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Author Wanvik, P.O. url  doi
openurl 
  Title Effects of road lighting on motorways Type Journal Article
  Year 2009 Publication Traffic Injury Prevention Abbreviated Journal Traffic Inj Prev  
  Volume 10 Issue 3 Pages (up) 279-289  
  Keywords Lighting; Public Safety; Security  
  Abstract OBJECTIVES: The study has three objectives. The first is to investigate how the effect of road lighting on motorway accidents varies with different weather and road surface conditions. The second is to evaluate the future benefit of road lighting as a safety measure on motorways. The third is to evaluate the need for further research in the field of motorway lighting. METHOD: This article presents a cross-sectional study of the effects of road lighting on motorways mainly in The Netherlands. The main source of data is a Dutch database of accidents covering the period 1987-2006, but British and Swedish data are also used. RESULTS: The effect of road lighting on motorways is found to be greater in The Netherlands than in Great Britain or Sweden. Reasons for this are not known. Effects are found to vary according to background characteristics and are lesser during precipitation than during fine weather and on wet road surfaces than on dry surfaces. No effect of road lighting is found during fog. Collision with light poles constitutes a large number of accidents on lit motorways and reduces the safety effect of road lighting. CONCLUSIONS: The effect of road lighting on injury accidents during darkness is found to be very high (-49%) on Dutch motorways. However, the effect seems to vary between countries. Collisions with light poles reduce the effect of road lighting. Road lighting will probably be an effective safety measures on motorways for many years. In the long term, however, the benefit of road lighting will probably be reduced along with the implementation of new vehicle and road technology. Modern technology permits a continuous adaptation of luminance levels to optimize the effect of road lighting on safety while at the same time minimizing energy consumption. However, more detailed knowledge concerning the effects of road lighting at different lighting levels is needed in order to use this technology effectively. Alternative or additional measures like LED guide lights and light road surfaces also need to be evaluated.  
  Address Norwegian Public Roads Administration, Region South, Serviceboks 723, Arendal, Norway. per.wanvik@vegvesen.no  
  Corporate Author Thesis  
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  Language English Summary Language Original Title  
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  Series Volume Series Issue Edition  
  ISSN 1538-9588 ISBN Medium  
  Area Expedition Conference  
  Notes PMID:19452370 Approved no  
  Call Number LoNNe @ kyba @ Serial 1788  
Permanent link to this record
 

 
Author Martínez-Ruiz, V.; Valenzuela-Martínez, M.; Lardelli-Claret, P.; Molina-Soberanes, D.; Moreno-Roldán, E.; Jiménez-Mejías, E. url  doi
openurl 
  Title Factors related to the risk of pedestrian fatality after a crash in Spain, 1993–2013 Type Journal Article
  Year 2019 Publication Journal of Transport & Health Abbreviated Journal Journal of Transport & Health  
  Volume 12 Issue Pages (up) 279-289  
  Keywords Public Safety  
  Abstract Introduction

The aim of this study was to quantify the magnitude of association between pedestrian fatalities during the first 24 h after a crash and pedestrian-, driver-, vehicle- and environment-related characteristics in Spain from 1993 to 2013.

Methods

Data were analyzed for all 203,622 traffic crashes involving a pedestrian and a motor vehicle recorded in the Spanish Registry of Road Crashes with Victims. After multiple imputation for missing values, crude (CMRR) and adjusted mortality rate ratios (AMRR) were obtained for each variable with Poisson regression models.

Results

Pedestrian risk of death after a crash increased nearly exponentially with pedestrian age. Male sex, committing an infraction and having a physical defect were also associated with a higher risk of death (AMRR 1.27, 95%CI 1.17–1.37 for physical defect). Regarding driver-related factors associated with pedestrian fatalities, visual defects (AMRR 1.21, 95%CI 1.08–1.37) and the commission of a speed infraction (AMRR 2.59, 95%CI 2.43–2.76) increased the risk. Heavy vehicles (trucks, vans, buses) and the presence of passengers were also associated with a higher risk of pedestrian death. The risk of pedestrian death was lower for crashes that occurred between 12:00 and 14:00, in good light conditions, at intersections, and when the pedestrian was on a sidewalk. Risk was higher in crashes in rural areas with fewer than 5000 inhabitants.

Conclusions

We identified several factors strongly associated with the risk of pedestrian fatality; some of these factors are analyzed here for the first time. This knowledge is potentially useful in the design and prioritization of measures intended to increase pedestrian safety.
 
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  Series Editor Series Title Abbreviated Series Title  
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  ISSN 2214-1405 ISBN Medium  
  Area Expedition Conference  
  Notes Approved no  
  Call Number GFZ @ kyba @ Serial 2236  
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Author Kostic, A.; Djokic, L. url  doi
openurl 
  Title Subjective impressions under LED and metal halide lighting Type Journal Article
  Year 2014 Publication Lighting Research and Technology Abbreviated Journal Lighting Research and Technology  
  Volume 46 Issue 3 Pages (up) 293-307  
  Keywords lighting; outdoor lighting; subjective; LED; metal halide; *Safety; Belgrade  
  Abstract In order to compare subjective impressions created by LED and metal halide ambient lighting, a pilot project was conducted in a Belgrade park. All general requirements for an adequate comparison of subjective impressions were fulfilled. The survey was conducted using a questionnaire related to all aspects the researchers considered relevant for subjective evaluation of illuminated pedestrian paths in parks. It was concluded that the respondents, both those who had and those who did not have previous knowledge in the field of lighting, strongly preferred the use of metal halide lamps for the illumination of parks, which is in opposition to the statements of some LED manufacturers. It was also shown that light level and feelings of safety and comfort are evaluated as most important.  
  Address Faculty of Architecture, University of Belgrade, Belgrade, Serbia  
  Corporate Author Thesis  
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  Series Volume Series Issue Edition  
  ISSN 1477-1535 ISBN Medium  
  Area Expedition Conference  
  Notes Approved no  
  Call Number IDA @ john @ Serial 336  
Permanent link to this record
 

 
Author Wood, J.M.; Isoardi, G.; Black, A.; Cowling, I. url  doi
openurl 
  Title Night-time driving visibility associated with LED streetlight dimming Type Journal Article
  Year 2018 Publication Accident; Analysis and Prevention Abbreviated Journal Accid Anal Prev  
  Volume 121 Issue Pages (up) 295-300  
  Keywords Public Safety  
  Abstract New LED streetlighting designs and dimming are being introduced worldwide, however, while their cost savings are well established, their impact on driving performance has received little attention. This study investigated the effect of streetlight dimming on night-time driving performance. Participants included 14 licensed drivers (mean age 34.2 +/- 4.9 years, range 27-40 years) who drove an instrumented vehicle around a closed circuit at night. Six LED streetlights were positioned along a 250 m, straight section and their light output varied between laps (dimming levels of 25%, 50%, 75% and 100% of maximum output; L25, L50, L75 and L100 respectively; at 100% average road surface luminance of 1.14 cd/m(2)). Driving tasks involved recognition distances and reaction times to a low contrast, moving target and a pedestrian walking at the roadside. Participants drove at an average driving speed of 55 km/hr in the streetlight zone. Streetlight dimming significantly delayed driver reaction times to the moving target (F3,13.06 = 6.404; p = 0.007); with an average 0.4 s delay in reaction times under L25 compared to L100, (estimated reduction in recognition distances of 6 m). Pedestrian recognition distances were significantly shorter under dimmed streetlight levels (F3,12.75 = 8.27; p = 0.003); average pedestrian recognition distances were 15 m shorter under L25 compared to L100, and 11 m shorter under L50 compared to L100. These data suggest that streetlight dimming impacts on driver visibility but it is unclear how these differences impact on safety; future studies are required to inform decisions on safe dimming levels for road networks.  
  Address School of Chemistry, Physics and Mechanical Engineering, Faculty of Science and Engineering Faculty, Queensland University of Technology, Brisbane, Queensland, Australia  
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  Language English Summary Language Original Title  
  Series Editor Series Title Abbreviated Series Title  
  Series Volume Series Issue Edition  
  ISSN 0001-4575 ISBN Medium  
  Area Expedition Conference  
  Notes PMID:30317014 Approved no  
  Call Number GFZ @ kyba @ Serial 2160  
Permanent link to this record
 

 
Author Flannagan, M.J.; Sivak, M.; Traube, E.C.; Kojima, S. url  doi
openurl 
  Title Effects of Overall Low-Beam Intensity on Seeing Distance in the Presence of Glare Type Journal Article
  Year 2000 Publication Transportation Human Factors Abbreviated Journal Transportation Human Factors  
  Volume 2 Issue 4 Pages (up) 313-330  
  Keywords Public Safety; Vision  
  Abstract Previous studies have demonstrated that current low-beam headlamps do not provide adequate seeing distance for safety. Could this situation be improved by providing more total light from low-beam headlamps, leaving the relative distribution of light unchanged? Although such a proposal is probably not the best practical solution, it is important to consider some of the visual consequences of a general increase in light to analyze the overall problem of low-beam headlighting.

In a nighttime field study we measured seeing distance in the presence of glare as a function of headlamp intensity, always varying the intensity of the seeing light and glare light by the same proportion. Increasing intensity by a factor of about 3.8 increased seeing distance by about 17% for both young and old drivers. This result is consistent with predictions from quantitative vision modeling using veiling luminance to represent the disabling effects of glare. We also collected subjective estimates of discomfort glare and found, as expected, that the higher intensities produced substantially more discomfort.

Our findings suggest that, if objective visual performance is the only criterion, there is no clear upper limit to how intense low-beam headlamps should be. However, there may be a level at which people simply will not tolerate the subjectively discomforting effects of glare, or at which glare indirectly affects objective performance through its effects on subjective comfort. Because subjective discomfort, rather than objective visual performance, may be the limiting consideration for setting maximum glare levels, more research should be done to understand the nature and consequences of discomfort glare, including possible effects of subjective comfort on objective visual behavior.
 
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  Series Volume Series Issue Edition  
  ISSN 1093-9741 ISBN Medium  
  Area Expedition Conference  
  Notes Approved no  
  Call Number GFZ @ kyba @ Serial 2127  
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