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Comparing the fatality risks in United States transportation across modes and over time
Abstract
This paper analyzes the transportation fatality risk in the United States. The analysis is in two parts. The first part compares the relative risks of the different modes based on data for the decade from 2000 to 2009. The second part is a time-series analysis for each mode using annual data from 1975 to 2010. By almost any measure, transportation is considerably safer now than it was in the mid 1970s. The improvement is especially noticeable for commercial modes such as aviation, railroads and maritime. Even the risks from private highway driving have halved during the past thirty-five years.
... It is also important to note that although crash-related fatalities are typically reported consistently and accurately, they do not always involve consistent exposure measures. Savage [31] noted that fatalities alone do not accurately highlight the differences between travel modes in term of the survivability of crashes, and therefore crash-related serious injury numbers also need to be considered. Lejeune, and colleagues [32] also suggested that the number of injured persons alone does not accurately reflect the differences in risk across the travel modes without correcting for exposure. ...
... Our data and analysis approach are similar to previous studies carried out in France [27], the USA [31,37,38], Canada [39] and Australia [22]. However, the exposure data used in this study were obtained from the STOPS database within VISTA and provide the amount of travel by each mode within a full journey, overcoming the limitations of having the overall trip exposure calculated from the main mode of transport only (as was reported in a previous study [27]). ...
... While the proportion of motorcycle travel was very low, the number of annual FSI was second highest after travel by car (~20% of total FSI), and, when adjusted for exposure, regardless of the exposure unit, motorcycle riders were at the highest risk of FSI. Results from other published authors [27,31,38] have shown similar findings. ...
While absolute injury numbers are widely used as a road safety indicator, they do not fully account for the likelihood of an injury given a certain level of exposure. Adjusting crash and injury rates for travel exposure can measure the magnitude of travel activity leading to crash outcomes and provide a more comprehensive indicator of safety. Fatal and serious injury (FSI) numbers were adjusted by three measures of travel exposure to estimate crash and injury rates across nine travel modes in the Australian state of Victoria. While car drivers accounted for the highest number of injuries across the three modes, their likelihood of being killed or seriously injured was substantially lower than that of motorcyclists across all exposure measures. Cyclists accounted for fewer injuries than car passengers and pedestrians but had a higher risk per exposure. The results varied by both injury severity and exposure measure. The results of this study will assist with high level transport planning by allowing for the investigation of the changes in travel-related FSI resulting from proposed travel mode shifts driven by safety, environmental reasons or other reasons as part of the holistic goal of transforming the transport system to full compliance with Safe System principles.
... It has been found that only 10% of people choose to take public transport when they feel unsafe [23], and people's perception of the safety of public transport directly influences their choice of public transport [24]. Public transport safety is a more significant concern than crime on public transport, and can reduce the likelihood of traffic accidents to a certain extent [25,26]. The smoothness of public transport operations is an essential factor in passenger satisfaction. ...
... Based on the dimensions of comfort, safety, price, punctuality, etc., the study identifies the evaluation dimensions of each of the three modes of public transport according to their characteristics, such as the high seating density of public transport in Macau. The study found that safety (including smoothness and in-vehicle safety tips) is an essential factor affecting passenger satisfaction, which is more evident in the case of public transport passengers, and no significant difference was found in the comparison between radio taxis and taxis, which is consistent with existing studies [26,53]. This may be because, unlike in other regions, Macau's bus drivers drive vehicles in a small area with narrow and winding streets. ...
The sustainable development of urban transport is the key to sustainable urban development. This study analyses and identifies the evaluation indicators affecting Macau’s transport, and analyses the relationship between the relevant evaluation indicators and passenger satisfaction, thus contributing to the improvement and the sustainable development of Macau’s public transport services. This study uses a questionnaire to collect data. Based on the current situation of Macau’s social groups, the mainland students in Macau who were selected as the target group are significantly different from residents and tourists in Macau; their needs and perceptions of public transport are more intense. This group’s needs and perceptions of public transport are significantly different from those of residents and tourists. The set indicators of satisfaction with public transport in Macau reflect them. After analyzing and determining the evaluation indicators, structural equation modeling was applied to establish the structural models of Macau’s three public transport services. Finally, the shortcomings of the three public transport services were reflected through the standardized coefficient weights and passenger satisfaction. The study results show that the seating arrangement and smoothness of travel of Macau’s public transport services need to be improved, and the dial-a-ride service’s price setting and waiting time need to be improved. The price setting, convenience of hailing, and payment method of the taxi service need to be improved. In contrast, overall, the satisfaction level of the dial-a-ride service is significantly higher than that of the taxi service. Therefore, the findings of the study have important policy implications for relevant policymakers, who should not only focus on optimizing daily operations but, more importantly, on improving the shortcomings mentioned above, which are of great value in enhancing the passengers’ perception of public transport in Macau and are also crucial to achieving the sustainable development of public transport in Macau.
... In general, a larger, heavier vehicle will have longer braking distances, larger blindspots, be more difficult to navigate on complex urban streets, and have greater impact energy in the event of a collision. Heavier vehicles tend to be safer for their drivers in the event of a crash, but also increase the risk of injury and death for other road users, especially pedestrians and cyclists (Anderson & Auffhammer, 2014;Li., 2012;Savage, 2013;Schmitt, 2020). ...
... Although the large majority of traffic fatalities involve personal vehicles, commercial heavy trucks have a relatively higher fatality rate per vehicle mile, and also incur extremely high costs when crashes occur (FMCSA, 2007;Savage, 2013). In fact, in the United States, commercial truck drivers have some of the highest workplace fatality rates of any occupation (BoLS, 2021), and the nature of the occupation means that commercial truck drivers have notably high rates of health conditions that are associated with an elevated crash risk, such as sleep apnea, hypertension, and diabetes (Abu Dabrh, 2014). ...
Background
Driving is a complex task which requires numerous cognitive and sensorimotor skills to be performed safely. On-road driver evaluation can identify unsafe drivers but can also be expensive, risky, and time-consuming. Poor performance on off-road measures of cognition and sensorimotor control has been shown to predict on-road performance in privately-licensed light vehicle drivers, but commercial drivers have not yet been studied despite such vehicles generally being larger and heavier, thus increasing risks from unsafe driving.
Method
Commercially-licensed truck, bus, and light vehicle drivers undertook the tablet-based Vitals cognitive screening tool, which measures reaction time, judgement, memory, and sensorimotor control, and also undertook an on-road driving evaluation using their vehicle. Accuracy and reliability of the Vitals tasks on predicting road test outcomes were investigated using a trichotomous classifier (pass, fail, borderline), and task performance was analyzed depending on vehicle type and road test outcome.
Results
Performance on the Vitals tasks predicted on-road performance across all vehicle types. Participants who failed their on-road evaluation also demonstrated lower success on the Judgement task, fewer correctly replicated shapes on the Memory task, and less time on-target in the Control task compared to those who passed.
Conclusion
Performance on cognitive and sensorimotor tasks is a good predictor of future driving performance and driver safety for commercially-licensed drivers. Regardless of vehicle type, stakeholders can use cognitive measures from the Vitals assessment to identify an increased driving risk. Use of the Vitals as a screening tool prior to on-road evaluation can benefit both drivers and evaluators.
... Il trasporto pubblico di massa riveste un ruolo importante nella vivibilità di ogni città perché offre soluzioni sostenibili per la mobilità, alternative al trasporto privato [11] [15], garantendo vantaggi sociali, economici ed ambientali: riduce l'inquinamento e la congestione stradale [2]; consuma meno territorio rispetto alle automobili private [31]; contribuisce a ridurre il rischio di incidentalità [30]; infine il costo del viaggio è inferiore rispetto al trasporto privato [13]. In Europa, alcune città hanno recentemente modificato la loro rete di trasporto pubblico per migliorare il servizio [21] [22] e numerosi sono i progetti comunitari che mirano a promuovere una nuova immagi- ...
... Public mass transportation plays a significant role in the liveability of any city because it can provide a sustainable alternative to car [11] [15]. Its use has social, economic and environmental advantages: it reduces pollution and road congestion [2]; it requires less land use than private cars [31]; it helps to reduce injuries and fatalities caused by car accidents [30]; travel is cheaper than owning and operating car [13]. In Europe, some cities have recently modified their public transportation network to improve the service [21] [22] and several European projects promote a new image of the service [33] [34]. ...
In the last years, two new tramlines have been designed in the network of mass transit system in Florence. The planned lines will be in service in 2018 and they will serve the Northern part of the city. The work examines and compares two engineered solutions to improve the public transport service in the Northern and central areas of Flo-rence: the former is more conservative, the latter more innovative. The alternatives facilitate the integration between the bus and tram network, reducing the traffic flow in strategical areas of public interest, such as railway stations or public offices areas. For each proposed scenario, the study consists of analysing the transport feasibility and financial viability. Specific transportation tools allowed evaluating the technical and functional characteristics of the proposed scenarios, while the economic impact is assessed using data provided by the consortium, which currently manages the public transport in the city. The results of this study suggest the more innovative solution as the best one, from both the transportation and economic points of view, because it guarantees an overall improvement of the service .
... Throughout history rail transport has proven to be quite safe. It is much more probable, as studies like [1] have shown, to suffer a fatal accident for instance when traveling by car, but also less probable to die while traveling by plane. The aforementioned article postulates that the risk of death is 17 times higher for road transport by car then for rail transport (7,28 deaths per 1 billion passenger miles for the transport by car opposed to 0,43 deaths per 1 billion passenger miles for rail transport). ...
Rail transport is one of the safest means of transport. However, there have been in history some accidents with high death tolls, which could have been prevented had specific train protection systems been in place or had specific courses of action been correctly carried out. This article aims to present several railway accidents in history and the systems or actions which could have prevented them, respectively that were or should have been introduced after the inquiries that have taken place after these accidents.
... Barnett (2020) conducted a statistical analysis comparing aviation safety in different countries and regions of the world. Savage (2013) and Liu and Moini (2015) investigated and compared the fatality rates of different transport modes in the United States. Hermans et al. (2009) andShen et al. (2020) benchmarked highway safety among multiple European countries using data envelopment analysis (DEA) methodology. ...
Rail safety is a universal goal that every railroad system pursues. Comparing rail safety performance allows the identification of relative system strengths and weaknesses and potential adaptation of risk mitigation strategies from one railroad system to another. Achieving this requires comparable data from the railroad systems to be analyzed that are available and with high resolution so that fair comparisons can be established. This paper presented an international benchmarking framework for railroad safety-related data system and safety performance. A novel and standardized methodology was developed to collect railroad safety-related data sources among different countries and compare their data completeness and resolution. Six countries with high data availability and transparency were selected to demonstrate the benchmarking framework. High-level rail safety performance measures were derived and compared among these countries. The results showed that there are inconsistencies in the resolution of different types of rail safety data among the six countries. The countries that had the lowest and highest overall accident rate, grade crossing incident rate, and other safety performance metrices were identified. This research provided valuable insights into how railroad operators can improve their railroad safety-related data system and safety performance by benchmarking with other railroad operators to make the most efficient use of risk mitigation resources. The study also highlighted the importance of providing publicly available railroad safety-related data for the mutual benefits of overall safety of railroad systems around the world.
... Bouaoun et al. [14] showed the risk of being killed was 20 to 32 times higher for motorized two-wheeler users than for car occupants. When compared with the U.S., motorcyclists had a fatality rate per passenger mile 29 times that for automobiles and light trucks [17]. In Australia, travel by motorcycle is by far the least safe mode of travel, with fatality and serious injury rates approximately 30 times those for travel by car [15]. ...
Background:
Previous research showed differences in the exposure to risk from using different modes of transport and that modal choice can significantly impact road safety outcomes. Though, a modal shift to a safer mode is not commonly discussed as part of road safety strategies.
Aim:
This study aimed to explore the perspectives of transport policymakers about the role of safety in modal choice and if it can be one of the main factors for modal choice and shift.
Method:
Seven semi-structured interviews were conducted with transport experts from government (n = 5) and private (n = 2) organisations in the state of Victoria. Interview transcripts were analysed using a thematic approach to identify the key perspectives of the experts.
Results:
Overall, the analyses indicated uncertainty of the ability to use safety in modal choice as a road safety strategy and identified two main issues; 1) the perceived limited role that safety plays in people's modal choice, and 2) that safety is perceived to be a barrier to modal choice and modal shift towards public and active travel. Experts suggested that when considering transport modes other factors such as convenience, availability, speed, cost, trip purpose and income are more influential than safety in modal choice. They also suggested that safety might play a role within the chosen mode, but not in choosing between modes, such as considering safety features when purchasing a car after deciding to drive a car. It was also stated that safety could act as a barrier preventing people from choosing sustainable transport modes of public transport and active travel.
Conclusions:
Theoretically, it is argued that safety and mobility cannot be traded against each other, and that mobility becomes a function of safety, not vice-versa. However, our findings indicated that the transport experts did not believe that safety is the main factor in the modal choice process. Transport experts believed users choose their mode of transport mainly to achieve mobility benefits without necessarily considering how safe is their choice as a differentiator factor. While the shift to a safer mode of transport would help improve road safety outcomes, further investigations are needed to inform how can we influence the consideration of safety as the main factor in modal choice and removing barriers to using the relatively safest available mode of transport.
... Increases in automation and autonomy of aircraft has been one of the reasons why commercial aircraft accident rates have steadily decreased over the past few decades [55,56], such that commercial aviation is now the safest mode of vehicular transport [57]. The commercial availability of open-source autopilots has revolutionized the RPAS industry, increasing the capabilities of various platforms and making them easier to fly. ...
The aviation industry has seen a lot of innovation over the last 125 years. Advancements such as transatlantic flight and the development of avionics technologies and composite materials have changed how we think about what the future will hold. Advanced aviation technologies such as remotely piloted aircraft systems (i.e., "drones") and urban air mobility may be the next revolution in the aviation industry. While many in the aviation industry look forward to greater inclusion of these technologies, the public may have a different perspective. This review aims to examine the factors that may influence one's perception of advanced aviation technologies. First, an overview of the technologies is presented to categorize the different types of drones and how they are used, followed by a discussion on the principles of technological adoption. Next, data from past studies investigating the public perception of drones and air taxis was collected and analyzed to discover if any patterns exist in terms of overall acceptance or mission preferences, and to determine the root causes of hesitancy towards this emerging technology. The trends suggest that drones have become increasingly accepted as public awareness rises, and missions that support the common good are viewed more favourably than commercial uses such as package delivery or air taxi services. The major obstacles include the perceived level of risk, pre-existing judgement as to the technological reliability, as well as the lack of perceived benefits when compared to existing technologies. Each of these topics are discussed and finally, a roadmap towards public acceptance is presented, incorporating the viewpoints of the public, drone users, and regulatory authorities. Together, this review discusses the current state of the field and what must be done to better integrate advanced aviation technologies into everyday life.
... Aircraft traveling is one of the safest transportation modes, capable of carrying many passengers and considerable cargo loads for long distances [1], [2]. The risk of death per passenger boarding has been falling consistently over the decades [3]. ...
Aircraft visual inspections, or General Visual Inspections (GVIs), aim at finding damages or anomalies on the exterior and interior surfaces of the aircraft, which might compromise its operation, structure, or safety when flying. Visual inspection is part of the activities of aircraft Maintenance, Repair and Overhaul (MRO). Specialists perform quality inspections to identify problems and determine the type and importance that they will report. This process is time-consuming, subjective, and varies according to each individual. The time that an aircraft stays grounded without flight clearance means financial losses. The main goal of this work is to advance the state-of-the-art of defect detection on aircraft exterior with deep learning and computer vision. We investigate improvements to the accuracy of dent detection. Besides, we investigate new classes of identified defects, such as scratches. We also plan to demonstrate that it is possible to develop a complete system to automate the visual inspection of aircraft exterior using images of the aircraft acquired by drones. We will use deep neural networks for the detection and segmentation of defective regions. This system will aid in the elimination of subjectivity caused by human errors and shorten the time required to inspect an aircraft, bringing benefits to its safety, maintenance, and operation.
... Flying has clear 'practical' dimensions: First, while air-travel can be defined as an integrative practice in its own right, with its own sets of 'understandings, know-how and teleo-affective structures' (Warde, 2005: 150), it importantly forms part of and connects a wide range of other practices. Second, and relatedly, because air-travel allows for cheaper, longer (Pels, 2008), safer (Savage, 2013), and more frequent (Storme et al., 2017) and efficient travels, it opens up new avenues for carbon-intensive lifestyles and practices-as well as practice geographies-which in turn reinforce the dependence on flying. Moreover, as Adey et al. (2007: 774) have noted, much like how driving a car has become a dominant means of personal mobility, flying has become the 'normal international mode of travelling'. ...
This open access book seeks to understand why we consume as we do, how consumption changes, and why we keep consuming more and more, despite the visible damage we are doing to the planet. The chapters cover both the stubbornness of unsustainable consumption patterns in affluent societies and the drivers of rapidly increasing consumption in emerging economies. They focus on consumption patterns with the largest environmental footprints, including energy, housing, and mobility and engage in sophisticated ways with the theoretical frontiers of the field of consumption research, in particular on the ‘practice turn’ that has come to dominate the field in recent decades. This book maps out what we know about consumption, questions what we take for granted, and points us in new directions for better understanding—and changing—unsustainable consumption patterns.
... Flying has clear 'practical' dimensions: First, while air-travel can be defined as an integrative practice in its own right, with its own sets of 'understandings, know-how and teleo-affective structures' (Warde, 2005: 150), it importantly forms part of and connects a wide range of other practices. Second, and relatedly, because air-travel allows for cheaper, longer (Pels, 2008), safer (Savage, 2013), and more frequent (Storme et al., 2017) and efficient travels, it opens up new avenues for carbon-intensive lifestyles and practices-as well as practice geographies-which in turn reinforce the dependence on flying. Moreover, as Adey et al. (2007: 774) have noted, much like how driving a car has become a dominant means of personal mobility, flying has become the 'normal international mode of travelling'. ...
This chapter analyses the trajectory of the Indian small car, the Tata Nano. When launched by the manufacturer Tata Motors as a new Indian ‘people’s car’ in 2008, the Nano was widely predicted to revolutionise automobility in India. Yet it barely made an impact on the Indian car market, and production was phased out just a decade after the first Nano had hit the Indian roads. By analysing the changing popular representations and symbolic imaginaries that attach to the car as a means to mobility and an object of identity and social status, we argue that the Nano failed neither because it was mediocre, nor because it remained economically out of reach for most Indians. Rather, its insertion into the lower ranks of a powerful status hierarchy of identity-defining objects precluded it from adequately tapping into new and hegemonic forms of middle-class consumer aspiration in ‘New India’, thereby leaving the people’s car without ‘a people’.
... Flying has clear 'practical' dimensions: First, while air-travel can be defined as an integrative practice in its own right, with its own sets of 'understandings, know-how and teleo-affective structures' (Warde, 2005: 150), it importantly forms part of and connects a wide range of other practices. Second, and relatedly, because air-travel allows for cheaper, longer (Pels, 2008), safer (Savage, 2013), and more frequent (Storme et al., 2017) and efficient travels, it opens up new avenues for carbon-intensive lifestyles and practices-as well as practice geographies-which in turn reinforce the dependence on flying. Moreover, as Adey et al. (2007: 774) have noted, much like how driving a car has become a dominant means of personal mobility, flying has become the 'normal international mode of travelling'. ...
The goal of consumption—and hence of economics—is wellbeing. Whilst useful for some purposes, orthodox tools such as GNP tell us little meaningful about our wellbeing, or that of the planet. Newer frameworks such as Ecological Economics or Quality of Life indices introduce qualitative criteria, embracing a much broader view of costs and benefits. However, they still leave consumers without tools to actually guide and frame decision making. Looking beyond the material, psychological, cultural and other forces underlying consumption, this chapter offers tools to enable those—consumers or policy makers—who have the intent to move towards sustainable choices.
However, to do so we need to integrate all three facets of ecology, economy and society within a holistic framework. Basic material needs like food or shelter are quantifiable; qualities such as friendships or liberty are not. Consumption decisions involve both objective and subjective factors, quantities and qualities, facts and values. Can these antinomic categories be integrated in one framework for evaluation and decision making? We must also consider the individual, the collective and the global. This is what “value mapping” offers; a framework to evaluate and compare choices; an integral approach to wellbeing and consumption. It addresses both experts and laypeople, and is visually intuitive as well as easy to apply either in simple versions or in detailed forms not described here. What kinds of consumption can give maximum wellbeing with minimum negative impacts? The Value Maps presented here are practical tools to address this question.
... Flying has clear 'practical' dimensions: First, while air-travel can be defined as an integrative practice in its own right, with its own sets of 'understandings, know-how and teleo-affective structures' (Warde, 2005: 150), it importantly forms part of and connects a wide range of other practices. Second, and relatedly, because air-travel allows for cheaper, longer (Pels, 2008), safer (Savage, 2013), and more frequent (Storme et al., 2017) and efficient travels, it opens up new avenues for carbon-intensive lifestyles and practices-as well as practice geographies-which in turn reinforce the dependence on flying. Moreover, as Adey et al. (2007: 774) have noted, much like how driving a car has become a dominant means of personal mobility, flying has become the 'normal international mode of travelling'. ...
Electricity plays a vital role in everyday life. However, electricity-dependent practices are often taken for granted, and the complex underlying infrastructure tends to be invisible—until power supply is disrupted. Drawing on qualitative interviews with rural Norwegian households, this chapter takes practices as the starting point for examining how daily life changes during power outages and how households experience the consequences of such outages. The aim is to use households’ perspectives to understand the consequences of power outages and show how disruption influences relations between infrastructures, practices, customers and providers. Using the three elements of practice—materials, competences, meanings—I demonstrate how power failures temporarily break the linkages between elements in electricity-dependent practices, and how households forge linkages between other items and technologies, embodied knowledge and competences, and new meanings, in order to continue daily life. This re-assembling of elements in practices demonstrates the complexity of power-outage consequences and explains how rural Norwegian households can cope relatively well with lengthy power outages. The chapter also sheds light on the difficulties of trying to reduce consequences to monetary terms. Rather than worrying about the economic costs of power outages, households focus on maintaining their daily routines. The ability to adapt during outages demonstrates a relatively high level of flexibility, but this does not mean that households do not value having secure power supplies.
... Flying has clear 'practical' dimensions: First, while air-travel can be defined as an integrative practice in its own right, with its own sets of 'understandings, know-how and teleo-affective structures' (Warde, 2005: 150), it importantly forms part of and connects a wide range of other practices. Second, and relatedly, because air-travel allows for cheaper, longer (Pels, 2008), safer (Savage, 2013), and more frequent (Storme et al., 2017) and efficient travels, it opens up new avenues for carbon-intensive lifestyles and practices-as well as practice geographies-which in turn reinforce the dependence on flying. Moreover, as Adey et al. (2007: 774) have noted, much like how driving a car has become a dominant means of personal mobility, flying has become the 'normal international mode of travelling'. ...
This chapter assesses the contribution that economics can make to help us understand consumer behaviour and, if necessary, to try and change it. Economic theory of consumer behaviour is sophisticated and rigorous, but very limited. It excludes from consideration many of the factors which are well-recognised by other social sciences as being important. These limitations stem largely from the standard model of homo economicus . Economists are not unaware of this problem, but it is difficult to resolve it: to establish models that are tractable—for example incorporating the idea of interdependent preferences. But even simple economic theory, in which income and price are the main explanatory factors of consumer behaviour, provides the basis for potentially very effective policy instruments. If incomes fall, consumption is indeed reduced; and taxes and subsidies can substantially alter consumer behaviour. The problem is that such instruments are politically very unpopular.
... Flying has clear 'practical' dimensions: First, while air-travel can be defined as an integrative practice in its own right, with its own sets of 'understandings, know-how and teleo-affective structures' (Warde, 2005: 150), it importantly forms part of and connects a wide range of other practices. Second, and relatedly, because air-travel allows for cheaper, longer (Pels, 2008), safer (Savage, 2013), and more frequent (Storme et al., 2017) and efficient travels, it opens up new avenues for carbon-intensive lifestyles and practices-as well as practice geographies-which in turn reinforce the dependence on flying. Moreover, as Adey et al. (2007: 774) have noted, much like how driving a car has become a dominant means of personal mobility, flying has become the 'normal international mode of travelling'. ...
Flying has become an increasingly contested form of consumption, but ‘green’ consumers often continue to fly. This chapter provides novel insights into the stubbornness of air-travel by specifically studying the obstacles that environmentally conscious consumers face when trying to limit or eliminate aeromobility. Through in-depth interviews with Norwegian environmental organisation workers—conceptualised as particularly self-reflexive when it comes to environmentally contested forms of consumption—we analyse how environmentalists negotiate one of the most environmentally destructive aspects of their consumption patterns. To explore how the social embeddedness of flying complicates the reduction of air-travel in these accounts, we draw on a combination of mobilities and social practice approaches. The participants considered flying to be problematic, but also often necessary in specific practices. Various expectations related to convenience, time, and sociality, led to a certain ‘lock-in’ of (aero)mobility. Zooming out to consider broader practice geographies, we argue that aeromobility contributes to the tempo-spatial expansion of many practices, changing their contents, meanings, and the contexts in which they unfold. To achieve sustainable mobility, we suggest that attention must be shifted from the air-travels of individual consumers to the broader practices in which aeromobility is embedded.
... Flying has clear 'practical' dimensions: First, while air-travel can be defined as an integrative practice in its own right, with its own sets of 'understandings, know-how and teleo-affective structures' (Warde, 2005: 150), it importantly forms part of and connects a wide range of other practices. Second, and relatedly, because air-travel allows for cheaper, longer (Pels, 2008), safer (Savage, 2013), and more frequent (Storme et al., 2017) and efficient travels, it opens up new avenues for carbon-intensive lifestyles and practices-as well as practice geographies-which in turn reinforce the dependence on flying. Moreover, as Adey et al. (2007: 774) have noted, much like how driving a car has become a dominant means of personal mobility, flying has become the 'normal international mode of travelling'. ...
Solar water heating, working correctly, can slash fossil fuel use in households. These systems have been popular in some countries for decades. But even in places environmentally well-suited to solar water heating, the technology is not necessarily widely used. Despite favourable weather, its early embrace of rooftop photovoltaics, and a generous decade-long incentive program, solar water heating is uncommon in California households. While there are many possible explanations, there has been little fieldwork on who uses solar water heating, the experiences of those who do, and how they relate to these conventional explanations. This chapter presents a picture of what we learned by talking to California households who use solar water heating systems, and relates these findings to policies and strategies for achieving low-carbon futures. The interviews were an unusual ethnographic element of a larger research project that sought to provide a broad view of the socio-technical landscape of solar water heating in California. We also discuss the role of these interviews in that project and the challenges of producing an integrated socio-technical analysis that can satisfactorily inform technology-centred solutions to problems seen by policy.
... The definition of safety in transport modes is often debated, and each sector of the industry will report the statistic that will present it in the best light; for example, the aviation industry often reports to be the safest mode of transport [1], though this is based on a per-travel hour or per-passenger mile basis (fatalities per billion km: air = 0.07 vs. car = 7.3). When considering journeys in context to their purpose, location, and distance, it is more difficult to distinguish the difference levels of safety levels because these individual factors can influence a mode's overall safety record; hence, a per passenger journey approach views aviation less favourably (e.g., fatalities per billion journeys: air = 117 vs. car = 40) [2][3][4]. Investigating individual journeys is one approach that can be used to distinguish between modes, as this specifies an origin and destination for a single trip. ...
Drones are being considered as an alternative transport mode to ground based van networks. Whilst the speed and application of such networks has been extensively studied, the safety aspects of such modes have not been directly compared. Using UK Department for Transport data and a drone flight planning approach using a probabilistic risk model, an estimation of fatality rates for seven origin-destination (O-D) pairs was undertaken in a theoretical case study of medical deliveries in the Southampton area of the UK. Using failure rates from the literature, results indicated that commercial vehicles (<3.5 T) were safer than drones in all cases by ≤12.73 (12.73 times more fatalities by drone than by road). With the O-D pairs covering a range of localities, routes covering more mileage on minor roads were found to be the least safe but were still ≥1.87 times safer than drone deliveries. Sensitivity tests on the modelled drone failure rates suggested that the probability of a failure would have to be ≤5.35×10−4 per flight-hour for drone risk to be equal to van risk. Investigating the circuity of drone routes (how direct a route is) identified that level of risk had a significant impact on travel distances, with the safest paths being 273% longer than the riskier, straight-line flight equivalent. The findings suggest that the level of acceptable risk when designing drone routes may negatively impact on the timeliness of drone deliveries due to the increased travel distance and time that could be incurred.
... Commercial aviation ranks as the safest mode of transport with a fatality rate of 0.07 per billion passenger miles compared to bus (0.11), rail (0.43), vehicle (7.28) and motorcycle (212.57), as presented by Savage [19]. It should be noted that Savage performed this analysis excluding acts of terrorism, sabotage, or suicide as these events bias the data and are generally exclusive to aviation accidents. ...
The aviation industry has come a long way since the first scheduled commercial flight in 1914. Some of the larger advancements include the rise of automation through technologies such as fly-by-wire systems and satellite communications, as well as the development of composite materials and their inclusion in commercial airliners. However, the public is still looking for more, particularly the introduction of zero-emission aircraft, greater accessibility, and lower costs. While zero-emission aircraft technology is still in the early development phase, another technology that may open the door to increased efficiency transportation by air is the area of urban air mobility and the broader category of advanced air mobility. While there is a good understanding of the public's perception towards conventional air transportation, the feelings of the general population towards urban air mobility and advanced air mobility are unclear. This paper aims to evaluate past studies conducted on the measurement of public perception surrounding urban air mobility. Past studies have shown that people are not entirely comfortable when it comes to trusting various automated technologies, and the degree to which is investigated here. The findings from this investigation will shape a study to be conducted on the Canadian population regarding the acceptance of advanced aviation technologies. The key topics addressed are the perception of commercial aviation and flight behaviours, feelings toward different autonomous technologies, evaluation of risk through different environmental and security factors,, and lastly, an exploration of the transportation needs of members of the public and how they would plan to incorporate urban air mobility into their lives. Finally, a framework for disseminating survey results and presenting advanced aviation technologies to the public is presented and focuses on engaging the public at every stage of the development.
... per cent or 0.03 severe crashes). e modal shift from car to public transport for commuting seemed to relate to a relatively large safety benefit on severe crashes, as public transport is known to have lower fatality rates in comparison with other modes [78]. Besides, the relation to a higher safety effect of the bus in comparison with the tram could be partially explained by the operation of the tram as streetcars in a large proportion of the tram network in Melbourne [79]. ...
Walking, cycling, and feeder bus/tram for first- and last-mile (FLM) train access are often considered to have better health benefits, lower cost, and less environmental impacts than driving. However, little is known about the road safety impacts of these FLM access modes, particularly at a network level. This paper aims to investigate the impacts of train commuters’ access modes on road safety in Victoria, Australia. Macroscopic analyses of crash outcomes in each zone (i.e., Statistical Area Level 1) were performed using negative binomial (NB) and spatially lagged X negative binomial (SLXNB), accounting for potential indirect effects of mode shares in adjacent zones. This macroscopic analysis approach enabled the consideration of the safety effects across the network. The results showed that the SLXNB models outperformed the NB models. Commuting by train, either with walking or car as FLM access mode, was negatively associated with both total and severe crashes. In addition, commuting by train with feeder bus/tram access mode was negatively associated with severe crashes. Interestingly, commuting by train with cycling access mode was negatively associated with total crashes, with a larger effect when compared to walking and car access modes. Overall, the results suggested promoting active transport as FLM train access mode would lead to an improvement in road safety.
... Flying has clear 'practical' dimensions: First, while air-travel can be defined as an integrative practice in its own right, with its own sets of 'understandings, know-how and teleo-affective structures' (Warde 2005: 150), it importantly forms part of and connects a wide range of other practices. Second, and relatedly because air-travel allows for cheaper, longer (Pels 2008), safer (Savage 2013), and more frequent (Storme et al. 2017) and efficient travels, it opens up new avenues for carbon-intensive lifestyles and practices -as well as practice geographies -which in turn reinforce the dependence on flying. Moreover, as Adey et al. (2007: 774) have noted, much like how driving a car has become a dominant means of personal mobility, flying has become the 'normal international mode of travelling'. ...
Flying has become an increasingly contested form of consumption, but ‘green’ consumers often continue to fly. This paper provides novel insights into the stubbornness of air-travel by specifically studying the obstacles that environmentally conscious consumers face when trying to limit or eliminate aeromobility. Through in-depth interviews with Norwegian environmental organization workers – conceptualised as particularly self-reflexive when it comes to environmentally contested forms of con-sumption – we analyse how environmentalists negotiate one of the most environmentally destructive aspects of their consumption patterns. To explore how the social embeddedness of flying complicates the reduction of air-travel in these accounts, we draw on a combination of mobilities and social practice approaches. The participants considered flying to be problematic, but also often necessary in specific practices. Various expec-tations related to convenience, time, and sociality, led to a certain ‘lock-in’ of (aero)mobility. Zooming out to consider broader practice geographies, we argue that aeromobility contributes to the tempo-spatial expansion of many practices, changing their contents, meanings, and the contexts in which they unfold. To achieve sustainable mobility, we suggest that attention must be shifted from the air-travels of individual consumers to the broader practices in which aeromobility is embedded.
... Often, these accidents have been identified as catastrophic and this strong perspective has led, in the course of time, aircraft designers and the whole aerospace industry to focus increasing attention on the safety of commercial air transportation. In fact, despite popular beliefs, today aircraft transport is much safer than terrestrial transportation, since the studies for the prevention of accidents and risk mitigation have reduced mortality to 2% of terrestrial transportation [1]. Certainly, aircraft crashes can have disastrous consequences, but the percentage of accidents involving loss of human lives has dropped to less than 50% in the last two decades (see Fig. 1), and there are a great number of accidents that are survivable for passengers, for example all those ending with an emergency landing. ...
In this article, a comprehensive overview of the global state-of-the-art in the development of aircraft passenger seat crashworthiness is presented. With the increasing use of aeroplanes as means of transport in everyday life, the probability of accidents and injuries has also increased. This trend makes the safety of human life a top priority for the airplane designers. Based on a large number of studies coming from different industrial branches, military organizations, and academic centers, this article presents a review of the crashworthiness of aircraft passenger seats from the aspect of research approaches, accident investigations, mechanism analysis of occupant injuries and aircraft damage, strategies of occupant protection, and crashworthy design (crash energy management design) and performance of aircraft structures during collision scenarios. Finally, the trends in scientific research regarding the improvement of aircraft seat structure design and material composition are summarized.
... We should highlight here that airline industry has a remarkable safety record. Airline carriers' safety levels are higher than any other means of transportation (Savage 2013). However, on the basis of a continuous improvement, several practical implication emerge from our findings. ...
We investigate if general economic conditions influence aviation safety across the whole sector. Specifically, the study explores the relationship among aviation accidents and incidents for Part 121 US commercial airlines with fuel prices, stock market volatility, industrial production growth, and treasury bill rates. Our findings suggest that most of the variables under consideration exhibit a strong association with airline safety. Importantly, we examine two plausible channels that may explain these results; managerial decisions and the effect on “human factor”. Analysis of airline financial data, health, and safety violations, along with airline employee satisfaction levels, suggests that it is more likely that the economy influences aviation safety through managerial decisions. This study confirms theoretical predictions about reductions on firms’ quality standards in periods of financial stress and liquidity constraints. The findings of the study have important implications for regulators and other stakeholders.
... Airline Transportation Networks (ATNs) attracted more attention as they are generally more efficient, safer, and can easily connect remote areas compared to other means of travelling [1]. In particular, network science studies are surfacing primarily on the U.S. airline network, as it is one of the most advanced transportation infrastructures in the world blending services offered by the commercial, military, and public environments [2][3][4]. ...
To understand airline transportation networks (ATN) systems we can effectively represent them as multilayer networks, where layers capture different airline companies, the nodes correspond to the airports and the edges to the routes between the airports. We focus our study on the importance of leveraging synthetic generative multilayer models to support the analysis of meaningful patterns in these routes, capturing an ATN’s evolution with an emphasis on measuring its resilience to random or targeted attacks and considering deliberate locations of airports. By resorting to the European ATN and the United States ATN as exemplary references, in this work, we provide a systematic analysis of major existing synthetic generation models for ATNs, specifically ANGEL, STARGEN and BINBALL. Besides a thorough study of the topological aspects of the ATNs created by the three models, our major contribution lays on an unprecedented investigation of their spectral characteristics based on Random Matrix Theory and on their resilience analysis based on both site and bond percolation approaches. Results have shown that ANGEL outperforms STARGEN and BINBALL to better capture the complexity of real-world ATNs by featuring the unique properties of building a multiplex ATN layer by layer and of replicating layers with point-to-point structures alongside hub-spoke formations.
... The less safety people perceive on public transport, the more likely they are not to use it (Lynch and Atkins, 1988). Compared to private transport, public transport can reduce passengers' risks of crashes and injury (Beck et al., 2007;Savage, 2013); however, it also exposes them to crime risks (Delbosc and Currie, 2012). Therefore, some people still feel unsafe using public transport (Crime Concern, 2002;Cozens et al., 2003). ...
The influence of the COVID-19 pandemic will linger for an extended period, although it is under control and public transport is gradually resuming its operations. However, there is limited understanding of passengers' construal regarding this public health crisis and their perceptions of safety and feelings of satisfaction toward public transport after suffering through the spread of such an infectious disease. Therefore, the aim of this research is to understand passengers' psychological responses to the pandemic over time in terms of their emotional arousal and mental construal, as public transport begins to resume its operations with the pandemic almost entirely contained. A cross-sectional survey was conducted in eight cities of China where the public transport system had been temporally closed because of the pandemic. The results indicated that (1) passengers' feelings of safety enhanced their overall satisfaction with regard to public transport, (2) state anxiety has a negative effect on perceived safety, (3) state anxiety increases as passengers are psychologically closer to the pandemic, and (4) passengers pay more attention to information that is psychologically closer to the pandemic and perceive lesser safety on public transport. These findings not only reveal the internal mechanisms behind how passengers perceive safety but may also provide significant information for future disaster emergency management. Based on the results, some feasible suggestions are proposed to avoid the loss of ridership and help public transport systems recover from the crisis.
In order to create a special operational context for autonomous artificial intelligence systems, the wording of local regulatory documents can be simultaneously presented in two versions: for use by people and for use by autonomous systems.
La fobia del volo è un disturbo molto diffuso che causa disagio e disabilità si-gnificative. L'autoipnosi costituisce una tra le modalità terapeutiche più efficaci per la soluzione e la ristrutturazione dei modelli di pensiero che mantengono l'aerofobia. In questo articolo è presentato un protocollo di autoipnosi ericksonia-na per la fobia del volo che impiega toni binaurali e suoni ASMR e un case report.
Background: Driving is a complex task which requires numerous cognitive and sensorimotor skills to be performed safely. On-road driver evaluation can identify unsafe drivers but can also be expensive, risky, and time-consuming. Poor performance on off-road measures of cognition and sensorimotor control has been shown to predict on-road performance in privately-licensed light vehicle drivers, but commercial drivers have not yet been studied despite such vehicles generally being larger and heavier, thus increasing risks from unsafe driving. Method: Commercially-licensed truck, bus, and light vehicle drivers undertook the tablet-based Vitals cognitive screening tool, which measures reaction time, judgement, memory, and sensorimotor control, and also undertook an on-road driving evaluation using their vehicle. Accuracy and reliability of the Vitals tasks on predicting road test outcomes were investigated using a trichotomous classifier (pass, fail, borderline), and task performance was analyzed depending on vehicle type and road test outcome. Results: Performance on the Vitals tasks predicted on-road performance across all vehicle types. Participants who failed their on-road evaluation also demonstrated lower success on the Judgement task, fewer correctly replicated shapes on the Memory task, and less time on-target in the Control task compared to those who passed. Conclusion: Performance on cognitive and sensorimotor tasks is a good predictor of future driving performance and driver safety for commercially-licensed drivers. Regardless of vehicle type, stakeholders can use cognitive measures from the Vitals assessment to identify an increased driving risk. Use of the Vitals as a screening tool prior to on-road evaluation can benefit both drivers and evaluators.
We outline a theory of morality grounded in implicit coordination, in contrast to morality as explicit cooperation. As coordinated practice in time and space is dynamic and ever-changing, memorizing explicit rules and following them may not only be unnecessary but also insufficient to guarantee “moral” behavior. An unskilled novice who knows and follows explicit rules may nonetheless disrupt other practitioners for lack of skill. Instead, a moral person is someone who responds “appropriately” to the continuously evolving situational dynamics. This grounds the sense of oughtness in the smoothness of dynamic, situated practices and thus is the result of skill development and use. The morality of mundane and taken-for-granted acts of ongoing coordination is typically revealed when practices are disrupted. We describe two generic kinds of disruption, (1) procedural and (2) conceptual. The first entails an undesirable interference with or coercion of procedural ability. The second entails witnessing an action that violates one’s conceptual understanding of how the practice “ought to be.” As a result of the constant ebb and flow of people with varying degrees of enskilment and with varying experiences in slightly different local ecologies, disruptions are bound to occur. People may attempt to cope with disruptions by making personal changes, but these efforts are constrained by the irreversible investment of time involved in enskilment.
The crises have greatly affected the tourism and hospitality industry. Hence, COVID-19 pandemic has significantly affected the tourism and hospitality. To provide insight and highlights the effect of crisis and resilience on recovery in tourism and hospitality this chapter aims to provide deep analysis of the impact of crises on tourism and hospitality to highlight the most important challenges and issues that lead to low performance. Moreover, practitioners and academics can benefit from the comprehensive analysis of this chapter to recover from crises that disrupt the work of tourism and hospitality services.KeywordsCrisisResilienceTourismHospitality
This study provides the first willingness-to-pay estimate for docked bicycle-sharing systems by identifying these systems’ impacts on rental property values. Using rental listing data in Taiwan and applying a spatial difference-in-differences strategy, we find that the inception of a bicycle-sharing system significantly increases the rental prices of nearby properties. Results also indicate that citizens benefit from the system by solving the first-and-last-mile problem in public transportation but do not value the system as an independent transportation mode. We do not find robust evidence showing that the inception of a bicycle-sharing system improves air quality.
Cooperative automotive platooning can improve safety and efficiency on the road. Look-ahead control of an entire platoon allows to reduce fuel consumption and travel time in open road scenarios, but dense traffic requires continuous adaptation of far-sighted plans. To achieve efficient individual vehicle control, these control systems need to be informed appropriately. For this purpose a novel concept for distributed model predictive control of the platoon vehicles is proposed which safely allows dense spacing and keeps communication requirements small while being robust against communication loss. A safety-extension separates safety constraints from the design of the tracking control goals and enables agreed-upon behavior in terms of temporarily limited decelerations. Driving corridors based on position errors are utilized to select suitable control modes or trigger prediction updates to following vehicles. Realistic vehicle dynamics co-simulations demonstrate the platoon safety and performance in selected scenarios, including emergency braking and maneuver tracking subject to traffic disturbances. The proposed measures are effective with realistic model errors, provide implicit collision safety and show string stability with low communication requirements.
Healthcare accounts for approximately 5% of emissions in developed nations, and the public healthcare provider in the United Kingdom (UK), the National Health Service (NHS), has set a target to reach net-zero emissions by 2040 without detriment to its quality of patient care. With Uncrewed Aerial Vehicles (UAVs; a.k.a. drones, UAS, or RPAS) starting to be used in health care systems outside the UK, there is increasing interest in how they could be integrated into NHS operations for the more efficient and faster movement of diagnostic specimens. Reflecting on a business-as-usual analysis of current NHS diagnostic specimen logistics across the Solent region of Southern UK, this paper critically evaluates the practical reality of integrating UAV deliveries of this commodity, identifying the benefits and challenges that must be addressed by stakeholders to realise commercial UAV services, including dangerous goods legislation, cargo stability, routing, and weather.
In the exploratory desktop analysis, 14 out of 79 surgeries could be realistically served by a 5m wingspan vertical take-off/landing (VTOL) UAV: seven directly, and seven through ground-based logistics transfers. The results suggested that an average of 1,628 samples could be served by UAV each week, resulting in 42 flights/week with 10 taxi services to cover periods where weather limits flying. This resulted in an approximate total service cost of £2,964/week if regulations develop to relax UAV personnel constraints. Whilst this created a 23% reduction in tailpipe emitted CO2 (excl. taxis) and a 20% reduction in van logistics costs, an overall cost increase of 56% was returned, making any long-term UAV service financially unsustainable. Accounting for greenhouse gas (GHG) emissions, congestion, and air pollution costs, the UAV intervention reduced the marginal external costs of the system by £196 per week (GHG = £81 reduction, congestion = £116 reduction, air pollution – NOx, PM2.5 = <£1 reduction).
ImRisikoEinführung Kap. 2 werdenGefahrEinführungverschiedeneGefährdungEinführung Risiken und Gefährdungen in Form von Beispielen und Zahlenangaben vorgestellt. Dabei werden länger andauernde Prozesse und kurzfristige Ereignisse gemischt. Teilweise überschneiden sich die Zuordnungen.
Aircraft visual inspection is a procedure that aims at identifying problems with the vehicle structure. The visual inspection of aircraft is part of the activities of aircraft Maintenance, Repair and Overhaul (MRO), and combines multiple observation processes conducted by human inspectors to find irregularities and guarantee vehicle safety and readiness for flight. This paper presents a systematic literature review of methods and techniques used in procedures for the visual inspection of aircraft. It also shows some insights into the automation of these processes with robotics and computer vision. A total of 27 primary studies were considered, including methods, conceptual works, and other literature reviews. To the best of our knowledge, this is the first systematic literature review about vision-based aircraft inspection. The findings of this review show the deficiencies in the literature with regards to requirements specifications for the development, testing, and validation of methods. We also found a scarcity of publications in the aircraft inspection area and a lack of complete intelligent inspection systems in the literature. Despite these deficiencies, our findings also reinforce the potential for automating and improving visual inspection procedures. In addition to these findings, we also present the complete methodology we used for performing this systematic review. This methodology provides documentation of the process and the criteria for selecting and evaluating the studies. Researchers can use this review framework for future investigations in this area of interest. These results should encourage further works on computer vision and robotics techniques, requirements specification, development, integration, and systematic testing and validation.
Considering health and safety factors in supply chain network design brings safer place for employee and helps firm to have better image in the society. There are many health and safety factors overlooked by literature studies of supply chain. This paper takes advantage of the results of occupational safety and health in the transport sector studies and connects this field of science with the supply chain network design. This study incorporates health and safety factors such as accident, physical, psychosocial and mental overload risks as an objective function besides cost- and environmental-oriented objective functions. We formulated a multi-objective closed-loop supply chain network as a mixed integer linear programming model and customized augmented epsilon constraint algorithm to solve our multi-objective problem to offer multiple choices for decision makers. Eventually, we analyzed the effects of incorporating health and safety factors in supply chain and demonstrated how it will minimize the health and safety risks of supply chain employees, environmental pollution and the total cost of the network simultaneously.
The Laos aviation market is poised rapid growth over the last decade and the industry has become an important driver contributing to the country’s economic growth. This study aims to examine the factors influencing airline service quality and customer satisfaction. A total of 400 questionnaires were distributed in the public area at departure and arrival level at Wattay International Airport to the Laotian air travellers via convenience sample method. Empirical results by the structural equation modelling (SEM) reveal that there is a positive relationship between service quality, customer satisfaction and repurchase intention. The finding of the study has identified that brand creditability, product uniqueness and loyalty program are the three top dimensions in shaping the level of service quality in Laos aviation market. Understanding the relative importance of service quality can help the stakeholders in the Laos aviation industry to develop marketing strategies to motivate air travel demand.
Automated vehicles (AVs) not only face questions of technical feasibility but also of moral desirability. Traffic is one of the major sources of death and injury in modern society–human error causing about ninety percent of traffic accidents. Prima facie this yields a strong ethical obligation to further the development and adoption of AVs. However, moral desirability cannot be analyzed solely in terms of increased safety. Broad societal adoption of automated vehicles will entail many ethical issues. One cluster of ethical issues concerns the role of non-human entities occupying positions that usually are reserved for proper moral agents: how should AVs make decisions? And who could be held responsible for their choices? Another cluster of issues concerns the impact widespread adoption of AVs could have on society: which social groups would be negatively affected by the widespread adoption of AVs? Is society becoming too reliant on technology and which potential for abuse is entailed by this dependence? Should citizens remain free to drive vehicles themselves, though they make traffic less safe for everyone? In this paper, I advocate a cautionary position, mindful of the inevitability of technological progress and its great potential, attempting to highlight the obligation to steer this development towards an ethically acceptable trajectory.
Purpose. To improve existing methods for safe routing when transporting hazardous materials as well as waste products. Methodology. Methods of mathematical modeling, methods of statistics, methods for predicting risks and long-term environmental consequences are used. Taking into account time factors, the distribution of population into different sections of highways is considered. Findings. Parameters of the transport network and their influence on the magnitude of the risk of an emergency situation and possible accidents in the transportation of hazardous waste (THW) are established in the work. An analysis is conducted of dangerous effects that can be caused by THW taking into account the parameters of road, transport network, type and modes of transport, and others. In order to minimize the risk of accidents during THW, it is proposed to use appropriate approaches and criteria K1 and K2, which take into account the lowest values of dangerous effects on the person during the transportation time, which allow evaluating the safety of the transportation system and the selected route, whereas their product takes into account all the possible main factors of the transportation system. Typical road and rail transport schemes have been identified to ensure a minimum number of accidents and reduce environmental and human hazards. Originality. Approaches are improved to transportation of dangerous goods by motorway and railroad, in particular, the parameters of curvature and inclination of the road, availability of settlements and bridges, meteorological conditions and traffic congestions, which improves the efficiency and safety of transportation of dangerous substances and materials. Practical value. The original mathematical models of mapping the route for transporting dangerous substances are offered while the existing ones are improved. The results of the research can be used by transport companies, public authorities in the transportation of hazardous substances and logistics and non-hazardous industries.
The health costs of in-person schooling during the pandemic, if any, fall primarily on the families of students, largely owing to the fact that students significantly outnumber teachers. Data from North Carolina, Wisconsin, Australia, England, and Israel covering almost 80 million person-days in school during 2020 help assess the magnitude of the fatality risks of in-person schooling, accounting for mitigation protocols as well as the age and living arrangements of students and teachers. The risks of in-person schooling to unvaccinated teachers are, for those not yet elderly, small enough to challenge comprehension. Valued at a VSL of $10 million, the average daily fatality cost ranges from $0.01 for a young teacher living alone to as much as $29 for an elderly teacher living with an elderly spouse. For each 22 million unvaccinated students and teachers schooling in-person for a 5-day week during the pandemic, the expected number of fatalities among teachers and their spouses is one or less.
Resumo Este capítulo busca caracterizar a mobilidade segura e sua relevância dentro do desen-volvimento sustentável. Ressalta a importância do papel da acessibilidade, nas distintas escalas espaciais, na promoção de condições que favoreçam uma mobilidade mais segura, considerando uma abordagem não só local e restrita ao sistema viário, mas também mais abrangente e articulada a outros setores, como o de transportes e uso do solo. Ressalta pontos a serem aprimorados na abordagem tradicional do planejamento de transportes e apresenta propostas alternativas para o planejamento e a segurança de trânsito. Sugere alguns indicadores de mobilidade segura, com base na revisão biblio-gráfi ca, e possíveis relações com estratégias voltadas para a acessibilidade. Apresenta um exemplo de aplicação do procedimento proposto e respectivos indicadores para assegurar a mobilidade segura em um trecho viário, através de intervenções físicas e operacionais. Palavras-chave : mobilidade segura , indicadores , indicadores de mobilidade segura , estratégias , acessibilidade , segurança de trânsito. 10.1. Caracterização da mobilidade segura A mobilidade segura envolve a viagem de pessoas e bens realizada em modalidades seguras, com qualidade de serviço e sob condições viárias e padrões operacionais que minimizem riscos de acidentes e mortes durante tal deslocamento. Nessas modalidades, incluem-se e valorizam-se as viagens a pé, por bicicleta e de pessoas com restrições de mobilidade. A mobilidade tende a ser mais insegura no trânsito rodoviário, por ser este o modo que contempla o maior número de viagens e que tipicamente são realizadas sem a devida segregação, controle de acesso e de velocidade, proporcionando operações mais dependentes do comportamento de condutores e pedestres, não necessariamente previsíveis e seguras. No espaço viário, as vias expressas tendem a ser mais seguras para o tráfego veicular, em relação a outras classes de vias urbanas, já que são planejadas e projetadas para C0050.indd 191 C0050.indd 191
Governments globally have endorsed Vision Zero, declaring that no person should be killed or permanently injured on public roads. Concurrently, the wider social, public health, and environmental implications of urban structure and transport choices have gained intense policy attention, as cities aim to transition toward sustainable accessibility. This is especially the case as research reveals a range of counter-intuitive road safety dynamics; many narrow approaches to road safety management appear to trigger adverse risk compensation and negative externality effects, potentially running counter to broader sustainability goals. Recognizing the urgent need to integrate road safety with broader urban sustainability measures, this paper presents a review of road safety literature using the established Hazard Control Hierarchy. In doing so, we identify and categorize opportunities to more effectively combine Vision Zero with broader sustainable accessibility policy objectives. We synthesize the literature against the Hazard Control Hierarchy to devise a framework to more effectively integrate the work of professional disciplines which shape the safety and sustainability of the urban built environment.
This analysis of the emergent automated vehicle technology focuses on the friction at its interface with society, clouding its future. The sequential focus of development → deployment is reconfigured as reciprocal: society ↔ technology. A best path forward is presented that incorporates environmental and social sustainability factors as they relate to climate change and public health. The path’s signpost is automated electric vehicles deployed in public and private fleets. This course has promise to recover automobility from the damaging, unsustainable legacy of personal internal combustion vehicles—highlighted by their toxic and carbon emissions, and road casualties.
This paper reviews road safety performance in the United States. The paper develops a framework for assessing dimensions of road safety, and analyzes the importance of economic factors, travel patterns, demographics, road/traffic/vehicle technology, driver behavior, and public policy. Issues and challenges for future road safety research are discussed.
Motor vehicle crashes continue to result in large numbers of fatalities each year and represent the leading cause of death for young persons. In 2006, for example, there were over 42,700 fatalities associated with these crashes. Understanding the causes of these crashes and methods to reduce them continues to be of great interest to economists, public health officials, and policy makers. We present in this paper statistical models using a rich set of panel data covering the period 1980 to 2007 by state and the District of Columbia. Our choice of variables is based on an extensive literature highlighting the importance of policy, safety, demographic, and economic determinants of fatality rates.
The estimation techniques used in this paper takes cognizance that standard econometric inference focuses on parameter uncertainty. Models are estimated conditional on the assumption that the model to be estimated and reported is the “true” model. Tests are then made on a multitude of alternative models, each sequentially assumed to be the “true” model. Model uncertainty is manifested in this procedure, but it is often ignored in practice. Recent Bayesian statistical methods speak directly to the issue of both model choice and variable selection. This paper utilizes three Bayesian techniques: Extreme Bounds Analysis, Bayesian Model Averaging, and Stochastic Search Variable Selection to address model and parameter uncertainty in models estimating the determinants of motor vehicle crash fatalities.
This paper reviews the economic literature relating to aviation safety; analyzes the safety record of commercial passenger aviation in the United States and abroad; examines aviation security as a growing dimension of aviation safety; and identifies emerging issues in airline safety and challenges for aviation safety research. Commercial airline safety has improved dramatically since the industry's birth over a century ago. Fatal accident rates for large scheduled jet airlines have fallen to the level where (along many dimensions) aviation is now the safest mode of commercial transportation. However, safety performance has not been evenly distributed across all segments of commercial aviation, nor among all countries and regions of the world. The finding that developing countries have much poorer safety records has been a persistent conclusion in aviation safety research and continues to be the case. Unfortunately, operations data are not available for many of the airlines that experience fatal accidents, so it is not possible to calculate reliable fatality rates for many segments of the worldwide aviation industry. Without more complete information, it will likely be difficult to make substantial improvements in the safety of these operations. Challenges to improving aviation security include: how much to focus on identifying the terrorists as opposed to identifying the tools they might use; determining how to respond to terrorist threats; and determining the public versus private roles in providing aviation security. The next generation of safety challenges now require development and understanding of new forms of data to improve safety in other segments of commercial aviation, and moving from a reactive, incident-based approach toward a more proactive, predictive and systems-based approach.
Sumario: Risk in air travel -- The U.S. Airline safety record in the post-deregulation era -- Charter service and general aviation -- A comparison of aviation safety in Canada and the United States -- The international safety record -- The margin of safety -- Aging aircraft -- Aviation security -- Summing up and looking ahead -- Measures of safety -- Definitions and rules for assigning causes to accidents -- Carriers included in the Canadian analysis.
Greater than half of all the fatal injuries on the United States railroads are sustained by trespassers. The paper provides a statistical analysis of the demographics of trespassers, the activities they were engaged in, and the causes of injury. It also analyzes trends over time. The paper finds that the risks of injury and death are particularly acute for males in their 20s and 30s. The annual casualty count has remained relatively stable in recent decades because growing affluence, which tends to reduce risk-taking behavior, has been balanced by increases in railroad activity and the size of the population.
The Haddon matrix, developed by Haddon and Robert Brenner, emphasizes the effects of influences of driver, vehicle, and environmental factors before, during, and after collisions to minimize injuries and their severity
The number of collisions and fatalities at rail-highway intersections in the United States has declined significantly over the past 30 years, despite considerable increases in the volume of rail and highway traffic. This article disaggregates the improvement into its constituent causes. Negative binomial regressions are conducted on a pooled data set for 49 states from 1975 to 2001. The analysis concludes that about two-fifths of the decrease is due to factors such as reduced drunk driving and improved emergency medical response that have improved safety on all parts of the highway network. The installation of gates and/or flashing lights accounts for about a fifth of the reduction. The development in the 1970s and early 1980s of the Operation Lifesaver public education campaign, and the installation of additional lights on locomotives in the mid 1990s, each led to about a seventh of the reduction. Finally, about a tenth is due to closure of crossings resulting from line abandonments or consolidation of little-used crossings.
Improvements in rail-highway grade crossing safety have resulted from engineering, law enforcement, and educating the public about the risks and the actions they should take. The primary form of the latter is a campaign called Operation Lifesaver which started in the 1970s. This paper uses a negative binomial regression to estimate whether variations in Operation Lifesaver activity across states and from year-to-year in individual states are related to the number of collisions and fatalities at crossings. Annual data on the experience in 46 states from 1996 to 2002 are used. The analysis finds that increasing the amount of educational activity will reduce the number of collisions with a point elasticity of -0.11, but the effect on the number of deaths cannot be concluded with statistical certainty.
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