head-up display was seen as a good way to inform the driver and it was thought to enhance the safety of the driver. The participants were of the opinion that it will depend on the driver how the system will be used and that those drivers who already now stay calmly behind another car waiting for the right moment to overtake will do this also when using the system. On the other hand, more aggressive drivers will still keep less distance to the car ahead and just be waiting for the information of the system when to overtake. Furthermore, participants mentioned situations where drivers might not use the system in a wished for way. This might happen intentionally e.g. to show the system that one can overtake even when the system would not recommend it or in an unintentional way when the information reinforce the urge to overtake another car. A participant stated that this might happen in situations when the driver is waiting for system to give him/her the “okay” to overtake and immediately start that overtaking manoeuvre without checking on his/her own if the manoeuvre would be safe. The participants thought that there might be already too much information with which the driver has to deal with and that this is also getting more difficult and more confusing for the driver. The participants had the fear that they might get overloaded with information and that they might confuse different signals given by different systems. More systems would also mean to spend more time for the drivers to check the different systems and therefore would have their eyes less time on the road. Also, a concern was mentioned that two different systems might give contradictory information to the driver which would confuse the driver and would lead to not trusting the system anymore. A concern was stated that drivers might follow the system information blindly and will not check the situation on their own. Being unsure if the system is updated all the time, it would be necessary for the driver to check every time if it is possible to overtake or not, but it was doubted by the participants that every driver will do this. The questionnaire answers revealed the following: While the great majority of the participants had the opinion that the system would decrease the risk to be involved in an accident on rural roads, only two participants agreed (totally) that the system would decrease the risk of an accident on motorways or on urban roads while almost all other participants disagreed with this statement. The participants thought that the comfort will be mostly enhanced on rural roads (more than three-fourth agreed) and four participants undecided. The disagreement with the statement was highest for motorways (two thirds disagreed) and urban roads (three-fourth disagreed). Almost half of the participants thought that they would use the system almost every time on rural roads, while one-third stated that they would use the system 40-60% of their driving time on rural roads. A different picture was shown again regarding motorways and urban roads. Only two participants thought they would use the system more than 20% of the driving time on urban roads, while all others stated that they would hardly use the system on such roads. Similarly to that, three-fourth of the participants stated that they would hardly use the system on motorways, while two participants mentioned that they would use it 20-40% of their driving time and one participant each 40-60% and 80-100%. Eleven participants (more than two-third) stated that they would only be willing to pay 250 Euros to implement the system in their car. Three participants would pay between 250 and 500 and two participants would pay between 250 and 500 Euros. One participant stated that he/she would not be willing to spend any money on the system. Two third of the participants stated that they would recommend the system to a friend.
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| 68. |
- Kidholm Osmann Madsen, Tanja, et al.
(författare)
-
Review of current study methods for VRU safety : Appendix 4 –Systematic literature review: Naturalistic driving studies
- 2016
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- With the aim of assessing the extent and nature of naturalistic studies involving vulnerable road users, a systematic literature review was carried out. The purpose of this review was to identify studies based on naturalistic data from VRUs (pedestrians, cyclists, moped riders and motorcyclists) to provide an overview of how data was collected and how data has been used. In the literature review, special attention is given to the use of naturalistic studies as a tool for road safety evaluations to gain knowledge on methodological issues for the design of a naturalistic study involving VRUs within the InDeV project. The review covered the following types of studies: •Studies collecting naturalistic data from vulnerable road users (pedestrians, cyclists, moped riders, motorcyclists). •Studies collecting accidents or safety-critical situations via smartphones from vulnerable road users and motorized vehicles. •Studies collecting falls that have not occurred on roads via smartphones. Four databases were used in the search for publications: ScienceDirect, Transport Research International Documentation (TRID), IEEE Xplore and PubMed. In addition to these four databases, six databases were screened to check if they contained references to publications not already included in the review. These databases were: Web of Science, Scopus, Google Scholar, Springerlink, Taylor & Francis and Engineering Village.The findings revealed that naturalistic studies of vulnerable road users have mainly been carried out by collecting data from cyclists and pedestrians and to a smaller degree of motorcyclists. To collect data, most studies used the built-in sensors of smartphones, although equipped bicycles or motorcycles were used in some studies. Other types of portable equipment was used to a lesser degree, particularly for cycling studies. The naturalistic studies were carried out with various purposes: mode classification, travel surveys, measuring the distance and number of trips travelled and conducting traffic counts. Naturalistic data was also used for assessment of the safety based on accidents, safety-critical events or other safety-related aspect such as speed behaviour, head turning and obstacle detection. Only few studies detect incidents automatically based on indicators collected via special equipment such as accelerometers, gyroscopes, GPS receivers, switches, etc. for assessing the safety by identifying accidents or safety-critical events. Instead, they rely on self-reporting or manual review of video footage. Despite this, the review indicates that there is a large potential of detecting accidents from naturalistic data. A large number of studies focused on the detection of falls among elderly people. Using smartphone sensors, the movements of the participants were monitored continuously. Most studies used acceleration as indicator of falls. In some cases, the acceleration was supplemented by rotation measurements to indicate that a fall had occurred. Most studies of using kinematic triggers for detection of falls, accidents and safety-critical events were primarily used for demonstration of prototypes of detection algorithms. Few studies have been tested on real accidents or falls. Instead, simulated falls were used both in studies of vulnerable road users and for studies of falls among elderly people.
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| 69. |
- Koglin, Till, et al.
(författare)
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What does maintenance of infrastructure mean for pedestrians and cyclists – A knowledge summary
- 2018
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This report summarises knowledge concerning the impact of the maintenance of bicycle and pedestrianinfrastructure. The aim of the literature review was to compile existing knowledge on operation andmaintenance of the transport infrastructure for pedestrians and cyclists, the highlight how operation andmaintenance affect pedestrians and cyclists, in terms of accessibility, safety and security. The reviewedliterature revealed a number of issues of relevance concerning the importance of maintenance ofinfrastructure for pedestrians and bicyclists. There are very few studies on vulnerable road users’ abilityto travel with the same transport quality as the other road users, especially in rural areas and in smallercities. Furthermore, a change in attitude in decision makers and planners is needed to give walking andcycling a higher status. Moreover, studies analysed in this report have shown that the pedestrianinfrastructure is not perceived to be as well developed as the one for motorised modes of transport.Moreover, it was found that walking and bicycling has to be treated as own and separate modes oftransport and that there seems to be a lack of understanding of the user perspective of pedestrians andcyclists when it comes to maintenance.
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| 70. |
- Kröyer, Höskuldur, et al.
(författare)
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Relative fatality risk curve to describe the effect of change in the impact speed on fatality risk of pedestrians struck by a motor vehicle.
- 2014
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Ingår i: Accident Analysis and Prevention. - : Elsevier BV. - 1879-2057 .- 0001-4575. ; 62, s. 143-152
-
Tidskriftsartikel (refereegranskat)abstract
- Models describing the relation between impact speed and fatality risk for pedestrians struck by a motor vehicle have frequently been used by practitioners and scientists in applying an S curve to visualize the importance of speed for the chance of survival. Recent studies have suggested that these risk curves are biased and do not give representative risk values. These studies present new fatality risk curves that show much lower risks of fatality than before, which has caused confusion and misconceptions about how these new curves should be interpreted, and how this should affect speed management policy. The aim here is to deepen the understanding of the implications this new knowledge has for urban speed policies by analyzing (1) what the most reliable knowledge is for this relation today and what limitations it has, (2) how these risk curves are interpreted today, and what limitations this interpretation has and (3) what the risk curves say about the importance of speed and speed changes. This paper proposes an additional tool, the relative fatality risk curve, to help prevent misconceptions. The proposed relative risk ratios and curves show that, even though the most recent results indicate that the risk is lower than assumed by the older models, the fatality risk is still as sensitive to speed changes as before.
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