Literature review of pedestrian fatality risk as a function of car impact speed

Rosen, Eric; Stigson, Helena; Sander, Ulrich

doi:10.1016/j.aap.2010.04.003

Cited by 215 publications

(118 citation statements)

References 14 publications

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“…Studies [7,13,14,15,16,17] have shown that when secondary impact is considered the wedge and case shape of the vehicle are unfavourable from the aspect of traffic safety (in case of the wedge shape of the vehicle the pedestrian falls from a relatively big height to the base, and considering case shape, the throw-off speed of the pedestrian body that slides along the road is high). Therefore, from the viewpoint of the secondary impact, the pontoon shape of the vehicle with gently curved upper edges and relatively longer front part is the most favourable from the aspect of safety [10,11].…”

Section: Figure 7 -Examples Of Initial Conditions Of the Movement Of mentioning

confidence: 99%

Dynamic Anthropometric Characteristics of Pedestrians in Case of Car Collision

Golubić

Vogrin

Missoni

2016

PROMET

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Section: Figure 7 -Examples Of Initial Conditions Of the Movement Of mentioning

confidence: 99%

Dynamic Anthropometric Characteristics of Pedestrians in Case of Car Collision

Golubić

Vogrin

Missoni

2016

PROMET

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“…The in-depth interviews with the people involved and the witnesses, the configuration of the location and observations on practices are taken into account, for example. Furthermore, given the current lack of understanding in the literature as to the dynamic behaviour of motorcycles in emergency and collision situations (Perrin et al, 2009), this reconstruction work naturally calls upon the expertise of researchers and multidisciplinary accident investigation teams and includes a certain amount of interpretation, as is often the case in this type of approach (Rosén et al,2011).…”

Section: Methodsmentioning

confidence: 99%

Motorcyclists’ speed and “looked-but-failed-to-see” accidents

Clabaux¹,

Brenac²,

Pascal³

et al. 2012

Accident Analysis & Prevention

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Previous research on motorcycle crashes has shown the frequency and severity of accidents in which a non-priority road user failed to give way to an approaching motorcyclist without seeing him/her, even though the road user had looked in the approaching motorcycle's direction and the motorcycle was visible. These accidents are usually called "looked-but-failed-to-see" (LBFS) accidents. This article deals with the effects that the motorcyclist's speed has in these accidents. It is based on the in-depth study and precise kinematic reconstruction of 44 accident cases involving a motorcyclist and another road user, all occurring in intersections. The results show that, in urban environments, the initial speeds of motorcyclists involved in "looked-but-failed-to-see" accidents are significantly higher than in other accidents at intersections. In rural environments, the difference in speed between LBFS accidents and other accidents is not significant, but further investigations would be necessary to draw any conclusions. These results suggest that speed management, through road design or by other means, could contribute to preventing "looked-but-failedto-see" motorcycle accidents, at least in urban environments.

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“…Beyond these limitations, collision speed is considered the most important factor by many authors (Hannawald and Kauer 2004;Rosen et al 2011b). Helmer, in his very comprehensive study (Helmer et al 2010), fitted a multivariate model to explain the risk of fatality by impact speed, and found that, whether as scale variable, squared or as a part of kinetic energy, impact speed was the strongest single predictive factor.…”

Section: Study Limitationsmentioning

confidence: 99%

“…Rosen (Rosen et al 2011a) published a very interesting review of the literature on the importance of impact speed, selecting recent articles that were the most rigorous in terms of sampling and statistical methods, and based on real-world crashes. Regarding factor 2, studies of the influence of vehicle type (Ballesteros et al 2004;Roudsari et al 2004) or shape on resulting lesions were likewise based on real-world crash data (Crandall et al 2002;Henary et al 2003;Mallory et al 2012;Martin et al 2011;Otte 1999); there have also been studies using simulations, which have the advantage of being able to take body kinematics after impact into account (Crocetta et al 2015;Gupta and Yang 2013;Han et al 2012;Okamoto et al 2003).…”

Section: Introductionmentioning

confidence: 99%

Pedestrian fatality and impact speed squared: Cloglog modeling from French national data

Martin

2017

Traffic Injury Prevention

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Objective: The present study estimates pedestrians' risk of death according to the impact speed when hit by a passenger car in a frontal collision. Methods:Data were coded for all fatal crashes in France in 2011 and for a random sample of 1/20 th of all road injuries for the same year, and weighted to take account of police under-reporting of mild injury. A cloglog model was used to optimize risk adjustment for high collision speeds. The fit of the model on the data was also improved by using the square of the impact speed, which best matches the energy dissipated in the collision. Results:Modeling clearly demonstrated that the risk of death was very close to 1 when impact speeds exceeded 80 km/h. For speeds less than 40 km/h, as data representative of all crashes resulting in injury were used, the estimated risk of death was fairly low. However, although the curve seemed deceptively flat below 50 km/h, the risk of death in fact rose 2-fold between 30 and 40 km/h and 6-fold between 30 and 50 km/h. For any given speed, the risk of death was much higher for more elderly subjects, especially over 75 years of age.These results concern frontal crashes involving a passenger car. Collisions involving trucks are far less frequent, but half result in the pedestrian being run over, incurring greater mortality. Conclusions:For impact speeds below 60 km/h, the shape of the curve relating probability of death to impact speed was very similar to those reported in recent rigorous studies. For higher impact speeds, the present model allows the curve to rise ever more steeply, giving a much better fit to observed data. The present results confirm that, when a pedestrian is struck by a car, impact speed is a major risk factor, thus providing a supplementary argument for strict speed limits in areas where pedestrians are highly exposed.

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Literature review of pedestrian fatality risk as a function of car impact speed

Cited by 215 publications

References 14 publications

Dynamic Anthropometric Characteristics of Pedestrians in Case of Car Collision

Dynamic Anthropometric Characteristics of Pedestrians in Case of Car Collision

Motorcyclists’ speed and “looked-but-failed-to-see” accidents

Pedestrian fatality and impact speed squared: Cloglog modeling from French national data

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