Community and Regional Planning, School of Architecture, The University of Texas at Austin, Austin, Texas.
Department of Civil, Architectural and Environmental Engineering, The University of Texas at Austin, Austin, Texas.
Traffic Inj Prev. 2022;23(5):283-289. doi: 10.1080/15389588.2022.2059474. Epub 2022 May 18.
This study investigates various risk factors associated with pedestrian crash occurrence and injury severity based on 78,497 reported pedestrian-involved crashes across Texas from 2010 through 2019.
Crashes are mapped to over 708,738 road segments, along with road design, land use, transit, hospital, rainfall, and other location features. Negative binomial models examine the association between pedestrian crash frequency and various contributing factors, and a heteroskedastic ordered probit model investigates the severity of injuries at the individual crash level.
Results from this study show the practical significance of microlevel variables in predicting pedestrian crashes. Proximity to schools and hospitals and presence of transit are all associated with higher pedestrian crash frequencies yet are rarely included in other models. Total pedestrian crash and fatal crash counts rise with the number of lanes, population, and job densities, though greater median and shoulder widths provide some protection. Higher speed limits are associated with lower crash frequencies but more deaths. Pedestrian crashes are more likely to be severe and fatal at night (8 p.m. to 5 a.m.), without overhead lighting, and when involved pedestrians and/or drivers are intoxicated. Use of light-duty trucks also significantly increases risk of severe or fatal pedestrian injury. Though newer vehicle safety features may be argued to lower crash severity or protect vehicle occupants, newer crash-involved vehicles in Texas are not found to deliver less severe pedestrian injury. Pedestrian and driver characteristics-both age and gender-are practically (and statistically) significant. Injury severity rises with pedestrian age, yet younger and/or female pedestrians on straight roadways, off the state (and interstate) highway system, and in the presence of a traffic control device (stop sign or signal) are less likely to be seriously injured, on average.
Findings underscore the benefit of enhanced vehicle safety features for pedestrians, campaigns against driving and walking while intoxicated, improved roadway design, enforcement of safety countermeasures near schools and bus stops, and installment of additional traffic controls and streetlights wherever more pedestrians exist.
本研究基于 2010 年至 2019 年德克萨斯州报告的 78497 起行人参与的碰撞事故，调查了与行人碰撞发生和伤害严重程度相关的各种风险因素。
将碰撞事故映射到超过 708738 个路段，以及道路设计、土地利用、交通、医院、降雨和其他位置特征。负二项式模型研究了行人碰撞频率与各种促成因素之间的关系，异方差有序概率模型研究了个体碰撞水平上伤害的严重程度。
本研究结果表明，微观变量在预测行人碰撞方面具有实际意义。靠近学校和医院以及存在交通的地方与更高的行人碰撞频率有关，但在其他模型中很少包括这些因素。总行人碰撞和致命碰撞数量随着车道数量、人口和工作密度的增加而增加，尽管更大的中位数和肩部宽度提供了一些保护。较高的限速与较低的碰撞频率但更多的死亡有关。夜间（8 点至 5 点）、没有架空照明以及行人或司机醉酒时，行人碰撞更有可能严重或致命。轻型卡车的使用也显著增加了严重或致命行人受伤的风险。尽管新的车辆安全功能可能被认为可以降低碰撞严重程度或保护车辆乘员，但在德克萨斯州，新的涉及碰撞的车辆并没有发现行人受伤程度较轻。行人特征和司机特征——年龄和性别——在实际（和统计）上都有意义。伤害严重程度随着行人年龄的增加而增加，但在直道上、州际公路系统之外以及在存在交通控制装置（停车标志或信号）的情况下，年轻和/或女性行人受伤的可能性较小，平均而言。
研究结果强调了增强行人车辆安全功能、打击醉酒驾驶和步行、改善道路设计、在学校和公共汽车站附近执行安全措施以及在有更多行人的地方安装更多交通控制和路灯的好处。
