| 1. |
- Rizzi, Maria C, et al.
(författare)
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The potential of different countermeasures to prevent injuries with high risk of health loss among bicyclists in Sweden
- 2020
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 21:3, s. 215-221
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Tidskriftsartikel (refereegranskat)abstract
- Objective: As bicyclists account for the largest share of serious injuries in Sweden, focus to improve safety for bicyclists is needed. While knowledge about fatal bicycle crashes is rather extensive, the number of studies that have investigated non-fatal injuries is still rather limited. The aim of this study was to estimate the potential of different countermeasures to reduce crashes resulting in injuries with high risk of health-loss among cyclists in Sweden. A further aim was to describe the residual—that is, crashes that were not considered to be addressed by the analyzed countermeasures. Methods: A sample of individuals with specific injury diagnoses was drawn from the Swedish national crash database Strada. A survey form was used to collect additional information about the crash and the health-related outcomes. The potential of countermeasures currently included in the Swedish Safety Performance Indicators, as well as of countermeasures that could be described as “existing but not fully implemented” was assessed. The overall potential of all countermeasures assessed was calculated, giving a grand total without double counting. Cases that were considered not to be addressed by any of the countermeasures included (i.e., the residual crashes) were described in more detail. Results: The current Swedish Safety Performance Indicators that relate to safe cycling addressed 22% of crashes. Improved maintenance by deicing and removal of snow from bicycle infrastructure was found to have the highest potential (8%), followed by improved crashworthiness of passenger cars (5%) and safer bicycle crossings (4%). The potential for existing but not fully implemented safety improvements was 56%. The greatest potential was found for Autonomous Emergency Braking with cyclist detection for passenger cars (12%), followed by studded winter tyres for bicycles (12%), and improved maintenance on non-bicycle infrastructure (11%). In total, taking double counting into consideration, all safety improvements could address 64% of all crashes. Among the residual crashes, the majority (69%) were single bicycle crashes of which most were related to wheel locking during braking and losing balance at low speed or stationary. Conclusions: Compared with fatal crashes that involve a majority of bicycle-car crashes, the crashes leading to health-loss are mostly single bicycle crashes. Therefore, innovation and development of additional countermeasures to improve safety for bicyclists should focus on single bicycle crashes.
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| 2. |
- Fristedt, Sofi, et al.
(författare)
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Changes in Community Mobility in Older Men and Women. A 13-Year Prospective Study
- 2014
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Ingår i: PLOS ONE. - : Public Library of Science. - 1932-6203. ; 9:2, s. 87827-
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Tidskriftsartikel (refereegranskat)abstract
- Community mobility, defined as "moving [ones] self in the community and using public or private transportation", has a unique ability to promote older peoples wellbeing by enabling independence and access to activity arenas for interaction with others. Early predictors of decreased community mobility among older men and women are useful in developing health promoting strategies. However, long-term prediction is rare, especially when it comes to including both public and private transportation. The present study describes factors associated with community mobility and decreased community mobility over time among older men and women. In total, 119 men and 147 women responded to a questionnaire in 1994 and 2007. Respondents were between 82 and 96 years old at follow-up. After 13 years, 40% of men and 43% of women had decreased community mobility, but 47% of men and 45% of women still experienced some independent community mobility. Cross-sectional independent community mobility among men was associated with higher ratings of subjective health, reporting no depression and more involvement in sport activities. Among women, cross-sectional independent community mobility was associated with better subjective health and doing more instrumental activities of daily living outside the home. Lower subjective health predicted decreased community mobility for both men and women, whereas self-reported health conditions did not. Consequently, general policies and individual interventions aiming to improve community mobility should consider older persons subjective health.
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| 3. |
- Forssén, Jens, 1968, et al.
(författare)
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Road traffic noise disease burden estimates for a model study of varying urban morphology cases
- 2021
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Ingår i: Proceedings of INTER-NOISE 2021 - 2021 International Congress and Exposition of Noise Control Engineering. - : Institute of Noise Control Engineering (INCE).
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Konferensbidrag (refereegranskat)abstract
- In a model study containing 31 different building morphologies in an urban setting, road traffic noise exposure has been calculated and analysed. For five of the building morphologies also vegetation surfaces on facades and roofs were studied. The facade exposure levels were analysed for both smaller (single-sided) flats and larger (floor-through) flats, considering the direct exposure from the roads as well as the non-direct exposure at noise-shielded positions like inner yards, applying a noise mapping software in combination with a prediction model for the non-direct exposure. Using noise indicators Lden and Lnight, the disease burden, in terms of DALY (Disability-Adjusted Life Years) per person, was estimated and analysed, via predictions of annoyance and sleep disturbance. As general trends, perimeter blocks were shown to perform better than morphologies with less enclosed yards and densification was shown to result in improved performance, assuming a constant traffic flow. In addition, complementing the perimeter blocks with towers was shown to enable improvement. Furthermore, traffic concentration by locating all local traffic to a single road was shown to be beneficial, increasingly so by widening the road. The use of facade vegetation was shown to result in significant overall improvement.
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| 4. |
- Stigson, H., et al.
(författare)
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How to reduce pedestrian fatalities: a case-by-case study to evaluate the potential of vehicle and road infrastructure interventions
- 2023
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Ingår i: Traffic Safety Research. - : Dept. of Technology & Society, Faculty of Engineering, LTH, Lund University. - 2004-3082. ; 5:Special issue
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Tidskriftsartikel (refereegranskat)abstract
- In line with the UN’s global goals on sustainability several initiatives are promoting walking. However, if effective interventions are not implemented an increased number of pedestrians will lead to more road casualties. It is important to take appropriate decisions on interventions to reach Vision Zero adopted by the Swedish Government. This study describes the characteristics of fatal crashes with pedestrians on Swedish roads and investigates the potential of different vehicle and road infrastructure interventions to save lives. The Swedish Transport Administration (STA) in-depth database of fatal crashes was used for a case-by-case investigation. Out of the 226 fatally injured pedestrians during 2011–2016 in Sweden the most common accident scenario was a vehicle hitting a pedestrian while crossing the road. Most crashes occurred in darkness on rural roads (63%), but for urban areas the majority (53%) occurred in daylight. In general, interventions related to vehicle speed were found to address a larger proportion of the studied pedestrian fatalities on urban roads compared to on rural roads, while separated pedestrian paths outside the carriageway were found to address a larger proportion on rural roads compared to on urban roads. The intervention with the largest total potential was pedestrian crossings with speed calming measures for the motor vehicles, which had the potential to address 36% of the identified fatalities. A reduced speed limit in combination with speed calming interventions had the potential to prevent 29% of the studied fatalities while separate pedestrian paths outside the carriageway had the potential to prevent approximately 15%. It was estimated that the vehicle safety technology with the highest potential was autonomous emergency braking with pedestrian detection for passenger cars. With this system available on all cars, 58% of the studied fatalities could potentially be prevented. Most (up to 93%) of the studied fatally injured pedestrians could potentially be saved with known vehicle safety and road infrastructural technologies. However, the analysis of the potential effect of interventions show that it will take a long time until the advanced and potentially effective vehicle safety technologies will be widely spread. This shows the importance of speeding up the implementation. A fast implementation of effective interventions in the road infrastructure is also necessary, preferably using a plan for prioritization. There are two main approaches of doing that, separating road user groups, or reducing vehicle speeds in areas with mixed rod user groups to survivable levels, which is recommended to be 30 km/h. There is a need to identify areas where most pedestrian accidents occur and then use the most effective interventions. The results of this study could be helpful in this process.
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| 5. |
- Malm, Annika, 1970
(författare)
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Aspects of historical data and health criteria for drinking water network replacement strategies
- 2015
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Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- The drinking water distribution network represents a major proportion of the investments and capital assets of a water utility. Consequently, qualified insight into future replacement needs provides water utilities with a foundation for financial planning. This insight would allow responsible engineers to choose the right projects (pipes and pipe systems) for replacement. Currently, support for the correct project choice is through sophisticated methods and models. However, utilities (especially smaller) need simpler procedures as they often lack both input data and competence for advanced infrastructure asset management models, as well as the experience of using such models. The aim of this thesis has been to provide new knowledge and useful, simple and transparent tools for the assessment and evaluation of long-term needs and prioritization of drinking water pipe replacement. An assessment of the future long-term replacement needs for drinking water distribution networks can be made through a combination of lifetime distribution functions and current network age data. Reliable lifetime predictions are limited by a lack of understanding of deterioration processes for different pipe materials under varying conditions. However, in this thesis a method was applied to calculate national investment needs and the results provided a basis for estimates for Swedish utilities where there is a scarcity of data. An alternative approach, employed successfully in this thesis, was the use of real historical data for replacement over an extended time series. The verified data provided a good fit to commonly used lifetime distribution curves. Further, reasonable projections of replacement needs into an uncertain future could be made. CBA (Cost-benefit analysis) can be used to evaluate the replacement strategy for utilities’ water distribution networks. CBA was applied to evaluate how first, pipe failure data and second, leakage strategies, might be used in pipe prioritization strategies. CBA was applied to pipe failure data replacement priorities, and here the cost of replacement was compared to the benefits of fewer pipe failures. The method enabled the selection of prioritised pipe sections for replacement without the need for a range of parameters and advanced methods that are difficult to interpret. Scenario analysis showed that health aspects have a significant impact on the result, and a method for evaluating the health risk was developed. For the CBA application to leakage management, the benefits of leakage reduction were compared to the cost of alternative management options to determine which was the most cost-effective. In the case study distribution system it was demonstrated that it is significantly more cost-effective to reduce leakage volumes by reactively repairing broken pipes than to proactively replace them, despite large leakage losses.
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| 6. |
- Blane, Alison, et al.
(författare)
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Cognitive ability as a predictor of task demand and self-rated driving performance in post-stroke drivers : Implications for self-regulation
- 2018
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Ingår i: Journal of Transport & Health. - : Elsevier. - 2214-1405 .- 2214-1413. ; 9, s. 169-179
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Tidskriftsartikel (refereegranskat)abstract
- Driving is a highly complex task requiring multiple cognitive processes that can be adversely affected post-stroke. It is unclear how much ability post-stroke adults have to self-evaluate their driving performance. Furthermore, the impact of cognitive decline on this evaluation has not been previously investigated. The aim of this study was to investigate the perceived level of task demand involved in driving tasks, and to examine differences between perceived and observed driving performance in post-stroke drivers in comparison to a control group. A further aim of the research was to investigate the influence of cognition on self-rated driving performance. A total of 78 participants (35 post-stroke and 43 controls) were assessed using a series of cognitive tasks and were observed whilst driving. Participants were asked to rate their own driving performance and the task demand involved while driving using the NASA Task Load Index. Between group analyses were conducted to determine differences in the level of self-rated performance and task demand. Further analyses were conducted to investigate whether cognition accounted for differences in task demand or self-rated performance. Overall, the results suggested that the post-stroke drivers exhibited deficits in cognition, but they did not report increased levels of task demand when driving. Post-stroke adults also rated themselves more conservatively than the controls for on-road performance, which was associated with their reduced propensity for risk. The study suggests that cognitive deficits may influence post-stroke drivers to amend their driving behaviour, in order to bring the task demand within a manageable level. Understanding the mechanisms involved in self-rated performance and estimations of task demand can help promote accurate self-regulation practices in post-stroke drivers. Furthermore, measuring calibration may assist practitioners with assessing fitness-to-drive, as well as with tailoring driving rehabilitation. © 2018.
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| 7. |
- Strandroth, Johan, 1978, et al.
(författare)
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Correlation between Euro NCAP Pedestrian Test Results and Injury Severity in Injury Crashes with Pedestrians and Bicyclists in Sweden
- 2014
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Ingår i: SAE Technical Papers. - 400 Commonwealth Drive, Warrendale, PA, United States : SAE International. - 0148-7191 .- 2688-3627. ; 2014-November:November
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Tidskriftsartikel (refereegranskat)abstract
- Pedestrians and bicyclists account for a significant share of deaths and serious injuries in the road transport system. The protection of pedestrians in car-to-pedestrian crashes has therefore been addressed by friendlier car fronts and since 1997, the European New Car Assessment Program (Euro NCAP) has assessed the level of protection for most car models available in Europe. In the current study, Euro NCAP pedestrian scoring was compared with real-life injury outcomes in car-to-pedestrian and car-to-bicyclist crashes occurring in Sweden. Approximately 1200 injured pedestrians and 2000 injured bicyclists were included in the study. Groups of cars with low, medium and high pedestrian scores were compared with respect to pedestrian injury severity on the Maximum Abbreviated Injury Scale (MAIS)-level and risk of permanent medical impairment (RPMI). Significant injury reductions to both pedestrians and bicyclists were found between low and high performing cars. For pedestrians, the reduction of MAIS2+, MAIS3+, RPMI1+ and RPMI10+ ranged from 20-56% and was significant on all levels except for MAIS3+ injuries. Pedestrian head injuries had the highest reduction, 80-90% depending on level of medical impairment. For bicyclist, an injury reduction was only observed between medium and high performing cars. Significant injury reductions were found for all body regions. It was also found that cars fitted with autonomous emergency braking including pedestrian detection might have a 60-70% lower crash involvement than expected. Based on these results, it was recommended that pedestrian protection are implemented on a global scale to provide protection for vulnerable road users worldwide.
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| 8. |
- Dozza, Marco, 1978, et al.
(författare)
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A data-driven framework for the safe integration of micro-mobility into the transport system: Comparing bicycles and e-scooters in field trials
- 2022
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Ingår i: Journal of Safety Research. - : Elsevier BV. - 0022-4375. ; 81, s. 67-77
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Tidskriftsartikel (refereegranskat)abstract
- Introduction : Recent advances in technology create new opportunities for micro-mobility solutions even as they pose new challenges to transport safety. For instance, in the last few years, e-scooters have become increasingly popular in several cities worldwide; however, in many cases, the municipalities were simply unprepared for the new competition for urban space between traditional road users and e-scooters, so that bans became a necessary, albeit drastic, solution. In many countries, traditional vehicles (such as bicycles) may not be intrinsically safer than e-scooters but are considered less of a safety threat, possibly because—for cyclists—social norms, traffic regulations, and access to infrastructure are established, reducing the number of negative stakeholders. Understanding e-scooter kinematics and e-scooterist behavior may help resolve conflicts among road users, by favoring a data-driven integration of these new e-vehicles into the transport system. In fact, regulations and solutions supported by data are more likely to be acceptable and effective for all stakeholders. As new personal-mobility solutions enter the market, e-scooters may just be the beginning of a micro-mobility revolution. Method : This paper introduces a framework (including planning, execution, analysis, and modeling) for a data-driven evaluation of micro-mobility vehicles. The framework leverages our experience assessing bicycle dynamics in real traffic to make objective and subjective comparisons across different micro-mobility solutions. In this paper, we use the framework to compare bicycles and e-scooters in field tests. Results : The preliminary results show that e-scooters may be more maneuverable and comfortable than bicycles, although the former require longer braking distances. Practical Applications : Data collected from e-scooters may, in the short term, facilitate policy making, geo-fencing solutions, and education; in the long run, the same data will promote the integration of e-scooters into a cooperative transport system in which connected automated vehicles share the urban space with micro-mobility vehicles. Finally, the framework and the models presented in this paper may serve as a reference for the future assessment of new micro-mobility vehicles and their users’ behavior (although advances in technology and novel micro-mobility solutions will inevitably require some adjustments).
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| 9. |
- Kovaceva, Jordanka, 1980, et al.
(författare)
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Impact assessment methodology update (Deliverable 5.8)
- 2023
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This deliverable is describing the final methodology for safety benefit assessment in the SAFE-UP project. The assessment method for each safety system (Demo 1-4) highly depends on the developed systems and their ability to be assessed virtually and/or physically. When possible, combinations of both approaches are considered.
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| 10. |
- Moll, Sara, et al.
(författare)
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Modelling duration of car-bicycles overtaking manoeuvres on two-lane rural roads using naturalistic data
- 2021
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Ingår i: Accident Analysis and Prevention. - : Elsevier BV. - 0001-4575. ; 160
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Tidskriftsartikel (refereegranskat)abstract
- Nowadays, Spanish two-lane rural roads frequently accommodate sport cyclists. They usually ride on the shoulder or on the right edge of the lane, sharing the infrastructure with motorised vehicles. Due to the speed difference between road users, the most frequent and dangerous interaction is in overtaking manoeuvres. One key factor from a safety and traffic operation point of view is the overtaking duration. The main aim of this paper is to analyse how factors related to the road, the cyclists, and the overtaking manoeuvre influence the duration of overtaking to cyclists on two-lane rural roads. Naturalistic field data were obtained using instrumented bicycles. Seven groups of cyclists, formed by different numbers of cyclists riding in-line and two-abreast, rode along five rural roads with different geometric and traffic characteristics. A total of 1592 flying manoeuvres, in which drivers did not reduce their speed, and 192 accelerative manoeuvres were analysed. The overtaking duration, considering each overtaking strategy, was modelled using Bayesian statistics. Results showed that flying manoeuvres were more prevalent than accelerative. They were performed with higher speeds and lower lateral clearances and, therefore, presented lower overtaking durations. For both overtaking strategies, duration increased on wider roads and with a larger size of the group. The presence of an oncoming vehicle decreased the overtaking duration. However, other factors presented opposite effects on the duration depending on the overtaking strategy. The developed predictive models allow obtaining overtaking durations varying road and cyclist grouping characteristics. Results can be used by road administration to manage and propose some specific countermeasures to integrate the cyclists in a safe and efficient way on two-lane rural roads.
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