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

Author(s):  
Charlotta Johansson ◽  
Per Gårder ◽  
Lars Leden

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.

Neurosurgery ◽  
1984 ◽  
Vol 15 (3) ◽  
pp. 318-324 ◽  
Author(s):  
Evan Lloyd Nelson ◽  
Joseph L. Melton ◽  
John F. Annegers ◽  
Edward R. Laws ◽  
Kenneth P. Offord

Abstract Between 1935 and 1974, 3598 episodes of head trauma among Olmsted County, Minnesota, residents resulted in 1097 skull fractures. Of these, 53% were simple, 16% were depressed, 12% were compound, and 19% were basilar. The age- and sex-adjusted incidence of skull fractures was 44.3 per 100,000 person-years overall, was somewhat greater in the urban than in the rural areas of Olmsted County, and was relatively stable for the final 30 years of the study. Age-specific incidence rates were highest for the very young, and simple linear fractures were the predominant type of skull fracture in this age group and among the elderly. The male:female ratio of incidence rates varied from 2.1:1 to 4.5:1 depending on fracture type. Motor vehicle accidents accounted for 38% of the skull fractures and were a particularly important cause among young males. Falls accounted for 37% of the skull fractures and were the major cause of fractures in the elderly and pediatric age groups. The results of this population-based study may be helpful in formulating recommendations for the evaluation and management of head-injured patients.


PEDIATRICS ◽  
1995 ◽  
Vol 95 (5) ◽  
pp. 708-708
Author(s):  

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.


1994 ◽  
Vol 79 (3_suppl) ◽  
pp. 1680-1682 ◽  
Author(s):  
Johannes Kingma

Causes of pedestrian accidents ( N = 534) were investigated for patients treated for injuries at the emergency unit of a hospital. Accidents in collisions with motor vehicles were the main cause (87.8%). Young children (0–9 years old) and the elderly (above 60 years of age) are the most vulnerable in terms of mortality rates observed in these age groups. Preponderance of males in pedestrian accidents was observed in the accident categories of collisions with motor vehicle and bicycle, whereas a slight preponderance of females was found in collisions with other traffic. The predominant age groups were located in the range from 0 through 19 years.


Author(s):  
Jun Liu ◽  
Asad J. Khattak ◽  
Cong Chen ◽  
Dan Wan ◽  
Jiaqi Ma ◽  
...  

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.


2021 ◽  
Vol 21 (3) ◽  
pp. 52-76
Author(s):  
Muhammad Firdaus Mohd Sah ◽  
Sharifah Raihan Syed Jaafar

Sebagai masyarakat minoriti di Malaysia, masyarakat Bugis cenderung menyerap masuk leksikal daripada bahasa lain khususnya daripada masyarakat tempatan di kawasan mereka akibat daripada proses asimilasi yang berlaku. Justeru, kajian ini dilakukan untuk menjawab persoalan: (1) bagaimana strategi adaptasi kata pinjaman yang digunakan dalam penyerapan leksikal asing ke dalam bahasa Bugis, dan­­­­ (2) bagaimana strategi adaptasi yang berlaku itu dapat dijelaskan menggunakan pendekatan ­­­Koresponden-OO yang dibangunkan dalam teori Optimaliti. Data telah dikumpulkan melalui kaedah lapangan dan temu bual dengan menggunakan instrumen borang soal selidik, daftar kata.dan alat rakaman.Kajian lapangan dijalankan di Pontian dan Pasir Gudang, Johor serta di Klang, Selangor. Seramai 144 informan daripada tiga kumpulan umur, iaitu warga muda, warga dewasa dan warga tua terlibat dalam menjawab soal selidik dan daftar kata. Hasil dapatan menunjukkan lapan strategi adaptasi kata pinjaman digunakan dalam bahasa Bugis, iaitu peleburan, pengguguran, penggantian segmen, epentesis, perendahan vokal, penggantian nasal, pembentukan hentian glotis dan geminasi. Analisis Koresponden-OO menunjukkan sifat bahasa Bugis yang tidak bertoleransi dengan nahu asing dengan melarang penyerapan penuh leksikal asing yang dipinjam. Hal ini dapat dilihat pada keperluan mematuhi kekangan kebertandaan *LEKSIKAL SAMA yang mendominasi kekangan-kekangan lain dalam tatatingkat nahu bahasa Bugis. Hasil kajian ini dapat membekalkan input kepada aspek bahasa masyarakat Bugis di Malaysia yang telah dikesampingkan sebelum ini, dan berjaya menunjukkan kemampuan Koresponden-OO dalam menjelaskan isu kata pinjaman tanpa mengingkari konsep penting teori Optimaliti, iaitu Keselarian. Kata Kunci: kata pinjaman; strategi adaptasi; bahasa Bugis; teori Optimaliti; Koresponden-OO ABSTRACT As a minority community in Malaysia, the Bugis community tends to utilise lexical items from other languages, particularly from local languages as a result of the assimilation process that took place. Thus, this study was conducted to answer the following questions: (1) how are the loanword adaptation strategies used in absorbing foreign language lexical items into the Bugis language, and (2) how can these adaptation strategies be explained by using the Correspondence-OO approach developed in Optimality theory. Data were collected through field methods and interviews using questionnaire, word list and recording. The field studies were conducted in Pontian and Pasir Gudang, Johor as well as in Klang, Selangor. A total of 144 informants from three age groups, namely among the youth, adults and the elderly who were involved in answering the questionnaire and wordlist. The results revealed that eight loanword adaptation strategies were used in Bugis language, namely fusion, deletion, segment substitution, epenthesis, vowel reduction, nasal substitution, glottal stop formation and gemination. The Correspondence-OO analysis showed an element of Bugis language which is intolerant of foreign grammars by prohibiting the full absorption of borrowed foreign lexical items. This can be observed from the needs to comply with a markedness constraint *SAME LEXICAL, that dominates other constraints in the grammar of the Bugis language. The findings of the study can shed input on the language aspects of the Bugis community in Malaysia that were previously excluded. In addition, it has successfully demonstrated the capability of Correspondence-OO in explaining the issue of loanwords without denying the important concept of Optimality theory, namely Parallelism. Keywords: loanword; adaptation strategy; Bugis language; Optimality theory; Correspondence-OO


2019 ◽  
Vol 7 (1) ◽  
pp. 56-60
Author(s):  
Jasmina Bunevska Talevska ◽  

The World Health Organization in its agenda on sustainable development 2030 sets a goal to reduce the number of traffic-related accidents by 50% [1]. According to the trend of reducing the number of traffic-related accidents and the latest statistics report by SIA Bitola, this is a very high goal for our city and a great challenge which we could try to reach if we start acting right now by trying to rise and advance the traffic culture; to provide infrastructural facilities and elements that are planned and designed according to safety principles that correspond to the projected speed and road function, with access to frontal facilities and protective greenery as well as preserved historical and aesthetic features; to provide a safe infrastructure for pedestrians, the elderly and persons with disabilities, but primarily permanent and visually attractive; to provide a safe and continuous bicycle infrastructure; to introduce traffic calming; to exclude and limit access of freight vehicles for transit and traffic in housing zones; to improve the services of taxis and public bus transport of passengers, namely to improve everything related to safe traffic and transport in our country. The general objective of this article is presentation of the approach to raising traffic safety and improving the traffic culture in our country through field educational workshops on the example of the city of Bitola, Macedonia.


Author(s):  
Karl Kim ◽  
Eric Yamashita

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.


Crisis ◽  
2016 ◽  
Vol 37 (2) ◽  
pp. 148-154 ◽  
Author(s):  
Karoly Bozsonyi ◽  
Peter Osvath ◽  
Sandor Fekete ◽  
Lajos Bálint

Abstract. Background: Several studies found a significant relationship between important sport events and suicidal behavior. Aims: We set out to investigate whether there is a significant relationship between the raw suicide rate and the most important international sports events (Olympic Games, FIFA World Cup, UEFA European Championship) in such an achievement-oriented society as the Hungarian one, where these sport events receive great attention. Method: We examined suicide cases occurring over 15,706 days between January 1, 1970, and December 31, 2012 (43 years), separately for each gender. Because of the age-specific characteristics of suicide, the effects of these sport events were analyzed for the middle-aged (30–59 years old) and the elderly (over 60 years old) generations as well as for gender-specific population groups. The role of international sport events was examined with the help of time-series intervention analysis after cyclical and seasonal components were removed. Intervention analysis was based on the ARIMA model. Results: Our results showed that only the Olympic Games had a significant effect in the middle-aged population. Neither in the older male nor in any of the female age groups was a relationship between suicide and Olympic Games detected. Conclusion: The Olympic Games seem to decrease the rate of suicide among middle-aged men, slightly but significantly.


2019 ◽  
pp. 5-34
Author(s):  
Anna L. Lukyanova ◽  
Rostislav I. Kapeliushnikov

The paper analyzes changes in job opportunities of older workers in Russia in the period 2005—2017. The study uses the data from the Russian Labor Force Survey conducted by Rosstat. Changes in the occupational and industrial composition of elderly workers follow the trends pursued by other age groups: employment shifts from low- to high-skilled occupations, from physical to intellectual labor, and from material production to the service sector. We find a stronger polarization among older workers as their occupational structure is biased in favor of, on the one hand, the most and, on the other hand, the least qualified types of jobs. Employment of the elderly has fallen sharply in agriculture and manufacturing with a significant increase in trade, education, and health. Although the employment structure of older workers is generally more “traditionalist”, recent decades have witnessed its transformation in “progressive” directions, similarly to other age groups. These findings suggest that the legislated increase in the state retirement age is not likely to give rise to sizeable unemployment among the elderly. Most of them will be able to work in the occupations and industries previously dominated by young and prime-age workers.


Author(s):  
John S. Miller ◽  
Duane Karr

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.


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