Fatal pedestrian crashes on interstates and other freeways in the United States

Investigating pedestrian-vehicle crashes on interstate highways: Applying random parameter binary logit model with heterogeneity in means

In the U.S., the interstate highway system is categorized as a controlled-access or limited-access route, and it is unlawful for pedestrians to enter or cross this type of highway. However, pedestrian-vehicle crashes on the interstate highway system pose a distinctive safety concern. Most of these crashes involve 'unintended pedestrians', drivers who come out of their disabled vehicles, or due to the involvement in previous crashes on the interstate. Because these are not 'typical pedestrians', a separate investigation is required to better understand the pedestrian crash problem on interstate highways and identify the high-risk scenarios. This study explored 531 KABC (K = Fatal, A = Severe, B = Moderate, C = Complaint) pedestrian injury crashes on Louisiana interstate highways during the 2014-2018 period. Pedestrian injury severity was categorized into two levels: FS (fatal/severe) and IN (moderate/complaint). The random parameter binary logit with heterogeneity in means (RPBL-HM) model was utilized to address the unobserved heterogeneity (i.e., variations in the effect of crash contributing factors across the sample population) in the crash data. Some of the factors were found to increase the likelihood of pedestrian's FS injury in crashes on interstate highways, including pedestrian impairment, pedestrian action, weekend, driver aged 35-44 years, and spring season. The interaction of 'pedestrian impairment' and 'weekend' was found significant, suggesting that alcohol-involved pedestrians were more likely to be involved in FS crashes during weekends on the interstate. The obtained results can help the 'unintended pedestrians' about the crash scenarios on the interstate and reduce these unexpected incidents.

Factors explaining pedestrian-involved fatality crashes on National Highways in India

Pedestrians continue to face high risk of getting involved in fatal and serious injury crashes all over the world. In many high-income countries, pedestrian involvement in fatal crashes occur mostly in urban areas. However, in many low- and middle-income countries in Asia and Africa, pedestrian involvement in fatal crashes occur on intercity highways too. This research analyses fatal pedestrian crash characteristics, and identifies probable contributory factors to pedestrian involvement in fatal crashes using logistic regression for two-, four-, and six-lane National Highways. The fatal pedestrian crash density is found to be the highest at 1.37 crashes/km/year on six-lane divided NH-1. The binary logistic regression estimation results for pedestrian involvement in the fatal crash model revealed that the predictors: "number of lanes" and "time of crash" are found to be significant at 95% level. The model results for the variable "number of lanes" highlights the need to study pedestrian crossing behaviour on highways in detail. The design standards for pedestrian crossing facilities in urban areas may not be suitable for National Highways in particular multi-lane highways. In-depth research is required to understand the suitability of various traffic calming measures and other possible interventions which can ensure pedestrian safety on highways.

A Review of Vehicle-to-Vulnerable Road User Collisions on Limited-Access Highways to Support the Development of Automated Vehicle Safety Assessments

This study aims to provide evidence to support the development of automated vehicle (AV) safety assessments that consider the possible presence of non-motorized vulnerable road-users (VRUs) on limited-access highways. Although limited-access highways are designed to accommodate high-speed motor vehicles, collisions involving VRUs on such roadways are frequently reported. A narrative review is conducted, covering the epidemiology of VRUs crashes on limited-access highways to identify typical crash patterns considering collisions severity and the underlying reasons for the VRUs to use the highway. The review results show that occupants alighting from a disabled or crashed vehicle, people seeking help or helping others, highway maintenance zones, police stops, and people crossing a highway should be given priority to ensure VRU safety on limited-access highways. The results are summarized in figures with schematic models to generate test scenarios for AV safety assessment. Additionally, the results are discussed using two examples of traffic situations relevant to the potential AV-VRU crashes on highways and the current performance of autonomous emergency braking and autonomous emergency steering systems. These findings have important implications for producing scenarios in which AV may not produce crashes lest it performs worse than human drivers in the proposed scenarios.

Frequency and cost of crashes, fatalities, and injuries involving disabled vehicles

OBJECTIVE

To quantify the total number and cost of crashes, fatalities, and injuries that could be addressed by improved conspicuity of disabled vehicles to approaching traffic.

METHODS

Using the Fatality Analysis Reporting System (FARS) and the Crash Report Sampling System (CRSS) this study defines three crash scenarios where insufficient conspicuity of a disabled vehicle ("low conspicuity emergency") resulted in injury or death: Scenario 1) Moving vehicle strikes non-moving vehicle following an initial event; Scenario 2) Pedestrian (primarily a motorist who has exited their vehicle) is struck while tending to a disabled or stopped vehicle; and Scenario 3) A vehicle departs the roadway and crashes unnoticed and rescue initiation is delayed significantly.

RESULTS

Annually, between the years 2016 and 2018, an estimated 71,693 people were involved in low conspicuity emergency events, including 566 fatalities and 14,371 injuries. Most (95 %) of these cases occurred under scenario 1. Notable, however, is the severity of scenario 2 crashes where the majority were severely injured (22 %) or killed (19 %). Based on the FARS data, nearly 300 people were killed under scenario 2 each year and cases have increased 27 % since 2014. Overall, crashes under these three scenarios resulted in an annual estimated $8.8 billion in societal costs, including the economic costs of medical payments and wage loses in addition to the value of quality of life lost due to death or disability. Scenario 1 crashes resulted in an average of $4.3 billion in losses, scenario 2 crashes in $3.4 billion in losses, and scenario 3 crashes in $1.2 billion in losses annually.

CONCLUSIONS

A significant number of people die or are injured in low conspicuity events every year; an estimated 1.55 deaths and nearly 40 injuries per day. This analysis highlights the risks to a special subset of pedestrians: motorists who exited their vehicles to attend to a disabled or stopped vehicle. These deaths and injuries that result from crashes related to low-conspicuity events are preventable. Countermeasures to reduce the incidence and severity of the crash scenarios studied should be explored.