| 1. |
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| 2. |
- Björnberg, Karin Edvardsson, et al.
(författare)
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Preface
- 2022
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Ingår i: The Vision Zero Handbook: Theory, Technology and Management for a Zero Casualty Policy. - Cham : Springer International Publishing. ; , s. v-vi
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- Globally, about 1.3 million people die every year in road traffic crashes and about 50 million are injured. For long, the death toll on roads was considered to be a necessary price that we have to pay for our mobility and development. But beginning in the late 1990s, an alternative approach to road safety has become more and more influential. The Vision Zero movement declares that every severe crash in road traffic is an avoidable failure and that no other goal is satisfactory than zero fatalities and serious injuries. This is by no means a new idea. Similar views have been expressed in many other areas of safety management. Safety work based on the idea that every accident is one too much can be found in workplace safety, fire safety, aviation, suicide prevention, patient safety, infection control, and many other areas. Zero goals are also gaining traction in environmental protection and sustainable development work. Terms such as zero waste, zero emissions, zero carbon, and zero poverty have become increasingly important in climate and environmental policies. Detractors claim that Vision Zero is too stringent and therefore also unrealistic. But practical experience has shown again and again that the Vision Zero approach can efficiently reduce the number of deaths and serious injuries. Of course, it is not enough to set up Vision Zero as a goal. Its effects materialize when it is systematically applied, and every serious accident is treated as a failure that must not be repeated. This handbook is the first comprehensive collection of knowledge and experience of Vision Zero. Its contributing authors are experts from all around the world, representing a wide range of academic disciplines and an equally wide range of specializations in practical safety management.
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| 3. |
- Boström, Ola, 1963, et al.
(författare)
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Prediction of neck injuries in rear impacts based on accident data and simulations
- 1997
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Ingår i: PROCEEDINGS OF THE 1997 INTERNATIONAL IRCOBI CONFERENCE ON THE BIOMECHANICS OF IMPACT. ; , s. 251-264
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Konferensbidrag (refereegranskat)abstract
- Whiplash associated disorders, occurring in car accidents, are an increasing problem worldwide. According to real-life data from police records, the struck car's velocity change (delta V) and occupant gender are two of the most important factors related to Abbreviated Injury Scale (AIS) 1 neck injuries. In this study, a new rear-impact ranking of cars based on 4432 police reported accidents is presented. The ranking concerns the relative neck injury risk and compensates for the influences of car weight and gender. Moreover, some important factors influencing the risk of AIS 1 neck injury are proposed. These include: the stiffness, damping and yielding characteristics of the seat back, the muscle response of the occupant, and the delta V of the struck car and acceleration pulse. Using a mathematical model it is shown that the influence from these factors can be explained by a recently proposed neck injury criterion (NIC). This criterion is based on the neck motion at the passage of full neck retraction. The NIC, based on a number of volunteer tests, is analysed and validated. The consequence of injury outcome of an observed overall seat back stiffening is also discussed. In conclusion, for delta V below 20 km/h, real-life data show that the geometry of the head restraint is of minor importance. A seat back with low yielding limit or soft performance may be preferable. Moreover, the new NIC seems to be a good predictor of real-life neck injuries.
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| 4. |
- Edvardsson Björnberg, Karin, Docent, 1972-, et al.
(författare)
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The vision zero handbook : Theory, technology and management for a zero casualty policy
- 2022
-
Bok (övrigt vetenskapligt/konstnärligt)abstract
- This handbook provides a comprehensive treatment of Vision Zero, an innovative policy on public road safety developed in Sweden. Covering all the major topics of the subject, the book starts out with a thorough examination of the philosophy, ideas and principles behind Vision Zero. It looks at conditions for the effectiveness of the policy, principles of safety and responsibility as well as critique on the policy. Next, the handbook focuses on how the Vision Zero ideas have been received and implemented in various legislations and countries worldwide. It takes into account the way Vision Zero is looked at in the context of international organizations such as the WHO, the UN, and the OECD. This allows for a comparison of systems, models and effects. The third part of the handbook discusses the management and leadership aspects, including ISO standards, equity issues, other goals for traffic and transportation, and opportunities for the car industry. Part four delves into tools, technologies and organizational measures that contribute to the implementation of Vision Zero in road traffic. Examples of specific elements discussed are urban and rural road designs, human factor designs, and avoiding drunk and distracted driving. The final part of the handbook offers perspectives on the transfer of Vision Zero policy to other areas, ranging from air traffic to suicide prevention and nuclear energy.
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| 5. |
- Kullgren, Anders, 1963, et al.
(författare)
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Effects on crash risk of automatic emergency braking systems for pedestrians and bicyclists
- 2023
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Ingår i: Traffic Injury Prevention. - : Taylor & Francis. - 1538-9588 .- 1538-957X. ; 24:S1, s. S111-S1115
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Tidskriftsartikel (refereegranskat)abstract
- OBJECTIVE: The first automatic emergency braking (AEB) system was presented in 2003 and aimed to mitigate or reduce rear-end crashes. Since then, several AEB systems aimed to reduce other collision types have been introduced and studies have shown that they reduce crash risks. The aim with this study was to evaluate crash reductions of cars fitted with AEB systems with pedestrian detection and those with bicyclist detection. METHODS: The study is based on the Swedish Traffic Accident Data Acquisition that includes road traffic accidents reported by the police and by emergency hospitals. Crashes occurring between 2015 and 2020 and with cars from model years 2015 to 2020 were included. The statistical analysis used odds ratio calculations with an induced exposure approach where the outcomes of sensitive and nonsensitive crashes were studied. The sensitive crashes were hit pedestrians and bicyclists, respectively. The nonsensitive crash type in both comparisons was struck vehicles in rear-end crashes. Evaluations were also made for different light and weather conditions and for high and low speed roads. RESULTS: Seven hundred and twelve hit pedestrians and 1,105 hit bicyclists were included, and the nonsensitive crashes consisted of 1,978 vehicles. The overall reduction on crash risk for AEB with pedestrian detection was 8% (±15%; ns) and for AEB with bicyclist detection it was 21% (±17%). When separating for light conditions, no reduction in crash risk for AEB with pedestrian detection nor for AEB with bicyclist detection could be seen in darkness. However, in daylight and twilight conditions, AEB with pedestrian detection reduced pedestrian crash risk by 18% (±19%; ns) and AEB with bicyclist detection reduced bicyclist crash risk by 23% (±19%). No significant reductions could be seen when separating for weather conditions except for a 53% (±31%) reduction for bicyclists in rain, fog, and snowfall. A larger reduction on high-speed roads (50-120 km/h) compared with low-speed roads (10-40 km/h) was also found. CONCLUSIONS: AEB systems with bicyclist detection were found to reduce the numbers of hit bicyclists, especially in daylight and twilight conditions. In darkness, no reduction for hit pedestrians or bicyclists was found.
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| 6. |
- Kullgren, Anders, 1963, et al.
(författare)
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Fatalities in value chains—an attempt to classify road traffic crashes in accordance with the United Nations General Assembly resolution 74/299
- 2023
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Ingår i: Traffic Safety Research. - 2004-3082. ; 5:Special issue
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Tidskriftsartikel (refereegranskat)abstract
- Large corporations are today expected or obliged to report on accidental deaths and serious injuries to employed or contracted employed as a part of reporting on sustainability and workplace safety. Data about road crashes are part of such events and are therefore, but not separately, collected and presented. In Europe, 40% to 60% of all work-related accidents resulting in death has been reported to be road traffic accidents. In 2020, the Stockholm Declaration urged all corporations to report on their safety footprint including their entire value chain. The aims of the present study were to use a new definition of safety footprint and to quantify those killed as employed and at work, and those killed in a crash where the other part was at work, as so called third parties, to transports for duty with employed drivers. The Swedish Transport Administration (STA) in-depth database of fatal crashes was used, that covers all fatalities classified as road traffic related and consists of information from the police, medical journals, autopsy reports, accident analyses performed by STA, and witness statements. All fatalities excluding suicides or those caused by sickness occurring during year 2019 were investigated (n = 214). 11% (23/214) of the fatalities occurred when the killed person was at work and 16 while commuting. 37% of the fatal accidents occurred when the killed road user or the other part was at work. In total, almost half of the fatalities in the road transport system were related to work in some way when including both the fatally injured and their collision partners. A larger proportion of non-privately owned and procured vehicles was found for the vehicles of the collision partners compared to the vehicles of the fatally injured. In approximately one third of the fatal accidents a procurement of a transport service was involved. The Swedish Work Environment Authority (SWEA) identified 10 of the 23 fatalities at work investigated and none of these accidents was found to be investigated by the police as a crime related to the work environment. In conclusion, almost half of the fatalities in the road transport system in 2019 were related to work in some way, either the fatally injured or their collision partners were at work or while commuting. When including the third-party casualties, the problem becomes much bigger and more complex. In Sweden fatalities related to work are under reported, as the SWEA does not receive basic data. Efforts are needed to improve reporting of work-related road fatalities. It was found that the police did not investigate road traffic fatalities as death at workplace. It is crucial that the police start to follow the intention of regulations linked to workplace safety. If not, the possibility to collect relevant data for organizations to report on their safety footprint is limited. It is complicated to collect, classify and analyse value chain fatal crash information, mainly due to that the police do not investigate fatal road crashes as possibly work-related events. It is recommended that organizations manage their own data collection if they wish to report on their safety footprint data.
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| 7. |
- Lie, Anders, 1959, et al.
(författare)
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Are crash causation studies the best way to understand system failures – Who can we blame?
- 2024
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Ingår i: Accident Analysis and Prevention. - 0001-4575. ; 196
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Tidskriftsartikel (refereegranskat)abstract
- The search for common and serious single causes of road crashes naturally leads to a concentration on the road user. This is supported by a legal framework in the search for the main cause and the suspect for this cause. In prevention, we have for decades been more inclined to look for systematic improvements of all elements of the road transport system, and we direct the recommendations for actions towards system designers, organizations, products and services. In this paper the discussion about causation and prevention is broadened in the light of Vision Zero and its approach to prevention of serious and fatal injuries. We also discuss the Swedish judicial system and why the prevention approach has not been legislated or even generally accepted. Occupational health and safety legislation and road rules are compared, as well as how sustainability practices and reporting are tools to apply prevention where organizations have a natural sphere of influence that could mitigate deaths and serious injuries within value chains. It is recommended that we stop using the term causation as it is only directing actions in one direction. There is a risk that the focus on causation, in particular single causes, will deviate actions away from robust prevention countermeasures such as increased seat belt use, relevant speed limits, and well functioning roundabouts and median barriers. Furthermore, there is also a risk that important preventative actions from organizations are overlooked.
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| 8. |
- Lie, Anders, 1959, et al.
(författare)
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Automated vehicles: How do they relate to vision zero
- 2022
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Ingår i: The Vision Zero Handbook: Theory, Technology and Management for a Zero Casualty Policy. - Cham : Springer International Publishing. ; , s. 1057-1071
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- The Swedish Transport Administration (STA) work to reduce the number of suicides in the transport system. Fatalities, i.e., on roads, railways, and bridges, originate from either accidents or suicides, natural death excluded. Knowing the correct manner of death is needed to work with optimal prevention strategies. The aims are to separate fatalities due to suicides, follow the development, and implement measures for suicide prevention. Methods are developed for suicide classification and criteria for the selection in which suicides were suspected. Fatalities in level one and two of five were classified as suicides. Data from the STA's databases are used and so are data from the psychosocial investigations done by a trained investigator in the topic and with clinical experience from counselling at hospitals. 2129 persons died on the roads in Sweden, 10% (206 persons) were classified as suicides. 336 persons died after being hit by trains, 85% (284 persons) were suicides. 130 persons died by jumping from bridges. The number of suicides increases with population density. Suicide in the transport system is a major problem; firstly personal tragedies, it is also a work environment problem for truck and train drivers and for the emergency staff. It generates delays and costs for passenger and cargo transport. By analyzing the results of countermeasures in the form of obstructive barriers, the physical environment can be improved and high-risk areas can be accentuated. Restricting access to the means of suicide is important in suicide prevention. Strategies for the STA include suicide prevention in the design of new roads, railways, and bridges, as well as by identifying and reducing existing high-risk locations. Sharing the results with other authorities and organizations and cooperation within suicide prevention missions are vital for the enhancement of the overall suicide prevention work in society.
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| 9. |
- Lie, Anders, 1959, et al.
(författare)
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ISO 39001 road traffic safety management system, performance recording, and reporting
- 2022
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Ingår i: The Vision Zero Handbook: Theory, Technology and Management for a Zero Casualty Policy. - Cham : Springer International Publishing. ; , s. 675-686
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- Traffic safety has shifted from being a solely individual issue to also include responsibilities from those organizations that influences the use and quality of the road transport system. This chapter explores the background of this and presents how ISO 39001 has been introduced as a tool to manage traffic safety in organisations. Further it is setting organizational road traffic safety into context of the 3rd Global Ministerial Conference on Road Safety, the Stockholm declaration and the decision of the United Nations general Assembly. The chapter also discusses how a value chain analysis can help organisations in understanding and tackling their road safety footprint and part of their sustainability reporting.
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| 10. |
- Lie, Anders, 1959, et al.
(författare)
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Vision Zero and Impaired Driving: Near and Longer-Term Opportunities for Preventing Death and Injuries
- 2024
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Ingår i: Accident Analysis and Prevention. - 0001-4575. ; 194
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Tidskriftsartikel (refereegranskat)abstract
- Vision Zero involves the use of a systems approach to eliminate fatal and serious injuries from motor vehicle crashes by accommodating basic human limitations that lead to crashes through fundamental behavioral expectations, together with sound vehicle and road design. Alcohol-related crashes account for a significant proportion of motor vehicle crash death and injury and can be addressed in a safe road transport system. We look at near-term policy and program interventions that are known to motivate drivers to make safe drinking and driving decisions, and possibilities for using technology over the longer term to address risks resulting from driver impairment that is either inadvertent or willful high-risk behavior. From the Vision Zero perspective,”normal driving” refers to a situation where traffic and road users are operating as desired and planned. A driver in this normal driving envelope operates at a safe speed, wears a seat belt, focuses on the driving task, and is not impaired. A safe system accommodates human errors, mistakes, and misjudgments in the normal driving envelope. However, it may not be capable of compensating for deliberate violations and rule-breaking. A critical role of behavioral programs and policies is to motivate safe decisions by drivers and other road users and keep them in the normal driving envelope where they can be protected from unintentional errors by a safe system. While much progress has been made in developing and implementing impaired driving policies and programs, much potential remains in the their ability to motivate drivers to meet the fundamental expectations required in a safe system. Examples of behavioral programs and policies that have strong evidence of effectiveness but are underutilized in the U.S. include conducting periodic sobriety checkpoints, lowering the blood alcohol concentration limit for driving, and mandating the use of ignition interlock devices. While the specific interventions may differ, it is likely that the same situation of incomplete implementation of behavioral programs and policies - and consequent unrealized value to a comprehensive safe system - applies to many other nations. To reach the goal of zero deaths, a comprehensive Vision Zero program needs to address the problem of deliberate risk-taking, which can include driver impairment from alcohol or other causes and extend to dangerous and reckless driving. Advanced safety technologies offer a range of opportunities for this purpose. Cars available today and in the future will have a plethora of sensors that monitor circumstances inside and around the car. These systems can identify whether a driver is in their safe driving envelope and respond with interventions that are appropriate for the severity and nature of the risk. Interventions could range from those that are not perceivable to the driver, such as putting driver assist systems into active mode, to stronger steps such as limiting or preventing vehicle operation. Zero fatalities or serious injuries in motor vehicle crashes is possible with a systems approach that accommodates human errors and mistakes that occur with the normal driving envelope and incorporates effective responses to deliberate risk-taking outside of this envelope.
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| 11. |
- 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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| 12. |
- 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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| 13. |
- 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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| 14. |
- Rizzi, Matteo, 1979, et al.
(författare)
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Injury crash reduction of low-speed Autonomous Emergency Braking (AEB) on passenger cars
- 2014
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Ingår i: International Research Council on the Biomechanics of Injury Conference, IRCOBI 2014; Berlin; Germany; 10 September 2014 through 12 September 2014. ; , s. 656-665
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Konferensbidrag (refereegranskat)abstract
- Low-speed Autonomous Emergency Braking (AEB) is a safety system designed to support passenger car drivers to avoid or mitigate the consequences of rear-end crashes, mostly in urban road environments. This study set out to evaluate the effectiveness of this technology in reducing real-life crashes, based on Swedish police-reported injury crashes 2010-2014. Cars with standard AEB were compared with non-AEB cars from the same manufacturer as well as from others. Both groups were chosen to be of similar types and weights. The statistical analysis used odds ratio calculations with an induced-exposure approach. In this case, striking rear-end crashes were considered sensitive to AEB. The non-sensitive crash types used in the analysis were struck rear-end crashes as well as all crossing crashes. Only two-car collisions were included. The results showed that the reduction of striking rear-end crashes in 50 km/h speed areas ranged between 54% and 57%. The reduction of all striking rear-end crashes, regardless of speed area, ranged between 35% and 41%. These findings were in line with previous research, although of greater magnitude as the striking and the struck car could be identified and separated. However, it should be noted that the present study calculated the overall benefits of AEB, in terms of both crash avoidance and injury mitigation.
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| 15. |
- Rizzi, Matteo, 1979, et al.
(författare)
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Motorcycle crashes into road barriers: The role of stability and different types of barriers for injury outcome
- 2012
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Ingår i: 2012 IRCOBI Conference Proceedings - International Research Council on the Biomechanics of Injury, Dublin:12 September through14 September 2012. ; , s. 328-341
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Konferensbidrag (refereegranskat)abstract
- This research focused on motorcycle crashes into road barriers and addressed two research questions: the first to assess if injury risk for motorcyclists is affected by collisions with different types of barriers, and the second, to examine if injury outcome in these crashes can be affected by being in an upright position during the collision. Police-reported motorcycle crashes into road barriers in Sweden between 2003 and 2010 were analyzed across different barrier types, using the Fatal-Serious-Injury Ratio (FSI). In addition, 55 in-depth interviews with Swedish motorcyclists who had crashed into road barriers were included to measure threat-to-life and medical disability. The analysis of police records showed no statistically significant difference between the FSI-ratios for wire rope barriers, Kohlswa-beam and W-beam barriers, although these FSI-ratios were generally very high. The small number of in-depth case findings, however, showed that injury severity was lower in crashes in which the motorcyclists were in an upright position during the collision. The proportion of subjects with ISS 16+ was 24% lower in those crashes compared to those who slid into the barrier. In addition, AIS 2+ and AIS 3+ injuries were 22% and 12% lower, respectively. The mean Risk for Permanent Medical Impairment 10% (RPMI) was 51% lower, and leg injuries were more common although these results were not statistically significant. While the implementation of Anti-lock Brakes on motorcycles may improve stability during critical situations, further development of integrated leg protectors might still be needed.
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| 16. |
- Rizzi, Matteo, 1979, et al.
(författare)
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PROPOSED SPEED LIMITS FOR THE 2030 MOTOR VEHICLE
- 2023
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Ingår i: 27th ESV Conference Proceedings.
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Konferensbidrag (refereegranskat)abstract
- Vision Zero builds on the aspiration to keep kinetic energy below human tolerance to prevent fatalities and serious injuries. In this work, a Swedish expert group within the SAFER arena estimated the maximum safe speed limits for the 2030 motor vehicle based on the boundary conditions of vehicles, road infrastructure and human crash tolerance to achieve close to zero road fatalities and serious injuries. The present work was based on expert consensus, rather than a retrospective quantitative analysis of crash data. Different load cases were discussed separately, with the involvement of a passenger car being the common denominator. The passenger car and its collision partner were assumed to be of model year 2030, thus reflecting the base safety level of the Swedish car fleet by approximately 2050. The boundary conditions were set based on pre-crash autonomous braking ability and the maximum acceptable impact speeds that would result in a very low risk of death or serious injury among the car occupants and the car’s collision partner. In the case of car to pedestrian impacts, the acceptable impact speed was set to zero, as any impact with pedestrians can lead to serious injuries as a result of ground impacts. It was expected that the responsibility to comply with speed limits will move from the driver to the car itself, and that travel speeds will be autonomously reduced when low road friction, sight obstructions, and other challenges in the traffic environment are detected. This function was expected to be non-overridable. Lateral control was also expected to be further enhanced with lane support technologies, although it was assumed that it will be still possible to override such technologies. Over time, increased performance of vehicle safety technologies will likely be able to prevent an increasingly large proportion of crashes in all load cases. However, in line with Vision Zero design principles, human crash tolerance will always be the ultimate boundary condition to guarantee a safe outcome in a crash. As a result, the recommended maximum travel speeds in the road transport system containing motor vehicles only of model year 2030 and beyond are: Rizzi 1 5-7 km/h in pedestrian priority areas, 40 km/h in mixed traffic urban areas, if there are no obstructed sensor sightlines, e.g. due to parked vehicles along the sidewalk, 50 to 80 km/h on roads without mid- and roadside barriers, 100+ km/h on roads with continuous mid- and roadside barriers, 40 to 60 km/h in intersections, depending on vehicle mass differences. The results from this work can be used to inform the development and amendment of transport planning guidelines when moving away from the economical paradigm into Safe System boundary conditions in the setting of speed limits.
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| 17. |
- Rizzi, Matteo, 1979, et al.
(författare)
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The combined benefits of motorcycle antilock braking systems (ABS) in preventing crashes and reducing crash severity
- 2016
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 17:3, s. 297-303
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Tidskriftsartikel (refereegranskat)abstract
- © 2016 Taylor & Francis Group, LLC. Objective: Several studies have reported the benefits of motorcycle antilock braking systems (ABS) in reducing injury crashes, due to improved stability and braking performance. Both aspects may prevent crashes but may also reduce the crash severity when a collision occurs. However, it is still unknown to what extent the reductions in injury crashes with ABS may be due to a combination of these mechanisms. Methods: Swedish hospital and police reports (2003–2012) were used. The risk for permanent medical impairment (RPMI) was calculated, showing the risk of at least 1 or 10% permanent medical impairment. In total, 165 crashes involving ABS-equipped motorcycles were compared with 500 crashes with similar motorcycles without ABS. The analysis was performed in 3 steps. First, the reduction in emergency care visits with ABS was calculated using an induced exposure approach. Secondly, the injury mitigating effects of ABS were investigated. The mean RPMI 1+ and RPMI 10+ were analyzed for different crash types. The distributions of impairing injuries (PMI 1+) and severely impairing injuries (PMI 10+) were also analyzed. In the third step, the total reduction of PMI 1+ and PMI 10+ injured motorcyclists was calculated by combining the reductions found in the previous steps. An additional analysis of combined braking systems (CBS) together with ABS was also performed. Results: The results showed that emergency care visits were reduced by 47% with ABS. In the second step, it was found that the mean RPMI 1+ and RPMI 10+ with ABS were 15 and 37% lower, respectively. Finally, the third step showed that the total reductions in terms of crash avoidance and mitigation of PMI 1+ and PMI 10+ injured motorcyclists with ABS were 67 and 55%, respectively. However, PMI 1+ and PMI 10+ leg injuries were not reduced by ABS to the same extent. Indications were found suggesting that the benefits of ABS together with CBS may be greater than ABS alone. Conclusions: This article indicated that motorcycle ABS reduced impairing injuries, mostly due to fewer emergency care visits but also due to a reduction in crash severity. This may seem reasonable as the improved stability and braking performance provided by ABS could prevent some crashes but would also decrease crash severity if a collision still occurs. As suggested by previous studies, however, the lower extremities would be more exposed in a crash with ABS. It is recommended that future research should follow up these results with additional data.
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| 18. |
- Rosenberg, Mark, et al.
(författare)
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Vision zero in disease eradication
- 2022
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Ingår i: The Vision Zero Handbook: Theory, Technology and Management for a Zero Casualty Policy. - Cham : Springer International Publishing. ; , s. 1165-1193
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- Road safety has come a long way in our lifetimes, and there are steps in this progress that mark their place in history. Many of these were technical innovations, such as seat belts, electronic stability control, and geofencing for vehicle speed control. Also important, though perhaps fewer in number, were innovations in strategies to achieve change. These include the public health model of Dr. William Haddon, the introduction of Vision Zero, the World Report on Road Traffic Injury Prevention from WHO and the World Bank, and more recently, the Decade of Action 2011-2020. I am sure that the work and recommendations presented in this report will deserve their place in a "Hall of Fame" for strategic innovation in saving lives across the globe.
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| 19. |
- Sternlund, Simon, 1983, et al.
(författare)
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The effectiveness of lane departure warning systems—A reduction in real-world passenger car injury crashes
- 2017
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 18:2, s. 225-229
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Tidskriftsartikel (refereegranskat)abstract
- Objective: The objective of this study was to estimate the safety benefits of in vehicle lane departure warning (LDW) and lane keeping aid (LKA) systems in reducing relevant real-world passenger car injury crashes. Methods: The study used an induced exposure method, where LDW/LKA-sensitive and nonsensitive crashes were compared for Volvo passenger cars equipped with and without LDW/LKA systems. These crashes were matched by car make, model, model year, and technical equipment; that is, low-speed autonomous emergency braking (AEB) called City Safety (CS). The data were extracted from the Swedish Traffic Accident Data Acquisition database (STRADA) and consisted of 1,853 driver injury crashes that involved 146 LDW-equipped cars, 11 LKA-equipped cars, and 1,696 cars without LDW/LKA systems. Results: The analysis showed a positive effect of the LDW/LKA systems in reducing lane departure crashes. The LDW/LKA systems were estimated to reduce head-on and single-vehicle injury crashes on Swedish roads with speed limits between 70 and 120 km/h and with dry or wet road surfaces (i.e., not covered by ice or snow) by 53% with a lower limit of 11% (95% confidence interval [CI]). This reduction corresponded to a reduction of 30% with a lower limit of 6% (95% CI) for all head-on and single-vehicle driver injury crashes (including all speed limits and all road surface conditions). Conclusions: LDW/LKA systems were estimated to lower the driver injury risk in crash types that the systems are designed to prevent; that is, head-on and single-vehicle crashes. Though these are important findings, they were based on a small data set. Therefore, further research is desirable to evaluate the effectiveness of LDW/LKA systems under real-world conditions and to differentiate the effectiveness between technical solutions (i.e., LDW and LKA) proposed by different manufacturers.
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| 20. |
- Strandroth, Johan, 1978, et al.
(författare)
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A New Method to Evaluate Future Impact of Vehicle Safety Technology in Sweden
- 2012
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Ingår i: SAE Technical Papers. - 400 Commonwealth Drive, Warrendale, PA, United States : SAE International. - 0148-7191 .- 2688-3627. ; 56, s. 497-509
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Tidskriftsartikel (refereegranskat)abstract
- In the design of a safe road transport system there is a need to better understand the safety challenges lying ahead. One way of doing that is to evaluate safety technology with retrospective analysis of crashes. However, by using retrospective data there is the risk of adapting safety innovations to scenarios irrelevant in the future. Also, challenges arise as safety interventions do not act alone but are rather interacting components in a complex road transport system. The objective of this study was therefore to facilitate the prioritizing of road safety measures by developing and applying a new method to consider possible impact of future vehicle safety technology. The key point was to project the chain of events leading to a crash today into the crashes for a given time in the future. Assumptions on implementation on safety technologies were made and these assumptions were applied on the crashes of today. It was estimated which crashes would be prevented and the residual was analyzed to identify the characteristics of future crashes. The Swedish Transport Administration's in-depth studies of fatal crashes from 2010 involving car passengers (n=156) were used. This study estimated that the number of killed car occupant would be reduced with 53 percent from the year 2010 to 2020. Through this new method, valuable information regarding the characteristic of the future crashes was found. The results of this study showed that it was possible to evaluate future impact of vehicle safety technology if detailed and representative crash data is available.
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| 21. |
- 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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| 22. |
- Strandroth, Johan, 1978, et al.
(författare)
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Head-on collisions between passenger cars and heavy goods vehicles: Injury risk functions and benefits of autonomous emergency braking
- 2012
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Ingår i: 2012 IRCOBI Conference Proceedings - International Research Council on the Biomechanics of Injury, Dublin;12 September 2012 through14 September 2012. ; , s. 342-351
-
Konferensbidrag (refereegranskat)abstract
- This study focuses on frontal crashes between passenger cars and heavy goods vehicles (HGV) in Sweden. The objectives are to estimate how risk for moderate and severe injuries (MAIS2+) for passenger car occupants correlates with change of velocity (delta v) in this type of crashes and to estimate the potential benefits of Autonomous Emergency Braking (AEB) on HGV and passenger cars in reducing injury risk. First risk curves were derived from Crash Pulse Recorder data from 85 real-world frontal collisions between passenger cars and HGV including 133 front seat occupants with AIS-coded injuries. Secondly, a case-by-case analysis was performed using 70 in-depth studies of fatal crashes collected by the Swedish Transport Administration. The possible additional braking time and impact speed reduction with AEB was calculated. Finally, the calculated speed reduction with AEB was applied on the derived risk functions in order to estimate the injury reduction. Results showed that with a given delta v the injury risk for car occupants was higher in frontal collisions with HGV than in similar collisions with another passenger car. AEB activated on HGV and passenger cars in frontal collisions could possibly reduce the closing velocity by approximately 30 km/h on average, which would result in a 73% reduction of MAIS2+ injuries on the passenger car occupants.
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| 23. |
- Strandroth, Johan, 1978, et al.
(författare)
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The Correlation Between Pedestrian Injury Severity in Real-Life Crashes and Euro NCAP Pedestrian Test Results
- 2011
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 12:6, s. 604-613
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Tidskriftsartikel (refereegranskat)abstract
- Objective: The aim of the present study was to estimate the correlation between Euro NCAP pedestrian rating scores and injury outcome in real-life car-to-pedestrian crashes, with special focus on long-term disability. Another aim was to determine whether brake assist (BA) systems affect the injury outcome in real-life car-to-pedestrian crashes and to estimate the combined effects in injury reduction of a high Euro NCAP ranking score and BA. Methods: In the current study, the Euro NCAP pedestrian scoring was compared with the real-life outcome in pedestrian crashes that occurred in Sweden during 2003 to 2010. The real-life crash data were obtained from the data acquisition system Swedish Traffic Accident Data Acquisition (STRADA), which combines police records and hospital admission data. The medical data consisted of International Classification of Diseases (ICD) diagnoses and Abbreviated Injury Scale (AIS) scoring. In all, approximately 500 pedestrians submitted to hospital were included in the study. Each car model was coded according to Euro NCAP pedestrian scores. In addition, the presence or absence of BA was coded for each car involved. Cars were grouped according to their scoring. Injury outcomes were analyzed with AIS and, at the victim level, with permanent medical impairment. This was done by translating the injury scores for each individual to the risk of serious consequences (RSC) at 1, 5, and 10 percent risk of disability level. This indicates the total risk of a medical disability for each victim, given the severity and location of injuries. The mean RSC (mRSC) was then calculated for each car group and t-tests were conducted to falsify the null hypothesis at p
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| 24. |
- Strandroth, Johan, 1978, et al.
(författare)
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The effects of studded tires on fatal crashes with passenger cars and the benefits of electronic stability control (ESC) in Swedish winter driving
- 2012
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Ingår i: Accident Analysis and Prevention. - : Elsevier BV. - 0001-4575. ; 45, s. 50-60
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Tidskriftsartikel (refereegranskat)abstract
- This study set out to examine the effects of studded tires on fatal crashes on roads covered with ice orsnow in Sweden and also to investigate the extra benefits of electronic stability control (ESC) during thewinter months. Two different studies are presented in this paper. Both studies used an induced exposureapproach. In the main study, 369 in-depth studies of fatal crashes with passenger cars were analyzed todetermine whether loss-of-control (LOC) had been a major component or not. Only crashes involving carswithout ESC and equipped with approved studded or non-studded winter tires were analyzed. The additionalstudy used police-reported crashes that occurred during the winter seasons 2003–2010, involvingpassenger cars with and without ESC. While police records in Sweden do not include any tire information,it was assumed that most cars involved in crashes during the winter period would be equipped withstudded tires.Findings in the main study showed that in 64% of the fatal crashes on roads covered with ice or snowLOC had been a major component. Furthermore, in 82% of LOC crashes, the passenger car over-steeredprior to collision. Studded tires were found to have a statistically significant effect of 42% in terms of fatalcrash reduction on roads covered with ice or snow, compared to non-studded winter tires. The effecton dry or wet roads in the winter was negative, although statistically non-significant. In the additionalstudy, it was found that ESC further reduced crashes with injuries by 29%. The benefits on severe andfatal crashes were slightly greater (32%), although the lower 95% confidence limit was lower.Although studded tires were shown to reduce the risk of fatal crash involvement, compared to nonstuddedwinter tires, the proportion of LOC and over-steering among cars with studded tires was large(59% and 49%, respectively). It was therefore concluded that studded tires do not prevent all LOC crashes,while ESC has benefits in those crashes since this technology mostly addresses over-steering. This is alsosupported by the fact that the share of LOC fatal crashes is considerably lower for ESC-equipped cars.This study recommends that non-ESC cars should be fitted with studded tires if they are to be drivenon roads covered by ice or snow. If the proportion of studded tires is to be decreased on Swedish roads toreduce the about of hazardous particulates especially in built up areas, from a road safety point of viewit is recommended that this should be done in phase with the implementation of ESC on all passengercars.
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| 25. |
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| 26. |
- Tingvall, Claes, 1953, et al.
(författare)
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Saving lives beyond 2020: The next steps
- 2022
-
Ingår i: The Vision Zero Handbook: Theory, Technology and Management for a Zero Casualty Policy. - Cham : Springer International Publishing. ; , s. 789-839
-
Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- Road safety analysis can be used to understand what has been successful in the past and what needs to be changed in order to be successful to reduce severe road trauma going forward and ultimately what's needed to achieve zero. This chapter covers some of the tools used to retrospectively evaluate real-life benefits of road safety measures and methods used to predict the combined effects of interventions in a road safety action plan as well as to estimate if they are sufficient to achieve targets near-term and long-term. Included are also a brief overview of methods to develop boundary conditions on what constitutes a Safe System for different road users. Further to that, the chapter lists some arguments for the need of high-quality mass and in-depth data to ensure confidence in the results and conclusions from road safety analysis. Finally, a few key messages are summarized.
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| 27. |
- Tingvall, Claes, 1953, et al.
(författare)
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The Concept of “Acceptable Risk” Applied to Road Safety Risk Level
- 2021
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Ingår i: International Encyclopedia of Transportation: Volume 1-7. ; 2, s. 2-5
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- The concept of acceptable risk (AR) is used in many risk environments in the community. The application of AR can be made, in most cases, either as accepting what citizens or those exposed to risk seem to accept as current or future level, or as a predefined risk level. AR, as a predefined level exists in medicine, aviation, rail, workplace, etc., and seems to be used when humans are exposed to risks in a passive mode, or as potential victims. It is claimed that in road traffic, we traditionally see the user of road transport as an active part, accepting the current risk. Instead, we should in most cases see us as passive victims to the safety solutions we are exposed to. If we use a predefined level of AR, which is used in other environments, we would aim for a dramatically improved level, 100–1000 times lower risk than today's level. The implication of using a predefined risk level would have major consequences on the options for safety solutions, as well as on ethics of the current economic planning of road infrastructure investments and other aspects of professional responsibility for the risks we expose citizens to. It would also turn safety from being an economic factor in benefit-cost models to a being boundary condition of the road transport system.
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| 28. |
- Tingvall, Claes, 1953, et al.
(författare)
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The consequences of adopting a MAIS 3 injury target for road safety in the EU: A comparison with targets based on fatalities and long-term consequences
- 2013
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Ingår i: International Research Council on the Biomechanics of Injury Conference, IRCOBI 2013. - : International Research Council on the Biomechanics of Injury. ; , s. 1-11, s. 1-11
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Konferensbidrag (refereegranskat)abstract
- It has been proposed in the European Union (EU) to adopt a Maximum Abbreviated Injury Scale (MAIS) of 3 or greater as the basis for a road safety target. To have a common definition of serious injury across the EU is in itself very positive. In this study, fatalities, MAIS 3+, MAIS 2+ and injuries leading to permanent medical impairment (PMI) were used to identify problem scenarios. A national data set of injuries reported to Swedish hospitals from 2007 to 2012 (STRADA) was used. Police-reported injuries were also taken into account. The results showed that, depending on the data source and injury rating method, problem scenarios differed substantially. While fatalities were dominated by vehicle occupants in high-speed environments, vulnerable road users in urban areas were in greater focus as a result of lowered thresholds for injury or impairment levels. Bicyclists in particular have many injuries at less severe, yet significant, levels. There is a particular need to consider certain diagnoses which lead, relatively often, to long-term consequences at the AIS 1 level. To achieve a better injury and consequence scenario, data from the medical system are an essential prerequisite.
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| 29. |
- Tingvall, Claes, 1953
(författare)
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Vision zero: How it all started
- 2022
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Ingår i: The Vision Zero Handbook: Theory, Technology and Management for a Zero Casualty Policy. - Cham : Springer International Publishing. ; , s. 245-266
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- This is a presentation of how I remember the first steps of Vision Zero, the Swedish reorientation of traffic safety policy that took place from the mid-1990s and onwards. It is not an objective text that would be impossible to write as one of the initiators of the policy change. But it brings up some of the steps of the process and presents some hypotheses on how policy change might happen. It is claimed that there was no planned process, not even an ideology or well-developed idea, behind VZ from the very beginning. But there were opportunities and events where one thing led to another. The most fundamental being the immediate acceptance from the Swedish Minister of Infrastructure back in January 1995. The most prominent ideas behind VZ are that firstly safety is a matter of how the providers of the road transport system design and build and manage the system. The second idea is that a professional provider cannot trade off the citizens' life and health for benefits to the society and its citizens. The underlying hypothesis is that tradition and road traffic rules for the road users have been used as an excuse for not undertaking necessary system changes and modifications. The users have always been blamed for crashes and its consequences by the legal system as well as general approach from the society. The last part of the paper reflects on what is necessary to do in the future to eradicate amateurism, populism, and trade-offs from the road traffic safety field. Maybe a "duty of care" legislation needs to be introduced, protecting the citizen from poor design and operations.
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