The impact of speed and other variables on pedestrian safety in Maine

Gårder, Per

doi:10.1016/s0001-4575(03)00059-9

Cited by 207 publications

(110 citation statements)

References 1 publication

Supporting

Mentioning

Contrasting

Unclassified

Order By: Relevance

“…11 Similarly, in Maine, the number of injured pedestrians was found to be significantly higher on wider roads, even when pedestrian and motor vehicle volumes were considered. 28 In addition to the number of lanes and the road width, the "shape" (4-way vs. 3-way) of an intersection also affected pedestrian injuries in our analyses (Model I and II). In fact, 4-way intersections have a higher number of conflict points and a greater likelihood of crashes and injuries than 3-way T-intersections.…”

Section: Discussionmentioning

confidence: 84%

Major urban road characteristics and injured pedestrians: A representative survey of intersections in Montréal, Quebec

Martineau

Archambault

Cloutier

et al. 2015

Can J Public Health

View full text Add to dashboard Cite

OBJECTIVES:In urban settings, pedestrian fatalities and injuries are concentrated on major roads. This study aims to describe urban intersections with major roads (arterials and collector roads) and explore the association between intersection characteristics and injured pedestrians. METHODS:From a stratified random sampling in Montréal, Quebec, 512 intersections were selected and their characteristics collected. The number of injured pedestrians from 1999 to 2008 was obtained from ambulance services. Binomial negative regression models (including IRR: incidence rate ratios) were calculated to determine associations between intersection characteristics and injured pedestrians: i) at all intersections; ii) at intersections with multi-lane roads and iii) at signalized intersections with available vehicle and pedestrian counts. RESULTS:Major intersections had more traffic lanes (3.8 vs. 1.7, p < 0.01) and longer pedestrian crossings (18.8 m vs. 12.7 m, p < 0.01) than minor intersections. Bus stops were also more frequent at these intersections (75% vs. 6%, p < 0.01). Overall, each additional traffic lane was associated with a 75% increase in the number of injured pedestrians (IRR = 1.75; 95% confidence interval [CI] = 1.41-2.18). At intersections with multi-lane roads, a fourth branch (IRR = 2.40; 95% CI = 1.53-3.77), vehicles parked within 5 m of the intersection (IRR = 2.40; 95% CI = 1.64-3.51), and marked crosswalks (IRR = 1.79; 95% CI = 1.08-2.95) significantly increased the number of injured pedestrians. Raised medians had no significant protective effect. CONCLUSIONS:The results show that besides traffic and pedestrian volumes, intersection characteristics contribute to pedestrian injuries. The reduction of traffic lanes, parking prohibition near intersections and implementation of appropriate pedestrian refuge areas would improve pedestrian safety.KEY WORDS: Injuries; pedestrian; major roads; intersections; urban health La traduction du résumé se trouve à la fin de l'article.

show abstract

Section: Discussionmentioning

confidence: 84%

Major urban road characteristics and injured pedestrians: A representative survey of intersections in Montréal, Quebec

Martineau

Archambault

Cloutier

et al. 2015

Can J Public Health

View full text Add to dashboard Cite

show abstract

“…For example, Garder (2004) examines pedestrian crash data from Maine, and finds that pedestrian crashes are more prevalent on Saturdays, in the afternoons between 4 and 7 pm, at times of clear weather, on level, straight, roads, and at locations without any traffic control devices or signage (this study did not control for exposure).…”

Section: Earlier Researchmentioning

confidence: 99%

“…For instance, Harruff et al, (1998) undertook a descriptive analysis of pedestrian traffic fatalities in Seattle and found a lower proportion of individuals aged 22-34 years, females, and Caucasians (relative to the representation of these groups in the overall population) in the "fatal" sample. Harruff also examined the time of day, the day of week, the season of year, the characteristics of the crash location, effect of alcohol, type of vehicles involved, and body place of injury in the "fatal" sample (see also Garder, 2004 for a similar analysis). In the rest of this section, we do not discuss studies such as those identified above that focus on crash occurrence/frequency or that focus on an aggregate level analysis of the characteristics of solely fatal crashes.…”

Section: Earlier Researchmentioning

confidence: 99%

A mixed generalized ordered response model for examining pedestrian and bicyclist injury severity level in traffic crashes

Eluru

Bhat

Hensher

2008

Accident Analysis & Prevention

506

229

View full text Add to dashboard Cite

This paper proposes an econometric structure for injury severity analysis at the level of individual accidents that recognizes the ordinal nature of the categories in which injury severity are recorded, while also allowing flexibility in capturing the effects of explanatory variables on each ordinal category and allowing heterogeneity in the effects of contributing factors due to the moderating influence of unobserved factors. The model developed here, referred to as the mixed generalized ordered-response logit (MGORL) model, generalizes the standard ordered-response models used in the extant literature for injury severity analysis. To our knowledge, this is the first such formulation to be proposed and applied in the econometric literature in general, and in the safety analysis literature in particular.The MGORL model is applied to examine non-motorist injury severity in accidents in the USA, using the 2004 General Estimates System (GES) database. The empirical findings emphasize the inconsistent results obtained from the standard ordered response model. An important policy result from our analysis is that the general pattern and relative magnitude of elasticity effects of injury severity determinants are similar for pedestrians and bicyclists. The analysis also suggests that the most important variables influencing non-motorist injury severity are the age of the individual (the elderly are more injury-prone), the speed limit on the roadway (higher speed limits lead to higher injury severity levels), location of crashes (those at signalized intersections are less severe than those elsewhere), and time-of-day (darker periods lead to higher injury severity).

show abstract

“…This is consistent with recent research on the subject, which finds that the pedestrian-scaled nature of these environments communicate to motorists that greater caution is warranted, leading to increased driver vigilance, lower operating speeds, and thus a better preparedness to respond to potential crash hazards that may emerge. The effective result is a reduction in crash incidence (Dumbaugh, 2005a;2005b;2006b;Garder, 2004;Naderi, 2003;Ossenbruggen, Pendharkar & Ivan, 2001). …”

Section: Pedestrian-scaled Retailmentioning

confidence: 99%

Safe Urban Form: Revisiting the Relationship Between Community Design and Traffic Safety

Dumbaugh

Rae

2009

Journal of the American Planning Association

208

106

View full text Add to dashboard Cite

The impact of speed and other variables on pedestrian safety in Maine

Cited by 207 publications

References 1 publication

Major urban road characteristics and injured pedestrians: A representative survey of intersections in Montréal, Quebec

Major urban road characteristics and injured pedestrians: A representative survey of intersections in Montréal, Quebec

A mixed generalized ordered response model for examining pedestrian and bicyclist injury severity level in traffic crashes

Safe Urban Form: Revisiting the Relationship Between Community Design and Traffic Safety

Contact Info

Product

Resources

About