Pedestrian Injuries and the Car Exterior

Pedestrian fatality risk as a function of car impact speed

“…It is true that Ashton (1982) included fatality rates at different speed ranges from pedestrian accident investigations in Great Britain during the 1960s and 1970s. However, Ashton et al have specifically pointed out that, due to sample bias, these fatality rates did not give a fair description of the total population of accidents (Ashton et al, 1977;Ashton, 1982). This statement has been largely overlooked in subsequent studies using these data.…”

Applications and limitations of wrap-around ratio to vehicle speed estimation in pedestrian collision analysis

“…As a first approximation, the WRR might be considered to be equal to unity, but there are several other influencing factors. Accident analysis and dummy tests performed by Ashton and co-workers [2][3][4] and Kuehnel [27] in the 1970s established the qualitative finding that the WAD (and hence WRR) increases with both impact speed and the height of the pedestrian relative to the bonnet leading edge. The former is because at higher speeds there is more relative longitudinal movement between the vehicle and pedestrian between the primary (leg) and secondary (head) contacts of the pedestrian on the vehicle.…”

“…It does not account for transverse motion of the pedestrian between primary impact with the bumper/bonnet leading edge and secondary impact with the bonnet top/windscreen. This geometric parameter was defined in the 1970s by Ashton et al [4], and since then has been used as a quality metric when assessing dummy and computational model responses in comparison to cadaver tests (e.g. [41]).…”

“…Influence of impact speed on WRR for (a) side and (b) front impacts: cadaver tests and SSM[4,7,8,40]. the geometry: mass and contact points for the vehicle and mass, inertia and gait stance for the pedestrian.…”

Selecting Optimal Pedestrian Crossing Using Multi-criteria Decision-making

“…If traffic is of higher intensity resulting in even scarcer occurrences of suitable intervals to cross the road, the pedestrians lose patience and recklessly step onto Figure 3 -Average value of pedestrian fatalities on pedestrian crossing due to conflict with motor vehicle [12], [13], [14] the roadway. The consequences of such actions may be catastrophic and in such situations zebra crossings do not usually match the needs and a signalized crossing needs to be constructed.…”