A traffic collision , also called the motor vehicle collision ( MVC ) among other conditions, occurs when a vehicle collides with another vehicle, a pedestrian, animals, road debris, or other stationary obstruction, such as trees, poles or buildings. Traffic collisions often result in injury, death, and property damage.
A number of factors contribute to the risk of collisions, including vehicle design, operating speed, road design, road environments, and driver skills, alcohol or drug disturbance, and behavior, especially speed and street racing. Around the world, motor vehicle collisions cause death and disability as well as financial costs for the communities and individuals involved.
In 2013, 54 million people suffered injuries from traffic accidents. This resulted in 1.4 million deaths in 2013, up from 1.1 million deaths in 1990. Approximately 68,000 of these occurred in children younger than five years. Almost all high-income countries have decreased mortality rates, while the majority of low-income countries have an increased mortality rate due to traffic accidents. Middle-income countries have the highest rates with 20 deaths per 100,000 population, 80% of all road deaths are only 52% of all vehicles. While the death rate in Africa is the highest (24.1 per 100,000 population), the lowest level can be found in Europe (10.3 per 100,000 population).
Video Traffic collision
Terminology
Traffic collisions can be classified by general type. This type of collision includes head-on, road departure, rear-end, side collision, and rollover.
Many different terms are commonly used to describe vehicle collisions. The World Health Organization uses the term
Some organizations have begun to avoid the term "accident," instead of choosing terms like "collision," "collision" or "incident." This is because the term "accident" implies that nothing is to blame, while most traffic collisions are the result of driving under the influence, excessive speed, disruption such as cell phones or other risky behaviors.
Historically in the United States, the use of terms other than "accidents" has been criticized for withholding safety improvements, based on the idea that blaming culture can prevent the parties involved from fully revealing the facts, thereby thwarting efforts to address the root cause.
Maps Traffic collision
Health effects
Psychological
After several collisions, long-lasting psychological problems can occur. These problems can make those who have an accident afraid to drive again. In some cases, psychological trauma can affect an individual's life may cause difficulties to go to work, attend school, or do family responsibilities.
Physical
A number of physical injuries can usually result from the blunt object trauma caused by a collision, ranging from bruising and bruising to a catastrophic physical injury (eg, Paralysis) or death.
Cause
A 1985 study by K. Rumar, using reports of UK and American accidents as data, suggested 57% of accidents only due to driver factors, 27% for combined roads and drivers, 6% for combined vehicles and driver factors, 3% solely. for road factors, 3% for combined road, driver and vehicle factors, 2% only for vehicle factors, and 1% for combined road and vehicle factors. Reducing the severity of injury during a collision is more important than reducing incidents and ranking incidents with a broad category of misleading causes of severe injury reduction. Modified vehicles and roads are generally more effective than behavior change attempts with certain legal exceptions such as the use of seatbelts, motorcycle helmets, and graduated adolescent licensing.
Human factors
Human factors in vehicle collisions include anything to do with drivers and other road users who can cause a collision. Examples include driver behavior, visual and auditory acuity, decision-making ability, and reaction speed.
A 1985 report based on British and American accident data found drivers' errors, intoxication, and other human factors contributed entirely or partially to about 93% of accidents.
Drivers who are distracted by mobile devices are almost four times more likely to hit their car than those who do not. Calling the phone is the most dangerous disorder, increasing the driver's chances of falling 12 times, followed by reading or writing, which increases the risk 10 times.
The RAC survey of British drivers found that most thought they were better than the average driver; contradictory results show too confidence in their abilities. Almost all drivers who have an accident do not believe that they are wrong. One survey of drivers reported that they thought the key elements of good driving were:
- controlling the car including a good awareness of car size and capability
- read and react to road conditions, weather, road signs, and neighborhoods
- alertness, reading and anticipating the behavior of other drivers.
Although proficiency in these skills is taught and tested as part of the driving test, 'good' drivers can still be at high risk of interruption because:
... feeling confident in an increasingly challenging situation is experienced as a proof of driving ability, and that 'proven' ability strengthens feelings of confidence. Confidence feeds itself and grows out of control until something happens - almost-woe or accident.
An AXA survey concludes Irish drivers are very security conscious of other European drivers. However, this does not mean a significant fall in crash rates in Ireland.
The accompanying changes to the road design have widely adopted road rules along with law enforcement policies that include driving liquor laws, speed limit settings, and speed enforcement systems such as speed cameras. Some countries' driving tests have been extended to test the behavior of new drivers during emergencies, and their perceived danger.
There is a demographic difference in the accident rate. For example, although young people tend to have good reaction times, disproportionately more young men feature drivers in collisions, with researchers observing that many exhibit behaviors and attitudes toward risk that can put them in a more dangerous situation than the road users others. This is reflected by actuaries when they set insurance rates for different age groups, partly by age, gender, and choice of their vehicles. Older drivers with slower responses may be expected to engage in more collisions, but this has not happened because they tend to drive less and, it seems, more cautiously. Efforts to enforce traffic policies can be complicated by local circumstances and driver behavior. In 1969, Leeming warned that there was a balance to be hit when "fixing" the security of a road:
Conversely, a location that does not look dangerous may have a high frequency of stuck. This is, in part, because if the driver considers the location as dangerous, they are more cautious. Collisions may be more likely to occur when road conditions or dangerous traffic are not clear at a glance, or where conditions are too complicated for limited human machines to see and react in the time and distance available. The high incidence of accidents does not indicate the risk of high injury. Crashes often occur in areas with high vehicle congestion but fatal accidents occur disproportionately on rural roads at night when traffic is relatively light.
This phenomenon has been observed in risk compensation research, where prediction of crash rate reduction has not occurred after legislative or technical changes. One study observed that better brake recognition results in more aggressive drivers, and others argue that the mandatory seat belt law is not accompanied by a clear decline of overall fatalities. Most of the risk compensation claims that offset the impact of vehicle regulations and belt usage laws have been discredited by research using smoother data.
In the 1990s, Hans Monderman's study of driver behavior led him to the realization that signs and regulations had an adverse effect on the driver's ability to safely interact with other road users. Monderman developed the principle of common space, rooted in the principles of the knights of the 1970s. He concluded that the elimination of road chaos, while allowing drivers and other road users to mingle with the same priority, can help drivers recognize environmental clues. They rely on their own cognitive skills, reduce traffic speeds radically and lead to lower road crash rates and lower congestion levels.
Some accidents are meant; a staged accident, for example, involves at least one party hoping to crash into a vehicle to file a lucrative claim to the insurer. In the United States in the 1990s, criminals recruited Latin immigrants to deliberately crash cars, usually by cutting in front of other cars and slamming the brakes. It is illegal and risky work, and they are usually paid only $ 100. Jose Luis Lopez Perez, the staged crash driver, died after a maneuver like that, leading to an investigation that discovered the increasing frequency of this type of accident.
Motor vehicle speed
The US Department of Transport Federal Highway Administration reviewed the research on the speed of traffic in 1998. This summary says:
- The evidence shows the risks of accidents increased both for vehicles running slower than average speeds, and for those traveling above average speed.
- The risk of injury increases exponentially at a speed much faster than the median velocity.
- The severity/lethality of the damage depends on the change in vehicle speed during a collision.
- There is limited evidence showing lower speed limits resulting in overall lower system speed.
- Most speed-related damage involves speed too fast for conditions.
- More research is needed to determine the effectiveness of traffic suspension.
The Road and Traffic Authority (RTA) of the state of New South Wales of Australia (NSW) insists that speeding up (traveling too fast for the prevailing conditions or above the installed speed limit) is a factor in about 40 percent of road deaths. The RTA also says accelerate increases the risk of accidents and its severity. On another web page, RTA qualifies their claims with reference to a specific piece of research from 1997, and writes "studies have shown that the risk of accidents causing death or injury is increasing rapidly, even with small increases above specified speed limits precisely. "
Report contributing factors in the official UK road accident statistics show for 2006, that "exceeds the speed limit" is a contributory factor in 5% of all accidents (14% of all fatal accidents), and "traveling too fast for conditions" is a contributing factor in 11% of all accidents (18% of all fatal accidents).
Driver malfunction
Damage to the driver illustrates the factors that prevent drivers from driving at their normal skill level. Common damages include:
- Alcohol
According to the Government of Canada, a 2008 coroner's report states that nearly 40% of fatal injured drivers consume some alcohol before a crash.
- Physical weakness
Poor vision and/or physical impairment, with many jurisdictions setting simple vision tests and/or requiring proper vehicle modification before being allowed to drive;
- Youth
Insurance statistics show very high collision and death incidents among teen or early twenties drivers, with insurance rates reflecting this data. This driver has the highest incidence of collisions and deaths among all age groups of drivers, a fact observed before the advent of mobile phones.
Women in this age group showed lower collision and mortality rates than men but still register well above the median for drivers of all ages. Also in this group, the highest incidence rate of collisions occurs within the first year of licensed driving. For this reason many US states have enacted a zero-tolerance policy in which it receives violations that move within the first six months to a year to obtain licensing results in automatic license suspension. No US country allows fourteen-year-olds to get a driver's license any longer.
- Old age
Old age, with multiple jurisdictions requiring driver retest for reaction speed and vision after a certain age.
- Sleep deprivation
Factors such as fatigue or lack of sleep can increase the risk, or the number of hours driving can increase the risk of accidents.
- Drug use
Includes some prescription drugs, over the counter medicines (especially antihistamines, opioids and muscarinic antagonists), and illegal drugs.
- Disorders
Research shows that the driver's attention is affected by disturbing sounds such as conversation and cell phone operation while driving. Many jurisdictions now restrict or prohibit the use of certain types of mobile phones in the car. Recent research conducted by British scientists shows that music can also have an effect; classical music is considered soothing, but too much can make the driver relaxed with a nuisance condition. On the other hand, hard rock can push the driver to step on the acceleration pedal, thus creating a potentially dangerous situation down the road.
The use of cell phones is an increasingly significant problem on the road. The US National Security Council collected more than 30 studies claiming that hands-free is not a safer option, because the brain remains distracted by conversations and can not fully focus on driving duties.
Intent
Some traffic collisions are caused by intentionally by the driver. For example, accidents can be caused by drivers who intend to commit suicide. Accidents can also be intentionally caused by people who expect to file an insurance claim against another driver, or may be staged for purposes such as insurance fraud. Motor vehicles can also engage in collisions as part of a deliberate attempt to harm others, such as a vehicle attack attack.
- Factor combinations
Some conditions can be combined to create a much worse situation, for example:
- Combining low doses of alcohol and hashish has a more severe effect on driving performance than marijuana or alcohol in isolation, or
- Taking recommended doses of several joint drugs, which individually do not cause interference, may combine to cause drowsiness or other disorders. This can be more apparent in older people whose kidney function is less efficient than younger people.
So there are situations when a person may be disturbed, but still legally allowed to drive, and become a potential danger for themselves and other road users. Pedestrians or cyclists are affected in the same way and can endanger themselves or others while on the road.
Road design
A 1985 study in the US showed that about 34% of serious accidents have contributing factors related to roads or the environment. Much of this damage also involves the human factor. Road or environmental factors are either noted as making a significant contribution to the state of an accident, or not allowing room to recover. In these situations often drivers are blamed rather than roads; those who report the collision have a tendency to ignore the human factors involved, such as the ins and outs of design and maintenance that a driver can fail to observe or not adequately compensate for.
Research has shown that careful design and maintenance, with well-designed intersections, road surfaces, visibility and traffic control devices, can result in a significant increase in collision rates.
The individual path also has a very different performance in the event of a collision. In Europe now there is a EuroRAP test that shows how to "explain yourself" and forgive certain paths and roadside will be in big event.
In the UK, studies have shown that investments in safe road infrastructure programs can result in a reduction of 1/3 in road deaths, saving as much as Ã, Â £ 6 billion per year. A consortium of 13 mainstream road safety stakeholders has established Campaign for Secure Road Design, which calls on the British Government to create a safe road design as a national transportation priority.
Design and maintenance of vehicles
- Seat belts
Studies have shown that, in all types of collisions, it is unlikely that the seat belt is used in a collision involving death or serious injury, rather than minor injury; wearing a seat belt reduces the risk of death by about 45 percent. The use of controversial seatbelts, with well-known critics such as Professor John Adams suggests that their use may lead to a net increase in road accidents due to a phenomenon known as risk compensation. However, actual observations of driver behavior before and after the legal seat belt do not support the risk compensation hypothesis. Several important driving behaviors were observed on the road before and after the law of belt usage was enforced in Newfoundland, and in Nova Scotia during the same period without law. Belt usage increased from 16 percent to 77 percent in Newfoundland and remained virtually unchanged in Nova Scotia. Four driver behavior (speed, stop at intersection when amber control lights, turn left in front of incoming traffic, and gap in subsequent distance) measured at various sites before and after the law. This change in behavior in Newfoundland is similar to that in Nova Scotia, except that drivers in Newfoundland drove slower on the highway after the law, contrary to the theory of risk compensation.
- Maintenance
Well-designed and well-maintained vehicles, with good brakes, well-adjusted tires and suspensions will be more controllable in emergencies and thus better equipped to avoid collisions. Some mandatory vehicle inspection schemes include tests for some aspects of roadworthiness, such as a UK MOT test or a TÃÆ'Ã… "V German inspection of conformity.
The design of the vehicle has also evolved to improve protection after a collision, both for passenger vehicles and for those who are outside the vehicle. Much of this work is led by the competition of the automotive industry and technological innovation, leading to measures such as Saab's safety cage and a reinforced roof pillar in 1946, Ford's safety pack, 1956 Lifeguard , and the introduction of Saab and Volvo on standards according to seat belts in 1959. Other initiatives accelerated as a reaction to consumer pressure, after publications such as Ralph 1965's Number of Unsafe at Any Speed ​​accused motor manufacturers of indifference to safety.
In the early 1970s, British Leyland embarked on an intensive program of vehicle safety research, producing a number of prototype experimental safety vehicles that demonstrate innovations for occupant and pedestrian protection such as air bags, anti-lock brakes, impact-absorbing side panels, front and head restraints rear, run-flat tires, smooth and deformable front ends, impact bumpers, and recoupable headlights. The design has also been influenced by government legislation, such as the Euro NCAP impact test.
Common features designed to improve safety include thick pillars, safety glass, sharp-edged interiors, stronger bodies, other active or passive safety features, and a smoother exterior to reduce the consequences of impact with pedestrians.
The UK Department of Transportation published road accident statistics for each type of collision and vehicle through its UK Road Accident report. This statistic shows a ratio of ten to one death in the vehicle among the types of cars. In most cars, residents have 2-8% chance of death in the collision of two cars.
- The center of gravity
Some types of accidents tend to have more serious consequences. Rollovers have become more common in recent years, perhaps due to the increasing popularity of higher SUVs, people carriers, and minivans, which have a higher center of gravity than standard passenger cars. Rollovers can be fatal, especially if passengers are excluded because they do not use seatbelts (83% of ejections during rollover are fatal when drivers do not wear seatbelts, compared to 25% when they do). After the new design of the famous Mercedes Benz failed 'moose test' (suddenly turn to avoid obstacles), some manufacturers increase the suspension using stability control associated with anti-lock braking system to reduce the possibility of rollover. After retrofitting this system to its model in 1999-2000, Mercedes saw its model engaging in fewer crashes.
Today, about 40% of new US vehicles, especially SUVs, pickup vans and pickup trucks are more susceptible to rollover, produced with lower center of gravity and enhanced suspension with stability control associated with their anti-lock braking system to reduce rollover risk and meet a US federal requirement that requires anti-rollover technology in September 2011.
- Motorcycles
Motorists have little protection other than their clothes and helmets. This difference is reflected in victim statistics, where they are more than twice as likely to suffer after a collision. In 2005 there were 198,735 road accidents with 271,017 casualties reported on the streets of the United Kingdom. These included 3,201 deaths (1.1%) and 28,954 serious injuries (10.7%) overall. Of these victims 178,302 (66%) were car users and 24,824 (9%) were motorcycle riders, of which 569 were killed (2.3%) and 5,939 were seriously injured (24%).
Sociological factors
Studies in the United States show that the poor have a greater risk of death in car crashes than the rich. Car deaths are also higher in poorer countries.
Similar research in France showed similar results. This may be because working class people have less access to secure equipment in cars, have older cars that are less sheltered from accidents, and should cover longer distances to go to work every day.
More
Other possible hazardous factors that can change the driver's condition on the road include:
- Irritability,
- Following different custom rules is too bureaucratic, inflexible or rigid when unique circumstances might suggest otherwise
- Suddenly turning to someone's blind spot without first clearly making himself visible through the wing mirror
- Uncomprehension with one's dashboard feature, center console, or other interior handling device after a recent car purchase
- Lack of viewing distance due to windshield design or sun glare
- Distractions by scenes, sexually appealing people or sexually suggestive ads
- The culture of traffic safety, various aspects of safety culture can have an impact on the amount of damage.
Prevention
A large amount of knowledge has been gathered about how to prevent car accidents, and reduce their severity of incidence. See Road Traffic Safety.
The United Nations
Due to the scale of global and massive problems, with the prediction that by 2020 road and road traffic injuries will outweigh HIV/AIDS as a burden of death and disability, the United Nations and its support agencies have passed a resolution and held a conference on the issue. The first United Nations General Assembly resolution and debate was held in 2003. World Warning Day for Road Traffic Victims was announced in 2005. In 2009 the first level ministerial conference on road safety was held in Moscow.
The World Health Organization, a United Nations specialized agency, in its 2009 Global Status Report on Road Safety estimates that more than 90% of the world's road deaths occur in low- and middle-income countries, which have only 48% of registered vehicles in the world, and predict road traffic injury will rise to the fifth leading cause of death by 2030
Collision migration
Collision migration refers to situations where actions to reduce a traffic collision in one place may cause the collision to reappear elsewhere. For example, an accident blackspot can occur in dangerous bends. Treatment for this may be to improve the tagging, post advisory speed limit, apply high-friction road surfaces, add crash barriers or any one of a number of other visible interventions. The direct result may be to reduce the collision around the corner, but subconscious relaxation on leaving a "dangerous" bend may cause the driver to act with little maintenance on the rest of the road, resulting in increased collisions elsewhere on the road, and no overall overhaul of the area. In the same way, increasing familiarity with the treated area will often result in a reduction over time to the previous treatment level (regression to the average) and can result in faster speed around the bend as it is considered to be a safety boost (compensation risk).
Epidemiology
Road injuries resulted in 1.4 million deaths in 2013 up from 1.1 million deaths in 1990. This is about 2.5% of all deaths. In 2004 50 million more were injured in a motor vehicle crash. India recorded 105,000 traffic deaths a year, followed by China with more than 96,000 deaths. This caused motor vehicles to collide as the leading cause of injuries and deaths among children worldwide 10-19 years (260,000 children die per year, 10 million injured) and the sixth preventable preventable cause in the United States (45,800 people died and 2.4 million injured in 2005). In the state of Texas alone, there are a total of 415,892 traffic collisions, including 3,005 fatal accidents by 2012. In Canada they are the cause of 48% of severe injuries.
Crash rate
Highway safety performance is almost always reported as a tariff. That is, some measures of harm (death, injury, or accident count) are shared with some measures of exposure to this hazard. Tariffs are used so that safety performance from different locations can be compared, and prioritize safety improvements.
The general level associated with road traffic deaths includes the number of deaths per capita, per registered vehicle, per licensed driver, or per mile or kilometer vehicle journey. Simple counting is almost never used. The number of annual deaths is the rate, that is, the number of fatalities per year.
There is no one level higher than the other in the general sense. The value to be chosen depends on the question asked - and often also on what data is available. The important thing is to determine exactly what level is measured and how it relates to the problem being discussed. Some agencies concentrate on accidents per vehicle total distance traveled. Others combine rates. The states of Iowa, USA, for example, choose high collision locations based on the combination of collisions per million miles of travel, crashes per mile per year, and loss of value (severity of accidents).
Fatality
The definition of road traffic death varies from country to country. In the United States, the definitions used in the Fatality Analysis Reporting System (FARS) run by the National Highway Traffic Safety Administration (NHTSA) are people who died within 30 days after an accident on US public roads involving vehicles with engines, deaths were the result of the accident. Therefore, in the US, if the driver has a non-fatal heart attack leading to road traffic accidents causing death, it is the death of road traffic. However, if a heart attack causes death before an accident, then it is not a road traffic death.
The definition of road traffic deaths may change over time in the same country. For example, death was defined in France as a person who died within six days (pre 2005) after the collision and then changed to 30 days (post 2005) after a collision.
History
The deaths of the world's first recorded road traffic involving motor vehicles occurred on August 31, 1869. Irish scientist Mary Ward died when she fell from her cousin's steam car and was crushed by her.
British road engineer JJ Leeming, comparing statistics for mortality rates in the United Kingdom, for transport-related incidents both before and after the introduction of motor vehicles, for travel, including existing water by motor vehicles: 1863-1870 periods exist: 470 casualties per million inhabitants (76 in railroads, 143 on the road, 251 on water); for the period 1891-1900 the corresponding numbers are: 348 (63, 107, 178); for the period 1931-1938: 403 (22, 311, 70) and for the year 1963: 325 (10, 278, 37). Leeming concluded that the data suggest that "travel accidents may even be more frequent a century ago than it is now, at least for men".
In 1969, a British road engineer compared circumstances around the road of death as reported in various American states before the introduction of a 55 mph speed limit (89 km/h) and drunk driving laws.
They take into account the thirty factors that are thought to affect the mortality rate. Among these include annual wine consumption, alcoholic beverages and malt drinks - drunk individually - amount spent on road maintenance, minimum temperatures, some legal actions such as the amount spent on the police, the number of police per 100,000 inhabitants, advanced programs for dangerous drivers, quality of driver testing, and so on. Thirty factors were eventually reduced to six by eliminating those found to have little or negligible effect. The last six are:
- (a) Percentage of total rural state highway mileage
- (b) Percent increase in motor vehicle registration
- (c) Motor vehicle inspection level
- (d) The percentage of state-managed highways appearing
- (e) Average annual minimum temperature
- (f) Per capita income
It is placed in a decreasing order of importance. These six accounts for 70% of the rate variation.
The first autonomous car incident in the world that resulted in pedestrian deaths occurred on March 18, 2018 in Arizona. The pedestrian was pedaling his bike outside the crossing, and died in hospital after being hit by a self-ridden car tested by Uber.
Society and culture
Economic cost
The global economic cost of MVC is estimated at $ 518 billion per year in 2003, and $ 100 billion in developing countries. The Centers for Disease Control and Prevention estimated the US cost in 2000 of $ 230 billion. The 2010 US report estimates $ 277 billion in costs including lost productivity, medical costs, legal and court costs, emergency service costs (EMS), insurance administration fees, congestion charges, property damage and workplace losses. "The value of social losses from motor vehicle accidents, which include economic impacts and assessments for lost quality of life, is $ 870.8 billion in 2010. Sixty eight percent of this value represents a lost quality of life, while 32 percent is the economic impact. "
Legal consequences
There are a number of possible legal consequences for causing traffic collisions, including:
- Traffic citation : the driver involved in the collision may receive one or more traffic citations due to improper driving behavior such as speeding, failing to comply with traffic control devices, or driving under the influence of drugs or alcohol. Confidence for a traffic violation is usually subject to fines, and for more serious offenses, suspension or revocation of driving privileges.
- Civil lawsuits : drivers causing traffic collisions may be sued for accidental damage, including property damage and injury to others.
- Crime prosecution : More severe driving errors, including driving disturbances, may result in criminal charges against the driver. In the event of death, allegations of vehicle killing are sometimes prosecuted, especially in cases involving alcohol. Confidence in alcohol offenses may result in the termination or suspension of long-term driver's licenses, and sometimes prison time, mandatory drug or alcohol rehabilitation, or both.
Fraud
Sometimes, people can make false insurance claims or do insurance fraud by doing a collision or jumping in front of a moving car.
United States
In the United States, individuals involved in motor vehicle collisions may be held liable financially for the consequences of a collision, including property damage, and injury to passengers and drivers. When other vehicle drivers are damaged by accident, some countries allow vehicle owners to recover both repair costs for reduced vehicle values ​​from erroneous drivers. Because the financial responsibility caused by causing accidents is very high, most US states require drivers to bring insurance liability to cover this potential cost. In the case of serious injury or death, it is possible for the injured person to seek compensation that exceeds the wrong driver's insurance coverage.
In some cases involving defects in the design or manufacture of motor vehicles, such as where a damaged design produces an accidental SUV rollover or acceleration, accidents caused by defective tires, or where injuries are caused or worsened as a result of airbags which is broken, it is possible that the manufacturer will face a class action lawsuit.
Art
Cars have come to represent part of the American Dream of ownership coupled with freedom of the road. The car crash violence rivals that promise and is the subject of artwork by a number of artists, such as John Salt, Jan Anders Nelson, and Li Yan. Despite English, John Salt is interested in the American landscape of damaged vehicles such as the Damaged Desert (oil airbrush on linen, 1972). Similarly, Jan Anders Nelson works with a shipwreck in a resting state in junkyard or forest, or as an element in his paintings and drawings. American Landscape is one example of Nelson's focus on unrest with cars and trucks spilled into the pile, left to the forces of nature and time. This recurring theme of violence is echoed in Li Yan's work. His paintings Accident NÃ,º 6 see the energy released during an accident.
Andy Warhol uses newspaper photographs of car accidents with passengers who died in a series of Disaster series from silkscreened canvas. John Chamberlain uses damaged car components (such as bumper and tangled sheets of fenders) in his welded sculptures.
See also
References
External links
- WHO road traffic injury
- NHTSA Accident Statistics
- US. DOT Fatality Analysis Reporting System FARS
- Death Traffic Congestion Death of WorldMap RoadMap 2009 per 100,000 Population 2009
Source of the article : Wikipedia
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