Revisiting Hit-and-Run Crashes: A Geo-Spatial Modeling Method

2018 ◽  
Vol 2672 (38) ◽  
pp. 81-92 ◽  
Author(s):  
Jun Liu ◽  
Asad J. Khattak ◽  
Cong Chen ◽  
Dan Wan ◽  
Jiaqi Ma ◽  
...  
Keyword(s):  
Traffic Safety ◽  
Spatial Modeling ◽  
Motor Vehicle ◽  
Safety Data ◽  
Modeling Method ◽  
Crash Data ◽  
Making Sense ◽  
Safety Improvement ◽  
Hit And Run ◽  
Spatially Varying

Hit-and-run crashes often delay emergency response and may result in increasing/secondary harms/damages to the victims in the crash. This study revisited hit-and-run crashes using a geo-spatial modeling approach, specifically, Geographically Weighted Regression (GWR), to explore geo-referenced crash data. The data cover motor vehicle crashes ( N = 138,529) in Southeast Michigan including 20,813 hit-and-run crashes in 2015. This study presented the results from both traditional regression and GWR models. GWR model results can be mapped in space, and the maps offer visual insights about the spatially varying correlates of hit-and-run crashes that are not available from previous studies. Results from traditional binary logit model are generally consistent with findings in previous studies. For example, hit-and-run is more likely to occur on weekends or during nighttime (especially without street lights on). Driving under impairment (DUI) seems to increase the likelihood of hit-and-run. GWR models also uncovered spatially varying correlates of hit-and-run. For example, DUI crashes in the northwest of the Detroit metropolitan area are associated with an even greater hit-and-run likelihood than those in other parts in this area. In addition, the local socio-economic factors are included in the analysis. Results show that hit-and-run is more likely to occur in census tracts with a higher unemployment rate, a lower household income, a smaller portion of college-educated population, and a greater population density. The study demonstrates a way of making sense of geo-referenced traffic safety data. The geo-spatial modeling method is useful for prioritizing specific geographic regions/corridors for safety improvement countermeasures, and outperforms traditional modeling techniques.

Children, Adolescents, and Advertising

PEDIATRICS ◽  
1995 ◽  
Vol 95 (5) ◽  
pp. 708-708
Author(s):  
Keyword(s):  
Traffic Safety ◽  
Reporting System ◽  
Motor Vehicle ◽  
Motor Vehicle Crash ◽  
Policy Statement ◽  
Washington Dc ◽  
Department Of Transportation ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
Crash Data

The following is a correction to the AAP Policy Statement entitled "Childen, Adolescents, and Advertising" that appeared in the February 1995 issue of Pediatrics (1995:95:295-297). Under the heading entitled Beer and Wine on page 296, the statistic should have read "In 1993, 3137 young people who were 16 to 24 years of age died in alcohol-related motor vehicle crashes." Also, on page 297, Reference 19 should be changed to the following: National Center for Statistics and Analysis. National Highway Traffic Safety Administration. Traffic Safety Facts 1993: A Compilation of Motor Vehicle Crash Data From the Fatal Accident Reporting System and the General Estimates System. Washington, DC: National Center for Statistics and Analysis; 1993. US Department of Transportation publication DOT HS 808 169.

scholarly journals Predicting Wet-Road Crashes Using the Finite-Mixture Zero-Truncated Negative Binomial Model

2020 ◽  
Vol 2020 ◽  
pp. 1-9
Author(s):  
Ying Chen ◽  
Zhongxiang Huang
Keyword(s):  
Traffic Safety ◽  
Negative Binomial ◽  
Safety Data ◽  
Method Comparison ◽  
Weather Conditions ◽  
Finite Mixture ◽  
Crash Risk ◽  
Crash Data ◽  
Road Crashes ◽  
Inclement Weather

Inclement weather affects traffic safety in various ways. Crashes on rainy days not only cause fatalities and injuries but also significantly increase travel time. Accurately predicting crash risk under inclement weather conditions is helpful and informative to both roadway agencies and roadway users. Safety researchers have proposed various analytic methods to predict crashes. However, most of them require complete roadway inventory, traffic, and crash data. Data incompleteness is a challenge in many developing countries. It is common that safety researchers only have access to data on sites where a crash has occurred (i.e., zero-truncated data). The conventional crash models are not applicable to zero-truncated safety data. This paper proposes a finite-mixture zero-truncated negative binomial (FMZTNB) model structure. The model is applied to three-year wet-road crash data on 395 divided roadway segments (total 586 km), and the parameters are estimated using the Markov chain Monte Carlo (MCMC) method. Comparison indicates that the proposed FMZTNB model has better fitting performance and is more accurate in predicting the number of wet-road crashes. The model is capable of capturing the heterogeneity within the sample crash data. In addition, lane width showed mixed effects in different components on wet-road crashes, which are not observed in conventional modeling approaches. Practitioners are encouraged to consider the finite-mixture zero-truncated modeling approach when complete safety dataset is not available.

Toward Vision Zero at Zebra Crossings: Case Study of Traffic Safety and Mobility for Children and the Elderly, Malmö, Sweden

2003 ◽  
Vol 1828 (1) ◽  
pp. 67-74 ◽  
Author(s):  
Charlotta Johansson ◽  
Per Gårder ◽  
Lars Leden
Keyword(s):  
Traffic Safety ◽  
Motor Vehicle ◽  
Age Groups ◽  
The Elderly ◽  
Field Studies ◽  
Crash Data ◽  
Traffic Calming ◽  
Indirect Measures ◽  
One Step ◽  
Vision Zero

The Swedish Vision Zero’s goal is to eliminate all fatalities and incapacitating traffic injuries. One step toward Vision Zero is through traffic calming. Code changes are also part of this effort. The Swedish Code concerning car drivers’ responsibility to give way to pedestrians was strengthened in 2000. A study was done to evaluate the short-term effects of the change in the code, as well as of the reconstruction of urban intersections to eliminate overtaking and speeding over 30 km/h. The focus of the evaluation was on children and elderly people, as pedestrians and cyclists. Between 1995 and 1999, an average of 7 pedestrians were killed and about 60 seriously injured at unsignalized zebra crossings. In 2001, those numbers were 8 and 70, respectively, despite the fact that some crosswalks were eliminated in connection with the change of the code. The conclusion is that the change of code has not improved safety. Field studies in Malmö in regard to behavior, speed, and conflicts, as well as analysis of crash data, show that the code change has increased mobility for cyclists, whereas motor vehicle speeds did not change significantly. The reconstruction increased mobility further and, at least based on indirect measures, improved safety. Also, safe traffic behavior, expressed as one’s looking sideways, increased somewhat at the reconstructed intersections, but stopping at the curb before crossing the street decreased. Children and the elderly did not benefit more than people in other age groups.

Motor Vehicle Crashes and Land Use: Empirical Analysis from Hawaii

2002 ◽  
Vol 1784 (1) ◽  
pp. 73-79 ◽  
Author(s):  
Karl Kim ◽  
Eric Yamashita
Keyword(s):  
Land Use ◽  
Traffic Safety ◽  
Spatial Databases ◽  
Motor Vehicle ◽  
Automobile Crashes ◽  
Crash Data ◽  
Recent Developments ◽  
Information System Technology ◽  
The Relationship ◽  
Source Of Information

At first glance, the relationship between crashes and land use appears obvious. Various types of land uses tend to generate and attract different types of trips, and trip-making behavior affects the nature and volume of traffic. As the use of land intensifies, it does not seem unreasonable to expect that the potential exposure to crashes would also increase. Yet upon closer inspection, it is evident that crashes are more a function of the characteristics of drivers and travelers than the underlying uses of land. Using comprehensive police crash data linked to a land use database, the relationships between land use and automobile crashes in Hawaii are investigated. Recent developments in geographic information system technology and the availability of spatial databases provide a rich source of information with which to investigate the relationships between crashes and the environments in which they occur. Although the patterns in terms of crashes and the underlying use of land are difficult to describe, the implications of these findings for planners, developers, and those interested in traffic safety are apparent.

Experimental Application of Global Positioning system To Locate Motor Vehicle Crashes: Impact on Time and Accuracy

1998 ◽  
Vol 1625 (1) ◽  
pp. 41-49 ◽  
Author(s):  
John S. Miller ◽  
Duane Karr
Keyword(s):  
Global Positioning System ◽  
Human Error ◽  
Motor Vehicle ◽  
Motor Vehicle Crash ◽  
Positioning System ◽  
Gps Receivers ◽  
Crash Data ◽  
Vehicle Crash ◽  
Global Positioning ◽  
Conventional Methods

Motor vehicle crash countermeasures often are selected after an extensive data analysis of the crash history of a roadway segment. The value of this analysis depends on the accuracy or precision with which the crash itself is located. yet this crash location only is as accurate as the estimate of the police officer. Global Positioning System (GPS) technology may have the potential to increase data accuracy and decrease the time spent to record crash locations. Over 10 months, 32 motor vehicle crash locations were determined by using both conventional methods and hand-held GPS receivers, and the timeliness and precision of the methods were compared. Local crash data analysts were asked how the improved precision affected their consideration of potential crash countermeasures with regard to five crashes selected from the sample. On average, measuring a crash location by using GPS receivers added up to 10 extra minutes, depending on the definition of the crash location, the technology employed, and how that technology was applied. The average difference between conventional methods of measuring the crash location and either GPS or a wheel ranged from 5 m (16 ft) to 39 m (130 ft), depending on how one defined the crash location. Although there are instances in which improved precision will affect the evaluation of crash countermeasures, survey respondents and the literature suggest that problems with conventional crash location methods often arise from human error, not a lack of precision inherent in the technology employed.

scholarly journals Exploratory Analysis of Pedestrian Road Trauma in Finland

2021 ◽  
Vol 13 (12) ◽  
pp. 6715
Author(s):  
Steve O’Hern ◽  
Roni Utriainen ◽  
Hanne Tiikkaja ◽  
Markus Pöllänen ◽  
Niina Sihvola
Keyword(s):  
Cluster Analysis ◽  
Motor Vehicle ◽  
Seasonal Effects ◽  
Unique Element ◽  
Driver Behaviour ◽  
Crash Data ◽  
Safety Issues ◽  
Key Issues ◽  
Development Goals ◽  
Pedestrian Crashes

In Finland, all fatal on-road and off-road motor vehicle crashes are subject to an in-depth investigation coordinated by the Finnish Crash Data Institute (OTI). This study presents an exploratory and two-step cluster analysis of fatal pedestrian crashes between 2010 and 2019 that were subject to in-depth investigations. In total, 281 investigations occurred across Finland between 2010 and 2019. The highest number of cases were recorded in the Uusimaa region, including Helsinki, representing 26.4% of cases. Females (48.0%) were involved in fewer cases than males; however, older females represented the most commonly injured demographic. A unique element to the patterns of injury in this study is the seasonal effects, with the highest proportion of crashes investigated in winter and autumn. Cluster analysis identified four unique clusters. Clusters were characterised by crashes involving older pedestrians crossing in low-speed environments, crashes in higher speed environments away from pedestrian crossings, crashes on private roads or in parking facilities, and crashes involving intoxicated pedestrians. The most common recommendations from the investigation teams to improve safety were signalisation and infrastructure upgrades of pedestrian crossings, improvements to street lighting, advanced driver assistance (ADAS) technologies, and increased emphasis on driver behaviour and training. The findings highlight road safety issues that need to be addressed to reduce pedestrian trauma in Finland, including provision of safer crossing facilities for elderly pedestrians, improvements to parking and shared facilities, and addressing issues of intoxicated pedestrians. Efforts to remedy these key issues will further Finland’s progression towards meeting Vision Zero targets while creating a safer and sustainable urban environment in line with the United Nations sustainable development goals.

scholarly journals COVID Lockdowns, Social Distancing, and Fatal Car Crashes: More Deaths on Hobbesian Highways?

2020 ◽  
Vol 4 (3-4) ◽  
pp. 238-259 ◽  
Author(s):  
Marshall W. Meyer
Keyword(s):  
World War Ii ◽  
Traffic Safety ◽  
Motor Vehicle ◽  
Road Traffic ◽  
Research Question ◽  
Traffic Volume ◽  
Similar Data ◽  
World War ◽  
Social Distancing ◽  
The Usa

Abstract Research Question What happened to US traffic safety during the first US COVID-19 lockdown, and why was the pattern the opposite of that observed in previous sudden declines of traffic volume? Data National and local statistics on US traffic volume, traffic fatalities, injury accidents, speeding violations, running of stop signs, and other indicators of vehicular driving behavior, both in 2020 and in previous US economic recessions affecting the volume of road traffic. Methods Comparative analysis of the similarities and differences between the data for the COVID-19 lockdown in parts of the USA in March 2020 and similar data for the 2008–2009 global economic crisis, as well as other US cases of major reductions in traffic volume. Findings The volume of traffic contracted sharply once a COVID-19 national emergency was declared and most states issued stay-at-home orders, but motor vehicle fatality rates, injury accidents, and speeding violations went up, and remained elevated even as traffic began returning toward normal. This pattern does not fit post-World War II recessions where fatality rates declined with the volume of traffic nor does the 2020 pattern match the pattern during World War II when traffic dropped substantially with little change in motor vehicle fatality rates. Conclusions The findings are consistent with a theory of social distancing on highways undermining compliance with social norms, a social cost of COVID which, if not corrected, poses potential long-term increases in non-compliance and dangerous driving.

Driving ability in bipolar patients receiving lithium or lamotrigine

2011 ◽  
Vol 26 (S2) ◽  
pp. 194-194
Author(s):  
A. Brunnauer ◽  
F. Segmiller ◽  
I. Hermisson ◽  
F. Seemüller ◽  
M. Riedel ◽  
...  
Keyword(s):  
Visual Perception ◽  
Stress Tolerance ◽  
Traffic Safety ◽  
Test Performance ◽  
Rating Scale ◽  
Safety Data ◽  
Developed Countries ◽  
Driving Ability ◽  
Young Mania ◽  
Bipolar Patients

ObjectivesDriving is a daily activity for most people in developed countries and is important in maintaining independence. Bipolar patients may have an impaired driving behavior because of the pathology itself, with psychomotor and cognitive disturbances. Additionally, adverse effects of pharmacologic treatment may be detrimental.Methods24 remitted bipolar outpatients diagnosed according to ICD-10 criteria were enrolled in the study, receiving either lithium (n = 12) or lamotrigine (n = 12). Participants were investigated under steady state plasma level conditions. According to the German Guidelines for road and traffic safety data were collected with the Wiener Testsystem (WTS) measuring visual perception, reactivity, stress tolerance, concentration and vigilance.Psychopathologic symptoms were rated with the Montgomery-Asberg Depression Rating Scale (MADRS) and the Young Mania Rating Scale - Clinician rated (YMRS-C).ResultsAbout 40% of patients were without clinically relevant psychomotor disturbances. In 40% of cases mild to moderate impairments could be seen, and 20% of the patients were considered as severely impaired. Data show that patients under lamotrigine had an altogether better test performance than patients treated with lithium. Especially in visual perception and stress tolerance differences were most pronounced.ConclusionsAbout 20% of remitted bipolar outpatients treated with lithium or lamotrigine must be considered unfit to drive. In 40% of the cases it seems justified to counsel patients individually, taking into account compensational factors. Analysis of our data point to an advantage for bipolar patients treated with lamotrigine when compared with lithium. However causal relationships can not be drawn from our data.

Biztonságiöv-viselési arányok Magyarországon és külföldön

2020 ◽  
Vol 70 (6) ◽  
pp. 59-64
Author(s):  
Péter Holló
Keyword(s):  
Traffic Safety ◽  
Safety Data ◽  
Analysis Group ◽  
International Traffic

Az egyik legfontosabb közlekedésbiztonsági teljesítménymutató a biztonságiöv-viselési arány. A hazai értékek alakulása és elemzése, más országokhoz történő viszonyítása fontos információkkal szolgál. Az írás a biztonságiöv-viselési arány hazai értékeinek alakulását elemzi más országokhoz képest. Erre az IRTAD (International Traffic Safety Data and Analysis Group), az OECD tagországok közúti forgalmi és baleseti adatbankja ad lehetőséget, ugyanis ez az útkategóriák szerint tartalmazza a személygépkocsik különböző ülésein megfigyelt biztonságiöv-viselési arányokat.

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