| 1. |
- Klingegård, Maria, et al.
(författare)
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En enkät och olycksanalysstudie : föräldrars attityder och kunskap om olycksrisker med A-traktorer
- 2024
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Ingår i: Sammanställning av referat från Transportforum 2024. - Linköping : Statens väg- och transportforskningsinstitut. ; , s. 293-293
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Antalet A-traktorer (tidigare EPA-traktor) har ökat de senaste åren i och med de förändrade lagkraven som möjliggjort enklare ombyggnation av modernare bilar. A-traktorer blir därmed en alltmer vanlig syn i vår trafikmiljö. Genom att fordonen endast tillåts köra i 30 km/h, inte har samma körkortskrav som personbilar och vänder sig till en yngre målgrupp, så bidrar de till en förändrad trafikmiljö. Det finns anledning att fördjupa sig i hur dessa fordon används, varför olyckor med dessa fordon uppstår och hur personskadebilden ser ut. Folksam jobbar för att förebygga personskador med A-traktorer. Folksam har detta arbete genomfört en olycksanalys på försäkringsdata (2021) och nu skickat ut en enkät riktad till föräldrar med ungdom som kör A-traktor. Detta för att identifiera kunskapsluckor samt vanliga missuppfattningar och därmed eventuella kommunikationsbehov för en ökad trafiksäkerhet. Enkäten har skickats ut till de försäkringstagare som är 35 år eller äldre och har en tecknad A-traktorförsäkring i sitt hushåll under första halvan av 2023 (oberoende om en olycka rapporterats eller ej). Enkäten skickas till totalt cirka 3500 respondenter. Enkäten syftade till att fånga attityder och kunskap om olycksrisker med A-traktor. Enkätfrågor har baserats på resultatet från genomförd olycksanalys (2021). Olycksanalysen omfattade ett urval (slumpmässigt) av alla 401 rapporterade olyckor med personskada under perioden 2017-2022. Totalt analyseredes 254 olyckor, 152 med A-traktorer och 102 med mopedbilar. Analysen är pågående och resultatet sammanfattas med statistiska mått (frekvens och andel). Resultatet från olycksstudien (2021) visar inte bara att antalet olyckor ökat utan identierar även de vanligaste olyckorna med A-traktor. För A-traktorer är ungefär hälften singel (49%) och resten kollision med något annat fordon eller person. Vid kollision med fordon är flest upphinnande (18%) eller korsningsolyckor (18%). Med resultatet från enkäten identifieras de olyckor som föräldrar tror är vanligast/allvarligast, samt huruvida A-traktor bidrar till trafikolyckor för det omkörande fordonet. I olycksanalysen (2021) identifierades trimning som bidragande orsak till trafikolyckan i över 50% av studerade fall. Analysen visade även att det är vanligast att A-traktor föraren bedöms vållande i de fall där det är fler än en part inblandad i olyckan. Enkätstudien lyfter och identifierar attityder till, och kunskap om motverkning av trimning.
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| 2. |
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| 3. |
- Arismendi Arrieta, Daniel Jose, et al.
(författare)
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H2O2(s) and H2O22H2O(s) crystals compared with ices : DFT functional assessment and D3 analysis
- 2023
-
Ingår i: Journal of Chemical Physics. - : American Institute of Physics (AIP). - 0021-9606 .- 1089-7690. ; 159:19
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Tidskriftsartikel (refereegranskat)abstract
- The H2O and H2O2 molecules resemble each other in a multitude of ways as has been noted in the literature. Here, we present density functional theory (DFT) calculations for the H2O2(s) and H2O2·2H2O(s) crystals and make selected comparisons with ice polymorphs. The performance of a number of dispersion-corrected density functionals—both self-consistent and a posteriori ones—are assessed, and we give special attention to the D3 correction and its effects. The D3 correction to the lattice energies is large: for H2O2(s) the D3 correction constitutes about 25% of the lattice energy using PBE, much more for RPBE, much less for SCAN, and it primarily arises from non-H-bonded interactions out to about 5 Å.The large D3 corrections to the lattice energies are likely a consequence of several effects: correction for missing dispersion interaction, the ability of D3 to capture and correct various other kinds of limitations built into the underlying DFT functionals, and finally some degree of cell-contraction-induced polarization enhancement. We find that the overall best-performing functionals of the twelve examined are optPBEvdW and RPBE-D3. Comparisons with DFT assessments for ices in the literature show that where the same methods have been used, the assessments largely agree.
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| 4. |
- 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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| 5. |
- 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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| 6. |
- 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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| 7. |
- 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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| 8. |
- Stigson, Helena, 1979, et al.
(författare)
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Health status and quality of life among road users with permanent medical impairment several years after the crash
- 2020
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 21:S1, s. S43-S48
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Tidskriftsartikel (refereegranskat)abstract
- Objective Improvements in road infrastructure and vehicle safety have been achieved in many countries during the last decades. As the number of fatalities have dropped, the consequences of non-fatal injuries have been brought into focus. Therefore, the objective was to investigate self-reported health status and health-related quality of life several years after the crash for road-users that sustained injuries resulting in permanent medical impairment (PMI). Methods A self-administered questionnaire using instruments to measure if health, health-related quality of life and physical activity had been affected by the crash, were used. The injured road-users were identified from insurance policy holders of the Folksam Insurance Group. The response rate was 29%, a total of 2078 responses were received from the 7174 road-users with PMI that received the questionnaire. Results In total 85% were still suffering from the injuries several years after the crash (8-18 year after the crash). Furthermore, road-users with injuries to the spine were having highest pain intensity. Older road-users had poorer self-reported health status than younger road-users. Although, younger road-users had the greatest change in physical activity when comparing before and after the crash. Before the crash in total 63% were physically active while only 34% after the crash. The higher the PMI the higher it affected health several years after the crash. Conclusions The Swedish definition of serious injury, an injury leading to PMI, was found to correlate with self-reported health loss; 85% of the injured road-users reported that they still had remaining symptoms several years after the accident. The injured body region leading to PMI after an accident can vary from the body regions reported to cause long-term health loss. It was found that the higher the degree of PMI the higher the health loss. Sustaining a PMI regardless severity and injured body region has the same effects on general health for men and women. Sustaining a PMI will both lower the health-related quality of life and physical activity after the crash compared to before.
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| 9. |
- 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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| 10. |
- Stigson, Helena, 1979, et al.
(författare)
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Rural road design according to the safe system approach
- 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. 947-970
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- In this chapter, the reader is introduced to the topic of driver distraction: its definition and mechanisms; its impact on driving performance and safety; approaches to preventing it; evidence-based injury prevention and mitigation countermeasures; and new frames of reference for conceptualizing distraction as traditional driving functions and tasks become increasingly automated. Some strategies that might be considered by societal stakeholders in setting a coordinated agenda for the management of distracted driving going into the future are also presented. Until all vehicles can safely drive themselves, in all conditions, all of the time, it is unlikely that, for driver distraction, Vision Zero will be achieved. In the meantime, however, there is much that can be done to slow its spread and mitigate it effects.
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