Neighborhood Influences on Vehicle-Pedestrian Crash Severity

Pour, Alireza Toran; Moridpour, Sara; Tay, R; Rajabifard, Abbas

doi:10.1007/s11524-017-0200-z

Cited by 15 publications

(6 citation statements)

References 52 publications

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“…For example, single-city studies of the spatial patterns of cyclists’ and pedestrians’ exposure to air quality ( Hankey et al. 2017a ) could be expanded to a national scale; similarly, future work could explore patterns of crash rates using the same exposure surface across many cities or MSAs rather than relying on findings from a single city ( Chen 2015 ; Toran Pour et al. 2017 ).…”

Section: Discussionmentioning

confidence: 99%

Correlates of the Built Environment and Active Travel: Evidence from 20 US Metropolitan Areas

Buehler

Hankey

2018

Environ Health Perspect

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Background:Walking and bicycling are health-promoting and environmentally friendly alternatives to the automobile. Previous studies that explore correlates of active travel and the built environment are for a single metropolitan statistical area (MSA) and results often vary among MSAs.Objectives:Our goal was to model the relationship between the built environment and active travel for 20 MSAs spanning the continental United States.Methods:We sourced and processed pedestrian and bicycle traffic counts for 20 U.S. MSAs (n=4,593 count locations), with 1–17 y of data available for each count location and the earliest and latest years of data collection being 1999 and 2016, respectively. Then, we tabulated land use, transport, and sociodemographic variables at 12 buffer sizes (100–3,000m) for each count location. We employed stepwise linear regression to develop predictive models for morning and afternoon peak-period bicycle and pedestrian traffic volumes.Results:Built environment features were significant predictors of active travel across all models. Areas with easy access to water and green space, high concentration of jobs, and high rates of active commuting were associated with higher bicycle and pedestrian volumes. Bicycle facilities (e.g., bike lanes, shared lane markings, off-street trails) were correlated with higher bicycle volumes. All models demonstrated reasonable goodness-of-fit for both bicyclists (adj-R2: 0.46–0.61) and pedestrians (adj-R2: 0.42–0.72). Cross-validation results showed that the afternoon peak-period models were more reliable than morning models.Conclusions:To our knowledge, this is the first study to model multi-city trends in bicycling and walking traffic volumes with the goal of developing generalized estimates of the impact of the built environment on active travel. Our models could be used for exposure assessment (e.g., crashes, air pollution) to inform design of health-promoting cities. https://doi.org/10.1289/EHP3389

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Section: Discussionmentioning

confidence: 99%

Correlates of the Built Environment and Active Travel: Evidence from 20 US Metropolitan Areas

Buehler

Hankey

2018

Environ Health Perspect

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“…Individual preferences, built-environmental factors, and socioeconomic factors all play a role in PTA rates [13,14]. Individual preferences for cycling, walking, and playing outside differ by age and gender [15].…”

Section: Introductionmentioning

confidence: 99%

“…Street intersections [16], the density of two-lane roads [17,18], the massive number of vehicles [19] travelling at excessive speeds due to ineffective speed limits [20], the lack of clear crossing routes for pedestrians and the pavement dysconnectivity are all important variables with respect to accidents [21][22][23]. Finally, socioeconomic factors such as population density, youth density, and residential areas are associated with the number of PTAs in each neighbourhood [14,[24][25][26].…”

Section: Introductionmentioning

confidence: 99%

Pedestrian Road Traffic Accidents in Metropolitan Areas: GIS-Based Prediction Modelling of Cases in Mashhad, Iran

et al. 2023

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This study utilised multi-year data from 5354 incidents to predict pedestrian–road traffic accidents (PTAs) based on twelve socioeconomic and built-environment factors. The research employed the logistic regression model (LRM) and the fuzzy-analytical hierarchy process (FAHP) techniques to evaluate and assign weights to each factor. The susceptibility map for PTAs is generated using the “Technique for Order of Preference by Similarity to Ideal Solution (TOPSIS)”. Subsequently, the probability of accidents in 2020 was predicted using real multi-year accident data and the Markov chain (MC) and cellular automata Markov chain (CA-MC) models, with the prediction accuracy assessed using the Kappa index. Building upon promising results, the model was extrapolated to forecast the probability of accidents in 2023. The findings of the LRM demonstrated the significance of the selected variables as predictors of accident likelihood. The prediction approaches identified areas prone to high-risk accidents. Additionally, the Kappa for no information (KNO) statistical value was calculated for both the MC and CA-MC models, which yielded values of 0.94 and 0.88, respectively, signifying a high level of accuracy. The proposed methodology is generalizable, and the identification of high-risk locations can aid urban planners in devising appropriate preventive measures.

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“…These workers who are left out of the road safety education programmes can be considered as one of the most vulnerable road user groups. As pedestrians, they are considered as vulnerable road users due to their relatively smaller masses and lack of protection, which often result in more serious injuries in a collision with a vehicle [33][34][35]. The RMG workers can also be considered as a vulnerable group in society due to their low socioeconomic status.…”

Section: Introductionmentioning

confidence: 99%

Characteristics of Pedestrians in Bangladesh Who Did Not Receive Public Education on Road Safety

2022

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The safety of pedestrians, such as workers who largely walk to and from work, has not been given sufficient attention, especially in the area of traffic safety in developing countries, including Bangladesh. Although the National Road Safety Strategy has a very strong emphasis on road safety education and publicity campaigns, the road safety knowledge may not have reached these vulnerable road users who most needed them. Moreover, little is known about the penetration rate of these campaigns and who have benefited or not benefited from them. On the other hand, the developing country, like Bangladesh, is heavily dependent on its Readymade Garment (RMG) workers for earning foreign currency, and walking is one of the major mode of transports of those workers. The objective of this study is to identify those who are not reach by the safety education. Results from a survey of 1020 RMG workers around Dhaka identified several socioeconomic, demographic, travel characteristics and accident experience that affect the most vulnerable segments who are left out of the system. The findings of this study would help the policy makers to arrange necessary road safety education for the most vulnerable cohorts of pedestrians to encourage the continued use of this sustainable mode of commute.

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Neighborhood Influences on Vehicle-Pedestrian Crash Severity

Cited by 15 publications

References 52 publications

Correlates of the Built Environment and Active Travel: Evidence from 20 US Metropolitan Areas

Correlates of the Built Environment and Active Travel: Evidence from 20 US Metropolitan Areas

Pedestrian Road Traffic Accidents in Metropolitan Areas: GIS-Based Prediction Modelling of Cases in Mashhad, Iran

Characteristics of Pedestrians in Bangladesh Who Did Not Receive Public Education on Road Safety

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