| 1. |
- Carlsson, Anna K, 1966, et al.
(författare)
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Barns Skallskador vid Olyckor i Personbil
- 2016
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Ingår i: Transportforum, January 12–13, 2016; Linköping, Sweden.
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)
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| 2. |
- Carlsson, Anna K, 1966, et al.
(författare)
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Review of Child Car Occupant Fatalities in Sweden During Six Decades
- 2013
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Ingår i: Proceedings: IRCOBI Conference; September 11-13; Gothenburg, Sweden. ; , s. 1-14
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Konferensbidrag (refereegranskat)abstract
- The development of fatal outcome was reviewed based on crash data including all fatally injured 0–14 year old car occupants in Sweden during 1956–2011 and put in relation to general improvements in vehicle and road safety and implementation of restraint systems.The review revealed a substantial decrease in crash‐related fatalities among 0–14 year old car occupants during the past three decades, representing a significant drop of 83% compared to the highest scores in the 1960s–70s. During 1992–2011, a total of 194 crash‐related fatalities were registered; the majority occurred on high‐speed roads. Head injury was a primary cause of death, in a total of 54% of all cases. Two fifths of the crashes involved a single car, while three fifths involved other vehicles. In total, 24% of the children were unrestrained, and 59% of those were ejected during crashes. Among the restrained children, 56% were considered to be appropriately restrained according to Swedish recommendations. Crash severity, complex crash situation, fire and drowning were factors that contributed to the fatal outcome, even though the restraint usage was considered to be optimal.
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| 3. |
- Jonsson, Jonathan, 1989, et al.
(författare)
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The Effect of Advanced Automatic Collision Notification (AACN) on Road Fatality Reduction in Sweden
- 2015
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Ingår i: Proceedings of the 3rd International Symposium on Future Active Safety Technology Towards Zero Traffic Accidents (FAST-zero 2015).
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- This paper aims at estimating the effect of the Advanced Automatic Collision Notification (AACN) post–crash system on road fatality reduction in Sweden. The analysis was based on the Swedish Traffic Accident Data Acquisition (STRADA) database in combination with in-depth studies of fatal accidents. Logistic regression with backward selection was used to identify relevant variables and develop a statistical model. The variables ‘admission to trauma center’, ‘age’ and ‘injury severity’ were identified as significant and by applying the final model on fatalities in passenger cars the estimated fatality reduction due to AACN was calculated. AACN was estimated to potentially reduce road fatalities by 9.6% (95% CI = -0.1-18.4%)
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| 4. |
- Nilsson, P., et al.
(författare)
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Modelling the effect on injuries and fatalities when changing mode of transport from car to bicycle
- 2017
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Ingår i: Accident Analysis and Prevention. - : Elsevier BV. - 0001-4575. ; 100, s. 30-36
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Tidskriftsartikel (refereegranskat)abstract
- Background: Several studies have estimated the health effects of active commuting, where a transport mode shift from car to bicycle reduces risk of mortality and morbidity. Previous studies mainly assess the negative aspects of bicycling by referring to fatalities or police reported injuries. However, most bicycle crashes are not reported by the police and therefore hospital reported data would cover a much higher rate of injuries from bicycle crashes. The aim of the present study was to estimate the effect on injuries and fatalities from traffic crashes when shifting mode of transport from car to bicycle by using hospital reported data. Methods: This present study models the change in number of injuries and fatalities due to a transport mode change using a given flow change from car to bicycle and current injury and fatality risk per distance for bicyclists and car occupants. Results: show that bicyclists have a much higher injury risk (29 times) and fatality risk (10 times) than car occupants. In a scenario where car occupants in Stockholm living close to their work place shifts transport mode to bicycling, injuries, fatalities and health loss expressed in Disability-Adjusted Life Years (DALY) were estimated to increase. The vast majority of the estimated DALY increase was caused by severe injuries and fatalities and it tends to fluctuate so that the number of severe crashes may exceed the estimation with a large margin. Conclusion: Although the estimated increase of traffic crashes and DALY, a transport mode shift is seen as a way towards a more sustainable society. Thus, this present study highlights the need of strategic preventive measures in order to minimize the negative impacts from increased bicycling. (C) 2016 Elsevier Ltd. All rights reserved.
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| 5. |
- Ohlin, Maria, 1987, et al.
(författare)
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Potential safety benefits of Automatic Collision Notification - A case by case analysis
- 2014
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Ingår i: 21st World Congress on Intelligent Transport Systems: Reinventing Transportation in Our Connected World, ITSWC 2014; Cobo CenterDetroit; United States; 7 September 2014 through 11 September 2014.
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Konferensbidrag (refereegranskat)abstract
- This study aimed to investigate the potential effect of Automatic Collision Notification (ACN) on reducing road fatalities and naturally deceased in the road environment. No such detailed study had previously been made in Sweden. The material consisted of in-depth studies of fatal crashes collected by the Swedish Transport Administration (STA) and from SOS Alarm, the Swedish emergency service central operating the emergency calls. The method used was a case-by-case analysis. The results showed that ACN could have an effect in 3.2 percent of the road fatalities and in 14.3 percent of the fatalities regarding naturally deceased in the road environment.
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| 6. |
- Ohlin, Maria, 1987, et al.
(författare)
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The combined effect of vehicle frontal design, speed reduction, autonomous emergency braking and helmet use in reducing real life bicycle injuries
- 2017
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Ingår i: Safety Science. - : Elsevier BV. - 0925-7535 .- 1879-1042. ; 92, s. 338-344
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Tidskriftsartikel (refereegranskat)abstract
- Vulnerable road users as bicyclists and pedestrians account for a significant share of fatalities and serious injuries in the road transport system. Traditionally, the protection for bicyclists has been addressed by speed management and separating vulnerable road users from motorized traffic. Also, the use of bicycle helmet has been prompted and regulated in some countries. Pedestrian protection by improving the car fontal design has been around since the late 1990s and has proven to be effective in reducing injury risk on pedestrians (Strandroth et al., 2011) as well as on bicyclists (Strandroth et al., 2014). Pedestrian detec- tion with Autonomous Emergency Braking (AEB) has also been introduced on the market to prevent and mitigate pedestrian and bicyclist injuries. The purpose of this study was to evaluate the effect of the dif- ferent interventions promoting safety for vulnerable road users, and an additional purpose was to look at the combined effect of the interventions. Swedish emergency hospital reports from approximately 2000 bicyclists and 1200 pedestrians between Jan 1st 2003 and March 2014 were included in the study. Hospital reports including injury diagnosis were combined with police data and the vehicle registry in order to obtain detailed vehicle information. Euro NCAP pedestrian test score, speed limit restriction and helmet use was correlated with real-life pedestrian and bicyclist injuries. The results showed that on pedestrians, large injury reductions were found comparing low scoring cars (1–9 p) in the Euro NCAP pedestrian test to high scoring cars (>18 p). Also for bicyclists significant injury reductions were found. Focusing on bicyclist’s injury level, large reductions were found on all body regions, with the high- est reduction on head injuries. The effect of speed limit restriction showed few statistically significant results, although across both pedestrian and bicyclist injuries the trends showed overall small but posi- tive effects. The effect of helmet use on bicyclist injuries was investigated both on individual level and on head injury level. Helmet showed to significantly reduce the risk of head injuries. However, on individual level, the results were quiet conflicting, and only on mRPMI10+ level a positive and statistically signifi- cant reduction was found. The calculated combined effect of speed-reduction, helmet-use and car frontal design was 79%. Also, preliminary calculations, based on a limited number of cases, and including both bicyclists and pedestrians, showed that when adding the effect of AEB, the risk of long-term impairment decreased by more than 90%.
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| 7. |
- Rizzi, Maria C., 1987-, et al.
(författare)
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Olika skademått som beskriver hälsoförlust till följd av trafikolyckor : hur påverkas prioriteringar i trafiksäkerhetsarbetet?
- 2022
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Målstyrning är en grundläggande del av trafiksäkerhetsarbetet och hur målet definieras har en direkt koppling till vilka strategier som används för att nå målen. I Sveriges målstyrning är det antalet omkomna och allvarligt skadade personer som följs upp. Som allvarligt skadad definieras den som i samband med en vägtrafikolycka fått en skada som ger minst en procents permanent medicinsk invaliditet. Syftet med denna rapport har varit att öka förståelsen för hur trafiksäkerhetsarbetets prioriteringar gällande allvarligt skadade skulle påverkas om man använde andra skademått än medicinsk invaliditet. I rapporten jämförs måtten PMI 1+ (grunden till dagens definition för allvarligt skadad), och PMI 10+ (mycket allvarligt skadad) med funktionsjusterade levnadsår (YLD) enligt DALY och MAIS 3+ som är den EU-gemensamma definitionen för svårt skadad. Data som ligger till grund för beräkningarna består av alla skadade personer rapporterade i Strada sjukvård under 2018 och 2019, totalt 63 587 personer. Jämförelser görs mellan de olika skademåtten avseende skillnader i risk för olika trafikantgrupper, fördelning av åldersgrupper, olyckstyper, trafikmiljöer och skadefördelning. Resultaten visar bland annat att skademåtten PMI 1+, PMI 10+ och MAIS 3+ ger en liknande bild över fördelningen av vilka som skadas, och i vilka olyckor och trafikmiljöer, men att storleks[1]ordningen på antalet skadade skiljer sig åt. Bland dessa skademått är den största gruppen skadade cyklister i tättbebyggt område (eller fotgängare i fallolyckor om dessa inkluderas). Om YLD används skulle istället den största delen av hälsoförlusterna komma från personer som skadats i personbil utanför tätort.
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| 8. |
- Rizzi, Maria C., et al.
(författare)
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The safety effect of increased pedestrian protection, autonomous emergency braking for pedestrians and bicyclists on passenger cars, and speed management
- 2024
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Ingår i: Traffic Safety Research. - : Lund University. - 2004-3082. ; 6
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Tidskriftsartikel (refereegranskat)abstract
- This was the first retrospective study to estimate the effect of increased pedestrian protection, autonomous emergency braking, and speed management to reduce serious injuries among pedestrians and bicyclists. More specifically, the aim was to estimate the injury mitigating effects of the following interventions: AEB with pedestrian and bicyclist detection, Euro NCAP pedestrian test score, active bonnet, traffic calming at pedestrian and bicycle crossings, and additionally, the combined effect of the above-mentioned treatments. The main source of data was the Swedish traffic data acquisition system (Strada), where information of road traffic crashes between passenger cars and pedestrians or bicyclists for the period 1 January 2003–31 December 2022 was obtained. Cars with optional fitment of AEB systems were identified, and the license registration number was used to access individual car equipment lists to identify whether the vehicle was equipped with AEB with pedestrian and/or cyclist detection. Information about traffic calming at pedestrian and bicycle crossings was obtained from the Swedish Transport Administration. The injury metric used was risk of permanent medical impairment (RPMI) of at least one percent and ten percent. RPMI captures the risk of long-term medical impairment based on a diagnosed injury location and Abbreviated Injury Severity (AIS) score. The relative difference between the mean values of RPMI (mRPMI1%+ and mRPMI10%+) was calculated and tested using an independent two sample t-test which was conducted for unequal sample sizes and variance. Although many results were found to be statistically non-significant, the following results were found to be significant at least at 90% level. Pedestrian mRPMI10%+ was reduced by 44% in speed zones ≤ 50 km/h comparing the group struck by cars equipped with AEB with pedestrian detection compared to the group struck by cars without the system. For cyclists, the mRPMI10%+ was reduced by 35% in speed zones ≤ 50 km/h. For crashes within ± 20 meters from a pedestrian or bicycle crossing, the AEB system reduced 60% of pedestrians mRPMI10%+ at crossings with good safety standard compared to crossings of poor safety standard. The comparison of cars with poor performance (1–9 points) in the NCAP pedestrian test and cars with a high score (28–36 points) showed that pedestrian mRPMI10%+ was reduced by 48% across all speed limits, and by 64% including only those aged ≤ 64 years. For bicyclists, a significant reduction of cyclist mRPMI10%+ was found comparing low scoring cars to high scoring cars in ≤ 30 km/h speed limit (-73%) and across all speed limits (-36%). Including only those aged ≤ 64 years, the reduction was 49%. For the active bonnet, a significant reduction of mRPMI1%+ by 24% was observed but given that the rate of helmet wearing was higher in the group struck by cars with active bonnet, this difference cannot be attributed to an effect of an active bonnet. The STA safety rating of pedestrian and bicycle crossings showed that overall pedestrian mRPMI1%+ was reduced by 15%, while cyclists mRPMI10%+ was reduced by 32% comparing crossings of high safety level to crossings of poor safety level. The analysis of combined interventions showed that the total reduction of pedestrians and cyclists mRPMI10%+ together was 69%, from 6.4% to 2%. This paper demonstrates that a road environment with adapted infrastructure and speed, combined with passenger car technologies that improve the safety for vulnerable road users, can create significant reductions of serious (long-term) injuries among pedestrians and bicyclists.
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| 9. |
- Rizzi, Matteo, 1979, et al.
(författare)
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Does the improved stability offered by motorcycle antilock brakes (ABS) make sliding crashes less common? In-depth analysis of fatal crashes involving motorcycles fitted with ABS
- 2016
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 17:6, s. 625-632
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Tidskriftsartikel (refereegranskat)abstract
- Objective: This research investigated the following issue. Though several tests indicate that motorcycle ABS may increase motorcycle stability, thus reducing the risk of a sliding crash involving braking (i.e., the rider is separated from the motorcycle and slides along the road surface prior to collision), there is limited research showing to what extent sliding crashes are reduced by ABS in real-life conditions. Methods: The Swedish Transport Administration (STA) and the Norwegian Public Roads Administration (NPRA) carry out in-depth studies for all road fatalities. A total of 38 in-depth studies with ABS motorcycles were included: 22 in Sweden and 16 in Norway (2005–2014). These were compared with 98 cases in Sweden and 32 in Norway involving motorcycles of the same types but without ABS. The data sets were analyzed separately and also merged together. The difference between the proportions of sliding crashes regardless braking was analyzed; selective recruitment was handled with a sensitivity analysis. Induced exposure was used to calculate the reduction of all crashes and those involving braking. Results: Four ABS cases (11%) involved falling off the motorcycle prior to collision, and 35% of the non-ABS crashes were sliding (P =.004). The sensitivity analysis showed that the results were stable, with a relative difference of sliding crashes ranging between 65 and 78%. None of the 4 sliding crashes with ABS occurred during braking; that is, all ABS riders who braked prior to collision crashed in an upright position. In the 4 sliding cases with ABS, the riders lost control of their motorcycles: 2 while accelerating on asphalt with very poor friction, 1 while negotiating a curve with an excessive lean angle, and 1 by abruptly releasing the throttle in the middle of a curve. Although based on a limited number of cases, the distributions of sliding and upright collisions among crashes without braking were similar, thus suggesting that the crash posture would not be affected by ABS if no braking occurred. The calculations with induced exposure showed that upright crashes with braking were also reduced by ABS; all fatal crashes, regardless of braking, were reduced by 52%. Conclusions: Though this research was based on a limited material, it confirmed that sliding fatal crashes are significantly decreased by ABS. Considering that ABS will soon be mandatory in the European Union on all new motorcycles with engine displacement over 125cc, these findings should be taken into account in the future design and testing of motorcycle-friendly road barriers and integrated protection systems.
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| 10. |
- Rizzi, Matteo, 1979, et al.
(författare)
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Effectiveness of Motorcycle Antilock Braking Systems (ABS) in Reducing Crashes, the First Cross-National Study
- 2015
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 16:2, s. 177-183
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Tidskriftsartikel (refereegranskat)abstract
- Objectives: This study set out to evaluate the effectiveness of motorcycle antilock braking systems (ABS) in reducing real-life crashes. Since the European Parliament has voted on legislation making ABS mandatory on all new motorcycles over 125 cc from 2016, the fitment rate in Europe is likely to increase in the coming years. Though previous research has focused on mostly large displacement motorcycles, this study used police reports from Spain (2006-2009), Italy (2009), and Sweden (2003-2012) in order to analyze a wide range of motorcycles, including scooters, and compare countries with different motorcycling habits. Methods: The statistical analysis used odds ratio calculations with an induced exposure approach. Previous research found that head-on crashes were the least ABS-affected crash type and was therefore used as the nonsensitive crash type for ABS in these calculations. The same motorcycle models, with and without ABS, were compared and the calculations were carried out for each country separately. Crashes involving only scooters were further analyzed. Results: The effectiveness of motorcycle ABS in reducing injury crashes ranged from 24% (95% confidence interval [CI], 12-36) in Italy to 29% (95% CI, 20-38) in Spain, and 34% (95% CI, 16-52) in Sweden. The reductions in severe and fatal crashes were even greater, at 34% (95% CI, 24-44) in Spain and 42% (95% CI, 23-61) in Sweden. The overall reductions of crashes involving ABS-equipped scooters (at least 250 cc) were 27% (95% CI, 12-42) in Italy and 22% (95% CI, 2-42) in Spain. ABS on scooters with at least a 250 cc engine reduced severe and fatal crashes by 31% (95% CI, 12-50), based on Spanish data alone. Conclusions: At this stage, there is more than sufficient scientific-based evidence to support the implementation of ABS on all motorcycles, even light ones. Further research should aim at understanding the injury mitigating effects of motorcycle ABS, possibly in combination with combined braking systems.
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