Objective: The aim of this study is to develop an on-scene injury severity prediction (OSISP) algorithm for truck occupants using only accident characteristics that are feasible to assess at the scene of the accident. The purpose of developing this algorithm is to use it as a basis for a field triage tool used in traffic accidents involving trucks. In addition, the model can be valuable for recognizing important factors for improving triage protocols used in Sweden and possibly in other countries with similar traffic environments and prehospital procedures.Methods: The scope is adult truck occupants involved in traffic accidents on Swedish public roads registered in the Swedish Traffic Accident Data Acquisition (STRADA) database for calendar years 2003 to 2013. STRADA contains information reported by the police and medical data on injured road users treated at emergency hospitals. Using data from STRADA, 2 OSISP multivariate logistic regression models for deriving the probability of severe injury (defined here as having an Injury Severity Score [ISS] > 15) were implemented for light and heavy trucks; that is, trucks with weight up to 3,500 kg and ??16,500 kg, respectively. A 10-fold cross-validation procedure was used to estimate the performance of the OSISP algorithm in terms of the area under the receiver operating characteristic curve (AUC).Results: The rate of belt use was low, especially for heavy truck occupants. The OSISP models developed for light and heavy trucks achieved cross-validation AUC of 0.81 and 0.74, respectively. The AUC values obtained when the models were evaluated on all data without cross-validation were 0.87 for both light and heavy trucks. The difference in the AUC values with and without use of cross-validation indicates overfitting of the model, which may be a consequence of relatively small data sets. Belt use stands out as the most valuable predictor in both types of trucks; accident type and age are important predictors for light trucks.Conclusions: The OSISP models achieve good discriminating capability for light truck occupants and a reasonable performance for heavy truck occupants. The prediction accuracy may be increased by acquiring more data. Belt use was the strongest predictor of severe injury for both light and heavy truck occupants. There is a need for behavior-based safety programs and/or other means to encourage truck occupants to always wear a seat belt. 相似文献
Introduction: While improved safety is a highly cited potential benefit of autonomous vehicles (AVs), at the same time a frequently cited concern is the new safety challenges that AVs introduce. The literature lacks a rigorous exploration of the safety perceptions of road users who will interact with AVs, including vulnerable road users. Addressing this gap is essential because the successful integration of AVs into transportation systems hinges on an understanding of how all road users will react to their presence. Methods: A stated preference survey of the Phoenix, Arizona, metropolitan statistical area (Phoenix MSA) was conducted in July 2018. A series of ordered probit models was estimated to analyze the survey responses and identify differences between various population groups with respect to the perceived safety of driving, cycling, and walking near AVs. Results: Greater exposure to and awareness of AVs are not uniformly associated with increases in perceived safety. Various attitudinal factors, level of AV automation, and other intrinsic and extrinsic factors are related to safety perceptions of driving, walking, and cycling near AVs. Socioeconomic and demographic characteristics, such as gender, age, income, employment, and automobile usage and ownership, have various relationships with perceived safety. Conclusions: Cycling near an AV was perceived as the least safe activity, followed by walking and then driving near an AV. Both similarities and differences were observed among the factors associated with the perceived safety of different travel alternatives. Practical Applications: Public perception will guide the development and adoption of AVs directly and indirectly. To help maintain control of public perception, transportation planners, decision makers, and other stakeholders should consider more deliberate and targeted messaging to address the concerns of different road users. In addition, more careful pilot testing and more direct attention to vulnerable road users may help avoid a backlash that could delay the rollout of this technology. 相似文献
Objective: Our study measured the change in head injuries and deaths among motorcycle users in Cu Chi district, a suburban district of Ho Chi Minh City.
Methods: Hospital records for road traffic injuries (RTIs) were collected from the Cu Chi Trauma Centre and motorcycle-related death records were obtained from mortality registries in commune health offices. Head injury severity was categorized using the Abbreviated Injury Score (AIS). Rate ratios (RRs) were used to compare rates pre- and post-law (2005/2006–2009/2010). Cu Chi's population, stratified by year, age, and sex, was used as the denominator.
Results: Of records identifying the transportation mode at the time of injury, motorcyclists accounted for most injuries (3,035, 87%) and deaths (238, 90%). Head injuries accounted for 70% of motorcycle-related hospitalizations. Helmet use was not recorded in any death records and not in 97% of medical records. Males accounted for most injuries (73%) and deaths (88%). The median age was 28 years and 32 years for injuries and deaths, respectively. Compared to the pre-law period, rates of motorcycle injuries (RR = 0.53; 95% confidence interval [CI], 0.49–0.58), head injuries (RR = 0.35; 95% CI, 0.31–0.39), severe head injuries (RR = 0.47; 95% CI, 0.34–0.63), and deaths (RR = 0.69; 95% CI, 0.53–0.89) significantly decreased in the post-law period.
Conclusions: Rates of head injuries and deaths among motorcycle riders decreased significantly after implementation of the mandatory helmet law in Vietnam. To further examine the impact of the motorcycle helmet law, including compliance and helmet quality, further emphasis should be placed on gathering helmet use data from injured motorcyclists. 相似文献
Objective: The Multidimensional Driving Style Inventory (MDSI) has been widely used in assessing the associations between driving styles and traffic violations and accidents in different cultural contexts. Due to the lack of a valid instrument to assess driving style, studies concerning driving style and its influence factors are limited in China. Thus, this study aimed to adapt and validate a Chinese version of the MDSI.
Methods: Seven hundred and sixty drivers aged from 19 to 60 years old were asked to complete the MDSI and a personality scale (trait anger, sensation seeking, altruism, and normlessness). Exploratory factory analysis (EFA) and confirmatory factor analysis (CFA) were used to obtain the factorial structure of the MDSI. The external validity of the MDSI was then evaluated by examining the associations between driving styles and personality traits, demographic variables, and traffic violations and crashes.
Results: EFA revealed a 6-factor structure of the MDSI (i.e., risky, anxious, angry, distress reduction, careful, and dissociative driving styles). CFA confirmed that the model fit of the MDSI was acceptable. The MDSI factors were moderately or weakly correlated with trait anger, sensation seeking, altruism, and normlessness. Significant gender and age differences in driving styles were found. Moreover, drivers who had traffic violations or crashes in the past year scored higher on risky and angry driving styles and lower on careful driving style than those who had not have traffic violations or crashes.
Conclusions: The Chinese version of the MDSI proved to be a reliable, valid, and highly useful instrument. It could be used to assess Chinese drivers who are at risk due to their maladaptive driving styles. 相似文献