Road traffic, exposure, injury risks and injury consequences for different travel modes and age groups

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' A L rapport

Nr 390A - 1994

Road traffic, exposure, injury risks

and injury consequences for different travel modes and age groups

Hans Thulin an oran Nilsson

Vag- och transport-forskningsinstitutet

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VTI rapport

Nr 390A 0 1994

Road traffic, exposure, injury risks

and injury consequences for

different travel modes and

age groups

Hans Thulin and Goran Nilsson

(lib

Va'g- och

transport-falskningsinstitutet

(4)

(5)

Publisher:

Swedish Roadand

'Transport Research Institute

S-581 95 Linkoping Sweden

Publication:

VTI RAPPORT 390A

Published: Project code:

1995 20160

Project:

Exposure data for different road user Continuous questionnaire survey Author:

Hans Thulin and Goran Nilsson Sponsor:Swedish National Road Administration

Title:

Road traf c, exposure, injury risks and injury consequences for different travel modes and age groups.

Abstract (background, aims, methods, results) max 200 words:

The report shows how exposure, risk and injury consequences varies for different transport modes and age groups. The results are based on the of cial traf c accident statistics (accidents reported by the police) and on a national-wide survey of travel habits. This survey covers person less than 85 years old and their travel during the year of 1992.

Keywords: (All of these terms are from the IRRD Thesaurus except those marked with an *.)

ISSN:

0347-6030

Language:

(6)

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CONTENTS

SUMMARY

1 TRAVEL HABIT SURVEY AND EXPOSURE

1.1 Brief description of the RVU 92 travel habit survey

2 INJURED AND KILLED

3 DEFINITION OF RISKS AND CONSEQUENCES

3.1 Risks

3.2 Consequences

4 RESULTS

4.1 Injury ratio, exposure, risks and consequences for

different travel modes

4.1.1 Pedestrians and cyclists

4.1.2 Moped riders and motorcyclists

4.1.3 Car passengers

4.1.4 Bus passengers

4.2 Injury ratio, exposure, risks and consequences for

different age groups and travel modes

4.2.1 Pedestrians

4.2.2 Cyclists

4.2.3 Car drivers

4.3 Injury consequences for different travel modes and

age groups

VTI RAPPORT 390A

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Road traf c, exposure, injury risks and injury consequences for different travel modes and age groups.

by Hans Thulin and Goran Nilsson

Swedish Road and Transport Research Institute (VTI) S-581 95 LINKOPING

Sweden

SUMMARY

Information on the traf c safety situation normally consists of tables of statistics on the number killed and injured each year throughout the country. The statistics, however, cover a variety of travel modes which in turn are used in different ways by different age groups.

This report details the annual average number of fatalities and accidents reported by the police in Sweden during the years 1990-1992 for different travel modes and age groups related to travel expressed in million person kilometres. The number of person kilometres for different modes of travel and age groups has been obtained from a continuous travel habit survey during 1992 in the form of questionnaires sent to a sample of the Swedish population. The travel habit survey has been conducted by the VTI at the request of the National Road Safety Of ce, now the Swedish National Road Administration.

The travel habit survey has enabled the calculation of various risks, such as the number of killed and injured per million person kilometres for different travel modes and age groups. Corresponding calculations have been made in 1978 and 1984 for persons aged 14 and over using traf c mileage data taken from the national travel habit surveys for these years.

The same number of persons was questioned in the three travel habit surveys. The earlier surveys were, however, based on home interviews and were conducted by

Statistics Sweden.

Initially, it may therefore be of interest to analyse how the injury risk, the total number of injured (including killed) per million person kilometres, and the death risk, the number of fatalities per million person kilometres, changed between the different surveys for different travel modes. The injury risk is shown in the following table, page III.

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The injury risk for pedestrians in 1992 was the same as in 1978 and somewhat higher than in 1984. The same pattern is obtained for car passengers. For cyclists and car drivers, the risk was lowest in 1992 but higher in 1984 compared with 1978. Moped riders had the highest injury risk in 1982, while motorcyclists had the lowest risk in 1992.

In total terms, the trend in the injury risk between the three surveys indicates that for persons aged 14 and over a decrease can only be detected among motorcyclists. N0 other changes are so large that they outweigh the uncertainty in the exposure estimates, which is approximately 5-10 % in the case of car drivers, car passengers, pedestrians and cyclists. The uncertainty in the estimates for moped riders and motorcyclists is approximately 20 %.

Even if the injury risk has not changed signi cantly, the severity of the injuries has on average decreased, since the increase in the number of injured during the 80s primarily concerns slight injuries, at the same time as the number of traf c fatalities has decreased.

The death risk for all travel modes is lower than in earlier surveys. This applies particularly to cyclists, but also to moped riders and motorcyclists. Among car drivers, a decrease has been observed, while the death risk among pedestrians is on the same level as in earlier surveys. Unprotected road users, in particular moped riders and motorcyclists, have the highest death risk.

The changes in injury and death risks depend to a great extent on changes in the use of travel modes within different age groups and on changes in the size of the age groups between the surveys. However, this aspect has not been analysed in the report.

The report describes various risks based on 1993 travel habits and killed and injured during the years 1990-1992 according to traVel mode and age group. Unlike the earlier surveys, the 1992 survey includes children's travel, as well as bus drivers and bus passengers as travel modes. In addition, different measures of the consequences are reported for those injured: the number killed among the total injured, the number killed and severely injured among the total injured and the number killed among the total severely injured.

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III

The injury risk and death risk are higher throughout for the oldest age groups and increase with age regardless of the travel mode. The same applies to the injury consequence: the older the person, the more severe the consequences. Thus there are two problems for elderly road users - high injury risk and severe injury COI'lSCqUBIICES.

The injury risk and death risk also increase with decreasing age of the road user in the case of pedestrians, while cyclists face the highest risk in school age. Among car drivers, the highest risk occurs in the 18-24 group. These high risks are also found among car passengers in the 15-24 group, which suggests that the problems are linked. The injury risk among children younger than 15 travelling as car passengers is the lowest among all individual travel modes and age groups. However, bus passengers have an even lower injury risk.

RVU travel habit survey 1992 1984/85 1978/79

Injury data 1990, 1991, 1992 1984, 1985 1977, 1978, 1979

Number of injured per million person km (>14 years)

Pedestrians 0.62 0.52 0.62 Cyclists 0.85 1.08 1.01 Moped riders 4.35 3.90 3.44 Motorcyclists 2.01 3.44 Car drivers 0.15 0.17 0.16 Car passengers 0.16 0.14 0.20

RVU travel habit survey 1992 1984/85 1978/79

Injury data 1990, 1991, 1992 1984, 1985 1977, 1978, 1979

Number of deaths per million person km (>14 years)

Pedestrian 0.05 0.04 0.06 Cyclists 0.02 0.04 0.06 Moped riders 0.08 0.14 0.15 Motorcyclists 0.08 0.14 Car drivers 0.005 0.006 0.007 Car passengers 0.005 0.005 0.008

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4,5 4 3,5 5

§ 3 I 1978/79 __

E

I 1984/85

% 215

131992

a O.

3 2

-"'3 3 1,5 8 2 l 0,5

-0

m

Pedestrians Cyclists Moped riders Motorcyclists _ Car drivers Car passengers

Figure 1 Number of persons injured per million person kilometre in 1978/79,

1984/85 and 1992 for different means of travel.

0,l6 ; 0,l4 012 I l978/79

E '

I 1984/85

5 1:1 1992

3 0,1

é

g 0.08 E 8 U 5 0,06 -8E₃ 2 0,04 ~ _ 0,02

-0-

imp-:19

Pedestrians Cyclists Moped riders Motorcyclists Car drivers Car passengers

Figure 2 Number of persons killed per million person kilometre in 1978/79,

1984/85 and 1992 for different means of travel.

VTI RAPPORT 390A

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1 TRAVEL HABIT SURVEY AND EXPOSURE

Access to information on road users' movements in the traf c environment, i.e. exposure, is necessary in order to calculate road users' risk of injury or death in traf c. Earlier, two nationwide travel habit surveys have been carried out in Sweden, RVU 78 and RVU 84. These were conducted by Statistics Sweden via interviews at home. In each survey, some 8,000 persons aged 15-84 were randomly chosen from the Swedish population. RVU 78 also included children aged 5-14 if either of their parents was included in the sample. Using the travel data from the two surveys, it was possible to determine the risk levels for different age groups and travel modes at the end of the 70s and mid-80s, see VTI Rapport 209 and VTI Meddelande 536.

A pressing need for relevant travel data caused the former National Road Safety Office (TSV) to initiate a new nationwide travel habit survey. The preconditions, orientation and method differed from earlier surveys and a brief description is therefore given below. The travel habit survey started in March 1992 and has been carried on continuously since then.

This report is based on travel data from the rst 12 month period of the survey, i.e. March 1992 to February 1993 (RVU 92).

1.1 Brief description of RVU 92 travel habit survey

TSV commissioned VTI to carry out a nationwide travel habit survey withthe

primary aim of determining the movements of unprotected road users in the traf c environment. The survey was continuous and was conducted by letter. After testing various question and answer alternatives, a questionnaire was drawn up in two versions, one for children under 16 and another for adults. The sample is _ drawn at random from the population. An upper age limit of 84 and a lower age

limit of 1 year have been set (for reasons of sampling technique).

The survey started in March 1992 with an average of 20 forms being sent out each day. After three weeks, a reminder is sent out. The response rate, after the reminder, is 65-70 %. Analysis ofthe answers received after a reminder has shown no difference compared to the answers received without a reminder.

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The interviewees are asked in a special form to report their movements in the traf c environment during a period of 24 hours. If the interviewee is a child, the parents are asked to help to complete the form.

The details requested are:

- date and time of day when the journey took place - purpose of the journey

- length of the journey - duration of the journey

- travel mode, i.e. the travel mode(s) used for the journey and the distance and duration of each travel mode.

In addition to these travel data, the form contains questions on age, sex and home post code of the interviewee.

The survey does not apply primarily to occupational traf c nor to journeys by train/tram. Nevertheless, the form contains questions on the travel mode and total journey length of occupational drivers during the 24-hour reporting period in order to gain some idea of the volume and nature of occupational traf c.

Apart from travel expressed in million person km, the travel habit survey provides information on the number ofjourneys and the journey time. However, these latter measures fall outside the scope of this report.

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2 INJURED AND KILLED

Data on injured and killed have been taken from the of cial statistics, which comprise the number of injured in personal injury accidents reported by the police. The mean of three years' statistics on injured and killed during 1990-1992 is used throughout in the risk calculations.

The accidents reported by the police do not provide complete coverage of the total number of injured in traf c. Far from all accidents with personal injuries are known to the police. In general, this de ciency or non-reporting rate is smaller the more serious the personal injury. Accidents with a fatal personal injury are reported in almost 100 % of cases.

Non-reporting is especially signi cant in the case of cyclists injured in single accidents and unprotected road users injured in collisions with other unprotected road users. According to a VTI study of the total number of persons injured in traf c in the county of Gstergotland during one year, one out of every 25 cyclists injured in a single accident was reported to the police (VTI Meddelande 547). This means that the number of cyclists injured in single accidents reported to the police must be multiplied by a factor of 25 to obtain the total number. In this case, the total number is the number obtained by adding the number of injured admitted to hospital casualty departments. According to the same survey, a factor of 4 must be used for the number of persons injured in collisions between unprotected road USCI S.

The survey shows, however,that the official statistics represent the injury situation fairly closely in the case of accidents involving cars. Here, the factor is 1.5, i.e. the number of injured registered by the police must be increased by 50 %. The factor is approximately the same, i.e. 1.5, for accidents involving only cars, collisions between a car and motorcycle, between a car and a moped, between a cyclist and a car, and between a car and a pedestrian.

However, no adjustment ofinjured with regard to non-reporting has been made in this report.

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3 DEFINITION OF RISKS AND CONSEQUENCES

3.1 Risks

The following risks are described:

- injury risk the number of injured, including killed, per million person km - the risk of being severely injured or killed - the number of severely injured,

including killed, per million person km

the death risk the number of killed per million person km

The number of killed and injured is based on the of cial statistics, while exposure (number of person km) is based on data from the RVU 92 survey.

3.2 Consequences

The consequences of the injury are expressed as:

- the probability that the injury is fatal the proportion of the number killed

to the number injured (including killed),

- the probability that the injury is fatal - the proportion of the number killed to the number severely injured (including killed),

- the probability that the injury is severe or fatal the proportion of the

number severely injured or killed to the number injured (including killed). The number of injured classi ed into slightly injured, severely injured and killed is based on the average number from the of cial statistics for the years 1990-1992.

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4 RESULTS

4.1 Injured, exposure, risks and consequences for different travel

modes

The travel modes described cover almost all cases of injury reported in the of cial statistics. 95 % of the killed or injured road users have used one or more of the travel modes. The remaining injured and killed include lorry occupants and drivers and passengers in vehicles such as tractors, construction machines or snow SCOOtCl S.

The person mileage of the travel modes described accounts for about 95 % of total person mileage on the road network. The remaining part, about 7,000 million person km per year, is accounted for almost entirely by lorry occupants.

65 % of the injured road users are car occupants and over 20 % are pedestrians or cyclists. Among the killed, just over 25 % are cyclists and about 60 % are car occupants.

Table 1 and Figure 1 show the injured, exposure, risks and consequences for different travel modes.

4.1.1 Pedestrians and cyclists

The risk of injury for pedestrians and cyclists is 4-6 times higher than for car occupants, but considerably lower than for moped riders and motorcyclists.

The injury consequence is considerably more serious for pedestrians compared with other road user categories, while cyclists have an injury consequence equal to or slightly less serious than for car occupants.

The probability of an injury being fatal is more than twice as high for pedestrians than for car occupants. This means that the death risk for pedestrians is 9 times as high as for car occupants. The death risk for cyclists is about 5 times as high as for car occupants.

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Pedestrians and cyclists make up just over 2 % and just under 3 % respectively of the total person mileage. The increased injury risk and, in the case of pedestrians, the more serious injury consequence means that their proportion of the number of injured and killed is considerably higher than the proportion of exposure. The number of injured pedestrians and cyclists corresponds to just over 20 % of the total number of injured road users and the number of pedestrians and cyclists killed to just over 25 % of the total number of killed.

4.1.2 Moped riders and motorcyclists

The risk of a moped rider being injured is 30 times higher than for a car occupant and the risk for a motorcyclist is- 15 times higher.

The probability of the injury being severe or fatal is higher for moped riders and motorcyclists than for other road user categories and is approximately the same as for pedestrians. The probability of the'injury being fatal is, however, considerably less, almost half, for moped riders compared to motorcyclists. This means that moped riders and motorcyclists face the same risk of being killed on the roads. Moped riders and motorcyclists together account for 0.6 % of the total person mileage. Their share of the total number of killed is 8 %.

4.1.3 Car occupants

The injury risk for car occupants is, as already mentioned, considerably lower than for unprotected road users (pedestrians, cyclists, moped riders and motorcyclists). The injury risk is somewhat lower for car passengers than for car drivers. The injury consequences are somewhat slighter for passengers than for drivers.

Car occupants account for 84 % of the total person mileage. The proportion of the number injured in cars to the total number of injured road users is 65 % and the proportion of killed is 61 %.

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Bus occupants have the lowest injury risk among the various road user categories. The injury risk for car drivers is almost 3 times higher than for bus drivers and the injury risk for car passengers is almost 9 times higher than for bus passengers. It can also be seen that the injury risk for bus drivers is 4 times higher than for bus passengers .

The injury consequence, i.e. the probability of the injury being severe or fatal, is considerably less for bus passengers than for car passengers. This means that the death risk is 35 times higher for car passengers than for bus passengers. The injury consequence for bus drivers is somewhat lower compared to car drivers.

Bus drivers and bus passengers account for 0.7 % and 10 % respectively of the total exposure, i.e. a total of almost 11 %. Injured bus occupants accountfor 1 % of the total number of injured road users and 0.2 % of the number killed.

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Tables 1a - d Injury ratio, exposure, risks and consequences for different travel

modes. Results on an annual basis. Injured and killed according to of cial statistics with mean for the years 1990-1992. Exposure data according to RVU 92 travel habit survey.

Table 1a Injury ratio (all ages)

Pedestrians Cyclists Moped Motor- Car Car Bus Bus Others Total

riders cyclist drivers pass. drivers pass.

Total number of 1737 2843 870 1004 9500 4905 47 181 1099 22186

killed and injured 7.8% 12.8% 3.9% 4.5% 42.8% 22.1% 0.2% 0.8% 5.0% 100%

Total number 717 814 290 369 2130 1123 8 39 281 5771

severly injured and 12.4% 14.1% 5.0% 6.4% 36.9% 19.5% 0.1% 0.7% 4.9% 100%

killed

Total number of 132 71 17 39 323 141 1 1 34 759

killed 17.4% 9.4% 2.2% 5.1% 42.6% 18.6% 0.1% 0.1% 4.5% 100%

m Exposure (1-84 years)

Travel mode Pedestrians Cyclists Moped Motor- Car Car Bus Bus Sum

riders cyclists drivers passengers drivers passengers

Million person km 2700 3300 200 500 64200 37700 800 12100 121500

2.2% 2.7% 0.2% 0.4% 52.8 31.0% 0.7% 10.0% 100%

Table 1c Risk (1-84 years)

Travel mode Pedestrians Cyclists Moped Motor- Car Car Bus Bus Mean

Injury risk (injured, 0.6237 0.8628 4.3417 2.0087 0.1475 0.1285 0.0583 0.0150 0.1736

incl. killed, per million person km)

Risk of severe 0.2533 0.2452 1.4467 0.7380 0.0330 0.0294 0.0096 0.0032 0.0452

injury or death (severely injured and killed per million person

km)

Death risk (killed per 0.0446 0.0208 0.0817 0.0773 0.0050 0.0036 0.0013 0.0001 0.0060

million person km)

Table 1d Consequences (all ages)

Travel mode Pedestrians Cyclists Moped Motor Car Car Bus Bus Average

Probability of injury 0.413 0.286 0.334 0.367 0.224 0.229 0.164 0.215 0.260

being severe or fatal

Probability of injury 0.076 0.025 0.020 0.038 0.034 0.029 0.021 0.006 0.034

being fatal

Probability of fatal 0.185 0.087 0.059 0.117 0.152 0.125 0.130 0.026 0.132

injury given at least severe injury

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9

Risk of injury or death Injured. incl. killed,

per million person km

' Moped riders 870 4 -3,5 --3 .. 2.5 -2 __ g Motorcyclists .Q 1004

is g

_' _:3 _Cyclists

1 - a/2812 Bus drivers

173

0.5 + Car drivers ' Cor passengers \ BUS

9500 4905 47 9055909975

0 _{2.7 3.30 20.5}F _{64.2 billion person km} n _33.7 *1_0.8 181_12.1

Risk of severe injury or death Severely injured. incl. killed.

1,6 T per million person km Moped riders 1,4 - 290 1,2 -' I -0,8 -- Motorcyclists m 369 C 0,6 - g 3 04 -- 8 C cllsts I 731 7 gm Bus drivers

0 2 -' r Cor drivers Cor passengers passengersBUS

2130 1130 8 39 if 11 n 2.7 3.30 20.5 64.2 billion person km 37.7 0.8 12.1 Dedth risk 0 _ Killed per ' million person km Moped riders 17 0:03 " Motorcyclists 39 c :g 0.06 s» 33;» oa) Q 132 0,04 -F Cyclists r 0.02 - Bus drivers

Cor drivers Cor \ Bus

323 pass]enge's passengers

0 F ii 1.1

2.7 3.3 0.5 64.2 billion person km 37.7 0.8 12.1

0.2

Figure 1 Injury risk and death rlsk for different travel modes. Injured and killed

according to of cial statistics, with mean for the years 1990-1992. Age group 1 - 84 years. Figures in the charts indicate the number of injured or killed. Figures below the charts indicate the number of billior person km.

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10

4.2 Injury ratio, exposure, risks and consequences for different age

groups and travel modes

Tables 2-6 show the injury ratio, exposure, risks and consequences for different age groups and for pedestrians, cyclists, car drivers, car passengers and bus passengers. These results are illustrated in Figures 2, 4, 6, 8 and 10. The area of the column formed by injury risk and exposure indicates the number of injured. The area of each column formed by death risk and expoSure indicates the number of killed.

Figures 3, 5, 7 and 9 show the injury risk as the height of the columns. The width of the columns for the different age groups is their estimated travel, exposure, expressed in million person km. The area thus formed (injury risk multiplied by exposure) is proportional to the number of injured in the age group. The gure includes a third dimension, the injury consequence, which indicates the probability of an injured person dying. The volume formed by the threedimensions -exposure, injury risk and injury consequence - represents the number of killed in the respective age group. The charts also provide an idea of how much a speci c age group travels in relation to other age groups, the magnitude of the injury risk and the magnitude of any differences in the injury consequence.

The injury consequences for the four travel modes, pedestrians, cyclists, car drivers and car passengers, are shown in Section 4.3.

4.2. 1 Pedestrians

The highest injury risk among pedestrians is found among the oldest and youngest age groups. Children under 15 and elderly people aged 65-74 have just over twice as high an injury risk as the 35 44 age group, which has the lowest injury risk. Elderly people aged 75-84 have a considerably higher injury risk than younger age groups. For example, their injury risk is 7 times higher than for the 35-44 group. The injury consequence is less serious for the younger age groups than for the older groups. The probability of an injury being severe and/or fatal increases almost continuously with increasing age, even accelerating in the case of the older age groups. For example, the probability of an injury being fatal is 4 and 6-7 times higher for the 75-84 age group and the 85 and older group respectively, compared to the 7-14 age group. The serious consequence leads to a high risk of elderly VTI RAPPORT 390A

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11

pedestrians being killed. Elderly pedestrians in the 65-74 and 75-84 age groups have a 3 times higher and 14 times higher death risk respectively, compared to pedestrians in the 35-44 age group.

Pedestrians in the 65 and older age group account for 13 % of pedestrians' total exposure. The group accounts for almost 50 % of the pedestrians killed, just over 35 % of severely injured pedestrians (including killed) and almost 30 % of all injured pedestrians.

Children under 15 account for 14 % of pedestrians' exposure. The group accounts for 9 % of the pedestrians killed, 16 % of severely injured pedestrians (including killed) and 18 % of all injured pedestrians.

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Tables 2a d PEDESTRIANS: Injury ratio, exposure, risks and consequences for

different age groups. Results on an annual basis. Injured and killed according to official statistics with mean for the years 1990-1992. Exposure data according to RVU 92 travel habit survey.

Table 2a Injury ratio

Age, years 0 1-3 4-6 7-14 15-19 20 24 25-34 35 44 45-54 55-64 65-74 75 84 85- un- Total

known Injured and 4 33 64 208 155 138 180 147 160 150 203 230 54 10 1737 killed 0.2 1.9 3.7 12.0 8.9 7.9 10.3 8.4 9.2 8.7 11.7 13.2 3.1 0.6 100% Severely injured 2 12 27 75 52 43 60 54 60 67 102 130 34 1 717 andkmed 0.2 1.6 3.8 10.5 7.3 6.0 8.3 7.5 8.3 9.3 14.2 18.1 4.7 0.1 100% Killed 0 7 4 8 8 10 10 16 20 33 12 0 132 0.0 1.5 1.5 5.5 3.0 6.0 6.3 7.8 7.3 11.8 14.9 24.9 9.3 0.0 100% Table 2b Exposure

Age, years 1-3 4-6 7-14 15-19 20 24 25-34 35-44 45-54 55-64 65-74 75-84 Sum

Million person 35 65 273 255 302 393 392 381 265 242 88 2691

km 1.3 2.4 10.1 9.5 11.2 14.6 14.6 14.2 9.8 9.0 3.3 100%

Table 2c Risk

Age, years 1-3 4-6 7-14 15-19 20-24 25 34 35-44 45-54 55-64 65 74 75-84 Mean

Injury risk (injured, 0.9448 0.9776 0.7636 0.6054 0.4570 0.4568 0.3742 0.4213 0.5678 0.8394 2.6201 0.6237 incl. killed, per million

person km)

Risk ofsevere 0.3307 0.4197 0.2761 0.2036 0.1424 0.1517 0.1378 01568 0.2518 0.4218 1.4771 0.2533 injury or death

(severly injured and killed per million person

km)

Death risk (killedper 0.0567 0.0307 0.0269 0.0157 0.0265 0.0212 0.0264 0.0254 0.0592 0.0813 0.3759 0.0046 million person km).

Table 2d Consequences

Age, years 0 1-3 4-6 7-14 15-19 20-24 25-34 35-44 45-54 55-64 65-74 75-84 85- Total

Probability of 0.417 0.350 0.429 0.362 0.336 0.312 0.332 0.368 0.372 0.443 0.502 0.564 0.620 0.413 injuriy being severe or fatal Probability of - 0.060 0.031 0.035 0.026 0.058 0.046 0.070 0.060 0.104 0.097 0.143 0.227 0.076 injury being fatal Probability of - 0.171 0.073 0.097 0.077 0.186 0.140 0.191 0.162 0.235 0.193 0.254 0.366 0.185 fatal injury given at least severe injury

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Figure 2

l3

Pedestrians, risk of injury or death 28 _ injured (incl. killed)

per million person km 230

2.4 --2 .. 1,6 --1.2 ~-.. 33 64 203 0.8 -~ 208 0 138 180 160 0'4 __ H 147 0 , 35 as 273 255 m 3931mm 392 331 265 242 as Age 1-34-6 7-14 15-19 20-24 25-34 35-44 45-54 55-6465 74 75 84

Pedestrians. risk of severe Injury or death Severeiy injured (incl. killed)

1,6

-lper million person km 130

1,4 --

l

1,2 ~-] _.. 0.8 -~ 0.6 --27 102 0,4 -- 12 75 67 52 0.2 ~- I I H 43 60 54 60 i I as 45 273 255 302 393 mlo.pkm 392 331 7265 242 as Age: 1-34-6 7~14 15-19 20-24 25-34 35-44 45-54 5564 65-74 75-84

Pedestrians, death risk 0,4 T Killed per million

person km g 0.35 0.3 0,25 0,2 -0,15 '-0,l --2 0,05 -- H 0 ₃₅ .3 Age: 1 lb 8 10 273 255 302 393mm 392 331 7265 242 68 44> 7-14 1519 2024 2534

WAm m

35-44 4554 55 64 65-74 75 84

Injury risk and death risk for pedestrians of different age groups. Injured and killed. according to of cial statistics, with mean for the years 1990-1992. Exposure data from the RVU 92 travel habit survey. Figures in the charts indicate the number of injured or killed. Figures below the charts indicate the number of thousand million person km. VTI RAPPORT 390A

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15

4.2.2 mm

The greatest injury risk is found among older cyclists and the lowest risk among the youngest. For example, the injury risk for cyclists in the 65-74 and 75-84 groups is 2 and 3 times higher respectively compared with the 35-44 group. In addition, the injury consequence, i.e. the probability of the injury being severe or fatal, is considerably higher for the older age groups than the younger groups, which leads to a death risk among cyclists in the 65-74 and 75-84 group 15 and 30 times higher respectively compared with the 35-44 group.

Cyclists in the 65 and older group account for about 9 % of cyclists' total exposure. They account for just over 58 % of the cyclists killed, 24 % of the severely injured (including killed) and 16 % of injured cyclists.

Children under 15 account for 16 % of cyclists' exposure. The group accounts for 8 % of the cyclists killed, 15 % of the number severely injured (including killed) and just over 16 % of all injured cyclists.

(28)

16

Tables 3a - d CYCLISTS: Injury ratio, exposure, risks and consequences for different age groups. Results on an annual basis. Injured and killed according to of cial statistics with mean for the years 1990-1992. Exposure data according to RVU 92 travel habit survey.

Age, years 0 1-3 4-6 7-1415 20- 25 35- 45- 55- 65 75 85- un- Total

19 24 34 44 54 64 74 84 known

Injured and killed 0 5 30 429 340 302 361 329 327 266 247 176 21 9 2843 0.0 0.2 1.0 15.1 12.0 10.6 12.7 11.6 11.5 9.4 8.7 6.2 0.7 0.3 100% Severly injured 0 2 11 117 72 65 84 83 94 93 96 84 12 0 814 andkiued 0.0 0.2 1.3 14.4 8.8 8.0 10.4 10.2 11.5 11.4 11.8 10.4 1.5 0.0 100% Killed 0 0 1 4 5 0 4 3 6 8 19 18 3 0 71 0.0 0.0 1.4 6.1 7.1 0.5 5.2 4.7 8.0 10.8 26.9 25.5 3.8 0.0 100% Table 3b Exposure

Age, years 1-3 4-6 7-1415- 20- 25- 35- 45- 55- 65- 75- Sum

19 24 34 44 54 64 74 84

Million person km 12 51 462 392 368 478 500 496 222 202 87 3270 0.4 1.6 14.1 12.0 11.2 14.6 15.3 15.2 6.8 6.2 2.7 100%

Table 3c Risk

Age, years 1-3 4-6 7-14 15-19 20-24 25-34 35-44 45-54 55-64 65-74 75-84 Mean

Injury risk (injured, 0.3780 0.5785 0.9294 0.8677 0.8215 0.7552 0.6584 0.6593 1.1983 1.2239 2.0177 0.8628 incl. killed, per million

personkm)

Risk of severe 0.1350 0.2080 0.2533 0.1836 0.1777 0.1764 0.1661 0.1890 0.4184 0.4773 0.9668 0.2452 injury or death

(severly injured and killed per million personkm)

Death risk (killed 0.0195 0.0094 0.0127 0.0009 0.0077 0.0067 0.0114 0.0345 0.0941 0.2064 0.0208 per million person km).

Age, years 0-3 4-6 7-14 15-19 20-24 25-34 35-44 45-54 55-64 65-74 75-84 85- Total

Probability of 0.400 0.360 0.273 0.212 0.216 0.234 0.252 0.287 0.349 0.390 0.479 0.571 0.286 injury being severe

or fatal

Probability of 0.034 0.010 0.015 0.001 0.010 0.010 0.017 0.029 0.077 0.102 0.127 0.025 injury being fatal

Probability offatal 0.094 0.037 0.069 0.005 0.043 0.040 0.060 0.082 0.197 0.213 0.222 0.087

(29)

l7 Cyclists, risk of Injury or death __ Injured (lncl. killed)

2'5 per milllon person km

176 2 r 1,5 --266 247 __ 429 ~ 1 340 302 361 ₃₂₉ ₃₂₇ 30 0.5 -- 5 0 12 51 462 m16.pkm 392 36a 478 500 496 222 202 87 Age: 1-3 4-6 7-14 15-19 20-24 25-34 35 44 45-54 55-6465 7475 84

Cycllsts. rlsk of severe Injury or death

1 __Severely lnjured (Incl. kllled) 84

per mllllon person km F

0.8 06 ~-96 93 l O 4 -- F 117 11 0,2 __ 2 72 65 84 94 12 51 462 mlo.pkrn 392 368 473 500 496 222 202 37 Age: 1 34-6 7-14 1519 2024 2534 3544 4554 55646574 7584 Cyclists. death rlsk

_ Kllled per mllllon

0'22 F person km 18 0,2 --0,18 ~-O.1b 0,14 --0,12 ~~ 0,] «- 19 0.08 -0,06 -* 0,04 -- 8 1 0.02 "4" 4 5 4 3 6 H 0 0 H l " l 1 _1 0 l _1 1 1 1 _1 12 51 462 mlo. pkm 392 363 473 500 496 222 202 67 Age: 1-3 4-6 7-14 15-19 20-24 25-34 35-44 45-54 55-6465 7475 84

Figure 4 Injury risk and death risk for cyclists of different age groups. Injured

and killed according to of cial statistics, with mean for the years 1990-1992. Exposure data from the RVU 92 travel habit survey. Figures in the charts indicate the number of injured or killed. Figures below the charts indicate the number of thousand million person km. VTI RAPPORT 390A

(30)

18

No

.

of

inj

ur

ed

pe

r

mil

lio

n

pe

rs

on

km

2.2 A

2 0 in jur ed . ' (18 kil led )

1.8 5.:

1.6 cvc

us

rs

1.4

26

52

47 (8)

(19

)

1.2 .x

\

.. ~ ,5r,

, I

. , - - A ,7 I I . ' ,' _ »- '. , l "" V . I r v Vt \ ~ V . _ . ~ . . . z '. . .. n. , I . , , - '. i . ' I . .I = ' 1 1.. v '- ' 4 ' ,l .' . 1 I .

1.0 0.8-

~-..

'

329

327 t

t

(3)

(6)

0. 5-

--~

*

2

O

@9

30

0.04 (2

.

629 .6;

003 6%

?»

9 ...,

1-3

4-5

7-14

15-1

9 20-2

4 25-3

4 35-4

4 45-5

4 55-5

4

657

4 75-8

4 ye

ar

ye

ar

ye

ar

ye

ar

ye

ar

ye

ar

ye

ar

ye

ar

ye

ar

ye

ar

ye

ar

Fi gur e 5 Ri sk , exp os ur e, co ns eq ue nc es an d in jur y rat io for cyc lis ts of dif fer ent ag e gr oup s. In jur ed an d kil led ac co rd in g to off ici al sta tis tic s wi th me an for th e ye ar s 19 90 1 99 2. Exp os ur e da ta fr om R V U 92 tra ve l ha bi t sur ve y. Th e fi gur es in th e ch ar t ind ica te th e num be r of in jur ed (n um be r of kil led ).

(31)

19 4.2.3 Car drivers

The highest injury risk is faced by car drivers in the youngest age groups. The 18-19 and 20 24 groups have an injury risk about 6 times higher than the 45-54 group, the group with the lowest injury risk. The oldest age group, 75-84, has an injury risk 4 times higher than the 45-54 group.

The injury consequence, i.e. the probability of the injury being fatal, is considerably higher for the oldest age group than for other groups. This means that the death risk for the 75-84 age group is over 10 times higher than for the 45-54 group. The injury consequence for the 18-19 and 20-24 age groups is the same as for other groups, except the oldest. This means that 18-19 and 20-24 year-olds face a death risk 7 and 5 times higher respectively than for the 45-54 age group. Car drivers aged 75 and older account for about 1.5 % of car drivers' total exposure. They account for 9 % of the killed, 5 % of the severely injured and 4 % of the total number of injured car drivers aged 75 and over.

Car drivers aged 18 24 account for 9 % of car drivers' total exposure. The group accounts for 24 % of the number of car drivers killed and 27 % of the number of car drivers injured.

(32)

20

Tables 4a - (1 CAR DRIVERS: Injury ratio, exposure, risks and consequences for different age groups. Results on an annual basis. Injured and killed according to of cial statistics with mean for the years

1990-1992. Exposure data according to RVU 92 travel habit survey.

Table 4 a Injury ratio

Age, years 18 19 20-24 25-34 35-44 45-54 55-64 65-74 75-84 85- un- Total

known

Total number of 861 1722 2235 1661 1279 802 595 303 27 10 9500

injured and killed 9.1 18.1 23.5 17.5 13.5 8.4 6.3 3.2 0.3 0.1 100%

Number of severly 208 380 483 343 265 180 167 87 11 3 2130

Killed 30 47 66 42 41 38 30 24 0 323

9.3 14.7 20.4 13.0 12.6 11.8 9.3 7.3 1.7 0.0 100%

Table 4 b Exposure

Age, years 18-19 20-24 25-34 35-44 45-54 55-64 65-74 75-84 Sum

Million person km 1815 4025 12149 13765 16782 8929 5824 940 64229

2.8 6.3 18.9 21.4 26.1 13.9 9.1 1.5 100%

Table 4c Risk

Age, years 18-19 20-24 25-34 35-44 45-54 55-64 65 74 75-84 Mean

Injury risk (injured, 0.4746 0.4278 0.1840 0.1207 0.0762 0.0898 0.1021 0.3225 0.1475

Risk of severe 0.1146 0.0943 0.0398 0.0249 0.0158 0.0202 0.0287 0.0929 0.0330

injury or death (severly injured and killed per million person km)

Death risk (killedper 0.0165 0.0118 0.0054 0.0031 0.0024 0.0043 0.0052 0.0252 0.0050

million person km).

Age, years 18-19 20-24 25-34 35-44 45-54 55 64 65-74 75 84 85- Total

Probability of injury 0.241 0.220 0.216 0.206 0.207 0.225 0.281 0.288 0.395 0.224

Probability of injury 0.035 0.027 0.030 0.025 0.032 0.047 0.050 0.078 0.198 0.034

being fatal

Probability offatal 0.144 0.125 0.137 0.122 0.153 0.211 0.179 0.271 0.500 0.152

(33)

21

Car drivers, risk of severely Injury or death Severely injured (incl. killed)

0 6 T per million person km 0.5 2- 851 1722 0.4 -~ 303 0.3 -- F 0,2 4- 2235 1551 ₅₉₅ 0.1 ~- 1279 802 1815 4025 12149 mic. pkm 13755 15782 8929 5824 940 Age: 184920-24 25-34 35-44 45-54 55 64 65-74 75-84

Cor drivers. risk of severely Injury or death 0 1 4 V Severely Injured (Incl. killed)

' per million person km 0.12 + 208

r

a.

0,1 8- i 0.08 ~ 0.06 --483 0'04 n ₃₄₃ 157 180 0,02 -- 255 -O 1815 4025 12149 mio.personkm 13755 15782 8929 5824 940 Age: 184920-24 25-34 3544 45 54 55 64 657475-84 0.03 0.025 0.02 0.015 0.0] 0. 005 Age: Figure 6

Cor drivers, death risk

Killed per million

[person km 24 30 r. 47 66 30 -_ ₄₂ _M 38 _I _I 1815 74025 12149 mlo. pkm 13755 15782 8929 5824 940 1849 20-24 25-34 35-44 45 54 55-64 65-74 75 84

Injury risk and death risk for car drivers of different age groups. Injured and killed according to official statistics, with mean for the years 1990-1992. Exposure data from the RVU 92 travel habit survey. Figures in the charts indicate the number of injured or killed. Figures below the charts indicate the number of thousand million person km. VTI RAPPORT 390A

(34)

VTI RAPPORT 390A

No . or In jur ed pe r mi ll io n pe rson km A 0. 8 0. 7 0. 6 0. 5 -0. 4 -0. 3 0. 2 Fi gur e 7

CA

R

DR

IV

ER

S

30 3 in jured t

(24

kill

ed)

\

59 5 (30 ) \ :j -Ll K , :~. L : {1 Ii 18 -1 9 20 -2 4 25 -3 4 35 -44 45 -54 ye ar ye ar ye ar 65 -7 4 75 -8 4 Ye ar ye ar ye ar ye ar year Ri sk , exp os ur e, co ns eque nc es an d in jur y ra ti o for ca r dr ive rs of di ff er en tag e gr oup s. In jur ed an d kill ed ac co rd in g to of fi ci al st at is ti cs with me an fo r th e ye ar s 1990 1 99 2. Exp os ur e da tafr om R V U 92 tr ave l ha bit sur ve y. Th e fi gur es in the ch ar t in di ca te th e num be r of in jur ed (n umbe r of ki ll ed ). 22

(35)

23

Like car drivers, car passengers in the 20-24 and.18-19 age groups (including the 15-17 age group) and the 75-84 age group also face a high injury risk. The injury risk for the 15 24 age group is 5 times higher than for the 45-54 age group, which has the lowest injury risk. Car passengers in the 75-84 age group have an injury risk 11 times higher than for the 45 54 age group, i.e. a considerably greater difference than for car drivers in the same age groups.

Children have the lowest injury risk. For children under 15, the injury risk is equal to or even somewhat lower than for the 45-54 age group.

The injury consequence, i.e. the probability of an injury being severe orfatal, is also considerably greater for the two oldest age groups. This also applies to children under 4. The least serious injury consequence applies to children aged 4-14. For example, the probability of an injury being fatal is 1.7 times higher for a car passenger in the 45-54 age group and almost 4 times higher for a car passenger in the 85-84 age group compared with the 4-14 age group.

Children under 15 account for one third of car passengers' total exposure. They account for 30 % of the number killed, 36 % of the number severely injured and 33 % of the total car passengers injured.

Car passengers aged 75 and older account for less than one percent of car passengers' total exposure. They account for 11 % of the number killed, 6 % of the number severely injured and 4 % of the total car passengers injured.

(36)

24

Tables 5a - d CAR PASSENGERS: Injury ratio, exposure, risks and consequences for different age groups. Results on an annual basis. Injured and killed according to official statistics with mean for the years 1990-1992. Exposure data according to RVU 92 travel habit survey.

Age, years 0 1-3 4-6 7- 15- 20- 25- 35- 45- 55- 65- 75- 85- un- Total

14 19 24 34 44 54 64 74 84 known Total number of 38 134 156 419 890 704 733 458 384 328 367 196 20 76 4905 injuredandkined 0.8 2.7 3.2 8.6 18.1 14.4 14.9 9.3 7.8 6.7 7.5 4.0 0.4 1.6 100% Numberofinjured 21 25 85 217 171 163 106 83 75 91 60 8 9 1123 andkined 0.7 1.9 2.2 7.1 20.7 15.5 14.5 9.4 7.3 6.7 8.1 5.3 0.7 0.8 100% Killed 5 7 23 20 21 13 10 9 15 12 3 0 141 1.7 3.3 1.2 5.2 16.4 14.0 14.7 9.0 7.1 6.4 10.4 8.3 2.4 0.0 100% Table 5 b Exposure

Age, years 1-3 4-6 7-14 15- 20- 25- 35- 45- 55- 65- 75- Sum

19 24 34 44 54 64 74 84

Milion person km 2382 3647 6521 2559 2409 4708 5669 5844 1947 1781 254 37720 6.3% 9.7 17.3 6.8 6.4 12.5 15.0 15.5 5.2 4.7 0.7 100%

Table 5c Risk

Age, years 1-3 4-6 7-14 15-19 20-24 25-34 35-44 45-54 55-64 65-74 75-84 Mean Injury risk (injured, 0.0564 0.0428 0.0643 0.3477 0.2924 0.1557 0.0807 0.0657 0.1686 0.2062 0.7728 0.1285 incl. killed, per million

person km)

Risk ofsevere injury 0.0088 0.0069 0.0131 0.0847 0.0710 0.0347 0.0188 0.0141 0.0387 0.0513 0.2379 0.0298 or death (severly

injured and killed per million person km)

Death risk (killed per 0.0020 0.0005 0.0011 0.0090 0.0082 0.0044 0.0022 0.0017 0.0046 0.0082 0.0460 0.0036 million person km)

Age, years 0 1-3 4-6 7-14 15-19 20-24 25-34 35-44 45-54 55-64 65-74 75-84 85- Total

Probability of 0,191 0,156 0,162 0,203 0,244 0,243 0,223 0,232 0,215 0,229 0,249 0,308 0,393 0,299 injury being severe or fatal Probability of 0,061 0,035 0,011 0,017 0,026 0,028 0,028 0,028 0,026 0,027 0,040 0,060 0,164 0,029 injury being fatal Probabilityof 0,318 0,222 0,066 0,086 0,106 0,115 0,127 0,119 0,121 0,119 0,161 0,193 0,417 0,125 fatal injury given at least severe injury

(37)

Figure 8

25

Car passengers, risk of injury or death

0'8 __lnjured Gncl. killed) 1%

per million person km 0.7 «-0,6 -5 0.5 ~-0 4 4' 890 0 3 __ F. 704 357 0.2 " 733 328 0.1 ~~ 134 56 419 458 384

[ 1 1 1 I

l

l l

l

2382 3547 5521 mio.pkm 2559 2409 4708 5559 5844 1947 1731254 Age: 1-3 46 7-14 i5 l920-24 25 34 3544 45.54 55646574 75.84

Car passengers. risk of severe injury or death

0 25 -,Severely injured (incl. killed) 60

0.2 '0,15 -O,l -~ 217 171 W 0,05 "' 163 75 106 2382 3547 b521mlo.pkm 2559 2409 4708 19471781254 Age: 1-3 4-6 7-14 154920-24 25 34 35-44 45-54 55-646574 75-84

Car passengers, death risk 0 05 -_ Killed per million

person km 12 0,04 ~ 0.03 --0.02 ~-0.01 ~ 23 20 15 H H 2] l li * l 9 5 ₇ _l _l 13 10 0 F l 2 r - 1 2382 3647 652imio.pkm 2559 2409 4708 5669 5844 1947 i78l 254 Age: 1-3 4-6 7-14 154920 24 25 34 35 44 45 54 5564 5574 7584

Injury risk and death risk for car passengers of different age groups. Injured and killed according to of cial statistcis, with mean for the years 1990-1992. Exposure data from the RVU 92 travel habit survey. Figures in the charts indicate the number of injured or killed. Figures below the charts indicate the number of thousand million person km.

(38)

26 Fi gur 9 No._of inj ur ed pe r mil lio n pe rs on km A 0. 8 196 inj ur ed

(12

kitie

_d)

0.7

0'6

CA

RP

_AS

SE

_NG

ER

_S

0.₅ 0.4 0.3 0.2

1-3

4-6

7-14

0 r i 25 4

15-19

20-24

25-34

35-44

45-54

55-64

65-74

75-84

ye

ar

ye

ar

ye

ar

ye

ar

ye

ar

ye

ar

ye

ar

ye

ar

ye

ar

ye

ar

ye

ar

Ri sk , exp os ur e, co ns eq ue nc es an d in jur y rat io for ca r pa ss en ge rs of dif fer ent ag e gr oup s. In jur ed an d kil led ac co rd in g to off ici al sta tis tic s wi th me an for th e ye ar s 19 90 1 99 2. Exp os ur e da ta fr om R V U 92 tra ve l ha bi t sur ve y. Th e fi gur es in th e ch ar t ind ica te th e num be r of in jur ed (n um be r of kil led ).

(39)

27

Bus passengers also show a tendency towards a higher injury risk among the older age groups compared with younger passengers. For example, the results show that the injury risk for bus passengers aged 65 and older is twice as high as for the 25-44 age group. However, the injury data are limited and the results somewhat uncertain. The results show the lowest injury risk for the 13 17 age group. This group includes schoolchildren attending secondary school. They travel extensively by bus, which offers safety compared with other age groups. The group accounts for 22 % of bus passengers total exposure and 10 % of the number of injured and killed bus passengers. The corresponding proportions for the 65 and over group are 14 % for exposure and 23 % for the number of killed and injured.

(40)

28

Tables 6a d BUS PASSENGERS: Injury ratio, exposure, risks and

consequences for different age groups. Results on an annual basis. Injured and killed according to of cial statistics with mean for the years 1990-1992. Exposure data from RVU 92 travel habit survey.

Age, years 0 1-6 7-12 13-17 18-24 25-44 45-64 65-84 85- un- Total

known

Total number of 1 10 18 20 41 40 42 0 6 181

Number of severly 0 1 2 4 5 9 10 9 0 O 39

injured and killed

Table 6b Exposure

Age, years 1-6 7-12 13-17 18-24 25-44 45-64 65-84 Sum

Million person km 245 851 2657 1368 3564 1672 1756 12112

2.0 7.0 21.9 11.3 29.4 13.8 14.5 100%

Table 6c Risk

Age, years 1-6 7-12 13 17 18-24 25-44 45-64 65-84 Mean

Injury risk (injured, 0.0136 0.0114 0.0069 0.0144 0.0116 0.0239 0.0237 0.0149

Risk of severe injury 0.0027 0.0020 0.0014 0.0034 0.0024 0.0060 0.0053 0.0032

death (severly injured and killed per million person km)

Age, years 1-6 7-12 13 17 18 24 25-44 45-64 65-84 Total

Probability ofinjury 0.250 0.172 0.200 0.237 0.210 0.250 0.224 0.215

(41)

29

Bus passengers, risk of being Injured or killed

0,03 -Jnlured (incl. killed)

0,025 -~ 40 42 0,02 --0.015 -- 3 20 r 10 4]

0,01 -

F

18 0,005 --O 245 85l 2557 mlo.pkm 135a 3554 1572 1755 Age: HS 7-12 13-l7 18-24 25-44 45-64 65-84

Bus passengers, risk of being severely injured or killed _ Severely injured (incl. killed)

0,008 - per million person km

10 0,006 --9 0,004 « 5 1 ₉ 2 0,002 -- ₄ 245 ' 851 2557 mlo. pkm 1358 3554 1572 1755 Age: 16 7-12 13-l7 18 24 25 44 45 64 65-84

Figure 10 Injury risk for bus passengers of different age groups. Injured and killed according to official statistics, with mean for the years 1990-1992. Exposure data from the RVU 92 travel habit survey. Figures in the charts indicate the number of injured and killed. Figures below the charts indicate the number of million person km.

(42)

30

4.3 Injury consequences for different travel modes and age groups

By classifying the injured persons as fatally, severely or slightly injured, the injury consequences can be described for different travel modes and age groups.

The measure of the injury consequences is the proportion of killed in relation to the total killed, the proportion of killed and severely injured in relation to the total injured and the proportion of killed in relation to the total severely injured. The total injured includes those killed.

Figure 11a shows the number of killed in relation to the total injured, or the probability that the injury is fatal. Among the oldest injured, the probability of the injury being fatal is about 0.15, i.e. about 15 % of the oldest persons may be expected to die as a result of their injuries inroad accidents.

Throughout, the probability of dying as a result of injuries in a road accident is highest for pedestrians and lowest for cyclists. Among the oldest persons, the probability of dying as a result of injuries is higher for cyclists than for car drivers and car passengers. The latter is of the same order of size and the probability of being killed is about 1 per 40 persons injured in the 15 64 age groups.

Figure 11b shows corresponding probabilities of death or severe injury. On average, 30 to 40 % of injured pedestrians are killed or severely injured. Among the oldest age groups, those over 65, more than half of the injured pedestrians are killed or severely injured. The figure for cyclists is about 30 % and for car passengers about 20 %. Cyclists have a somewhat higher probability of being killed or severely injured if they are in the younger or older age groups. The probability of being killed or severely injured is lowest among children travelling as car passengers.

Figure llc shows the probability of a fatal injury among those severely injured (in general where the injury requires in-patient treatment). Here, the youngest and oldest show the highest probabilities. Among the smallest children who are severely injured as car passengers, one in four dies. This also applies largely to Older persons, regardless of the travel mode. The probability is even higher among the oldest. Half of the severely injured car drivers and just over 40% of the severely injured car passengers died.

(43)

31

Probability of the injury being fatal

0'25"" ' ' ' ' I ' ' ' ' I Pedestrians (P) Cyclists (C) .

-2 Car drivers (Cd) Car passengers (Cp) I 0,2

-

ms---. . . Cd: . .

m

.

P

f

3

0,05- --- E

4 3564 6574 7584 85

-A93: 0 '1-3

Figure 11 21

Probability of the injury being severe or fatal

' ' ' ' ' "

Pedestrians (P) Cyclists (C) , . . , , . .

0,6 -_--- Cardrivers(Cd) Carpassengers(Cp) - -I--- -I---S---I---I---I<l_---£

0,5

-o4-r--.;.r--f... ca ... -.

0,3-~

0,2 ---f

0,1

Agoe: O '1-3'4-6 " Figure 11 b

(44)

32

Probability of fatal injury among severely injured

0,450 ---Pedesirions(P) Cyclisis(C)

Cor drivers (Cd) Cor passengers (Cp) I I I I

0,400 ' ' ' ' ' 0,350 0,300 ~ 0,250 ~ 0,200 0,150 0,100 0,050

-2339 0

Figure 11 c

Figure Ila-c Injury consequences. Probability of the injury being severe and/or fatal (proportion of killed and/or severely injured) for different age groups. Data from the of cial statistics for 1990-1992.

(45)