1. Introduction

2. Methodology

3. Implementation

4. Results

5. Conclusions and recommendations

Acknowledgments

Appendix A. Supplementary material

References

Abstract

Currently, there are both methodological and practical barriers that together preclude the use of theoretically sound approaches for network screening as part of a traffic safety management process. Methodological barriers include, among others, lack of a comprehensive framework for corridor-level network screening. Existing corridor screening methodologies use observed crash frequency as a performance measure. In practice, corridorlevel screening is extremely important because traffic safety engineers prefer to deploy countermeasures and provide homogenous conditions throughout corridors to meet drivers’ expectations and avoid confusion. On the other hand, practical barriers that limit the use of sound approaches for traffic safety include (1) significant data integration requirements, (2) a particular data schema is needed to enable analysis using specialized software, (3) time-consuming and intensive processes are involved, (4) substantial technical knowledge is needed, (5) visualization capabilities are limited, and (6) coordination across various data owners is required. This research proposes a systematic methodology for corridor-level network screening. The solution algorithm is implemented within a Business Intelligence (BI) platform to address, to the extent possible, the practical barriers listed above. BI provides methods and mechanisms to integrate and process data, generate advanced analytics, and visualize results by using intuitive and interactive web-based dashboards and maps. Experiments and results illustrate the advantage of using the proposed framework for corridor-level network screening implemented within a BI platform.

Introduction

Ensuring traffic safety is the focus of such federal legislation as the Transportation Equity Act for the 21st Century (TEA-21), the Safe Accountable Flexible and Efficient Transportation Equity Act – A Legacy for Users (SAFETEA-LU), and the Moving Ahead for Progress in the 21st Century (MAP-21). SAFETEA-LU and MAP-21 both require that states develop comprehensive Highway Safety Improvement Plans (HSIPs) (FHWA, 2013). One of the critical programs of HSIPs is the traffic safety management process, which involves annual reporting of the highway locations that exhibit the most severe traffic safety needs. By identifying the most hazardous roadway site locations, specific countermeasures can be implemented to improve safety conditions. In a traffic safety management process, identifying locations with the potential for safety improvements is known as network screening. Network screening is critical because a detailed engineering study for all network sites is expensive. The purpose of network screening is to review the entire roadway network, or portions, and identify and prioritize corridors and sites with potential for safety improvements. These identified corridors are recommended for further investigation and a detailed safety engineering study.

For network screening, despite the availability of approaches such as the Empirical Bayes (EB) method recommended by the Highway Safety Manual (HSM) (AASHTO, 2010) and those that deal with unobserved heterogeneity (Mannering et al., 2016; Mannering, 2018), practitioners continue using very simplistic methodologies which rely only on observed crash frequency or crash rates. For HSIP reports submitted to the Federal Highway Administration in fiscal year 2014, only four states used the EB for network screening as described in the HSM (FHWA, 2015).

1. Factor Selection

2. Orthogonal test

3. Significant influence factor analysis

4. Case Verification

Conclusion

Acknowledgement

References

In this paper, pedestrian traffic accidents on the intersection are analyzed. The six parameters of the engine hood leading edge height to ground, engine hood trailing edge to the ground, pedestrian’ s height, pedestrian’ s weight, Vehicle collision speed, Pedestrian’s speed are taken as the analysis factors. The orthogonal test method is used to analyze the impact of these six parameters on the pedestrian-thrown distance. Furthermore, the orthogonal test is applied to the analysis of the influence of the factors to the pedestrian-thrown distance, as well as the different weight of the six factors and significant factors. Regression analysis and verification are conducted for the significant factors.

Factor Selection

Considering the convenience and accuracy of the parameters, this paper mainly takes six parameters as consideration factors, involving engine hood leading edge height to ground, engine hood trailing edge to the ground, pedestrian’ s height, pedestrian’ s weight, Vehicle collision speed, Pedestrian’s speed. Other relative factors with little impact, such as the length of the hood, the height off the ground of the lower and upper edges of the bumper and so on, take the default values of the original vehicle.

Vehicular wireless communications require both congestion control to guarantee the availability of a fraction of the bandwidth for safety-related event-driven messages in emergency cases, and awareness control to adapt the beaconing activity to the application needs and surrounding traffic situation. Most current approaches either ignore the traffic situation and only adapt the beaconing rate to the channel congestion state or override the congestion control limits, leading to questionable results in both cases. In this paper, we conceive and validate a novel approach, combining both aspects. Based on distributed Network Utility Maximization (NUM), our algorithm satisfies the constraints on channel availability, whereas the safety of the surrounding traffic situation is captured with a time-to-collision metric, used to assign priorities in the optimal allocation problem. The performance of the proposed approach is validated and compared to other popular algorithms. Results show that our proposal automatically anticipates a potential increase in rate due to a critical safety situation, but does not interfere with the reserved bandwidth for safety applications.

Introduction

Connected vehicles extend the capabilities of multiple advanced driver-assistance systems and automated vehicles by enabling the possibility of performing cooperative actions, such as Cooperative Automated Driving (CAD) or increasing the awareness of a vehicle’s sensor systems [1]. CAD can improve safety and efficiency by introducing Cooperative Adaptive Cruise Control (CACC) applications [2], including not only platoon driving, but also cooperative collision avoidance [3], among others. Cooperative inter-vehicular applications usually rely on the exchange of broadcast single-hop status messages (beacons) among vehicles on a single control channel, which provides detailed information about vehicle position, speed, heading, acceleration, curvature, and other data of interest [4]. Beacons, called Cooperative Awareness Messages (CAM) in European standards and Basic Safety Messages (BSM) in the US standard, are transmitted periodically at a certain beaconing rate. The aggregated load on the wireless channel due to periodic beacons can rise to a point where it can limit or prevent the transmission of other crucial messages, which is called channel congestion due to beaconing activity. Even though this problem has been previously analyzed by different related proposals [5]–[10], some aspects deserve further consideration.

Introduction

Car accidents are one of the major causes of mortality in modern society. While it is desirable to maintain the crashworthiness, car manufacturers perform crash tests on a sample of vehicles for monitoring the effect of the occupant in different crash scenarios. Car crash tests are usually performed to ensure safe design standards in crash-worthiness (the ability of a vehicle to be plastically deformed and yet maintains a sufficient survival space for its occupants during the crash scenario). However, this process is very time consuming and requires sophisticated infrastructure and trained personnel to conduct such a test and data analysis. Therefore, to reduce the cost associated with the real crash test, it is worthy to adopt the simulation of a vehicle crash and validate the model results with the actual crash test. Nowadays, due to advanced research in simulation tools, simulated crash tests can be performed beforehand the full-scale crash test. Therefore, the cost associated with the real crash test can be reduced. Finite element method (FEM) models and lumped parameter models (LPM) are typically used to model the vehicle crash phenomena and hence can help the designer to better design the vehicle with less number of crash tests. Vehicle crashworthiness can be evaluated in four distinct modes: frontal, side, rear and rollover crashes.

1. Introduction

2. The concept of traffic safety

3. Road traffic strategies

4. Integrating the concept road traffic in Romania international environment

5. Statistics on road accidents in Romania

6. Conclusions

References

The paper focuses on issues regarding the adaptation of specific elements related to the concept of road traffic in Romania, to the existing European / world provisions. The authors took into account the specific aspects of the factors that define this concept, including traffic legislation, environment conditions, road infrastructure, characteristics of equipment specific to road traffic, and aspects of drivers’ education. The authors also took into account the provisions concerning the adopted vision and sustainable road safety. Last but not least, in developing the concept of road traffic safety, the authors considered road traffic statistics from Romania for the period 2013-2015. The authors of the concept of security is the integration frond, with the quality of the road in Romania, considering the intensity of traffic and the environmental pollution. The statistical data covering a period of10 years, the period 2001-2011; fleet during this period registered significant grow the in Romania, mainly in 2006-2008.

Introduction

Traffic safety and organization is an embodiment of the state policy in the field of protecting human life and health, by preventing road traffic accidents and reducing their consequences. Particular attention should be paid to road safety, an issue that is becoming more acute and that is increasing its social significance with the increase in road traffic. Increasing traffic safety on public roads is achieved by taking several concomitant measures. An important part of these measures is linked to the construction of vehicles, starting with the improvement of braking systems and ending with the endowment of cars and drivers with special devices. Increasing road safety is also achieved by improving the methods of designing roads and by perfecting the execution technology of road construction works, in particular the methods of executing the road surface. An important role is played by increasing the traffic discipline on public roads and by spreading the knowledge about traffic safety among drivers, among population and in schools. Road traffic safety can be guaranteed only by the simultaneous fulfilment of the following conditions: a) strict compliance by drivers and pedestrians of traffic rules on the roads; b) good technical condition of vehicles; c) by allowing unhindered movement of vehicles, at a foreseen speed and according to the designed intensity under the conditions approved by the plan and road profile; d) by preserving adequate road conditions for transport and exploitation (flatness, adhesion coefficient) by maintenance and repair units as established during the execution phase, and by timely removal of the influence of external factors, primarily climate-related ones (fog, rain, ice, snow, etc.) e) by properly informing drivers of road conditions and traffic arrangements, by installing road signs, and in some cases, by directing traffic.

Research and statistical figures often conclude that traffic accidents are an iceberg for comprehending the discrepancies of traffic management and entire transportation systems. Figures detailing traffic accidents in Indonesia, as is the case in many other countries, show significantly high numbers and severity levels; these types of totals are also evident in Jakarta, the highest-populated city in the country. Indonesia now has a population of more than 230 million people, and the country’s economic growth has given rise to increases in transportation demand and vehicle ownership. Similar figures are also evident in Jakarta, the capital, which has a population of almost 10 million people. The figures are even higher in the daytime due to commuters from the outlying areas and some supporting cities (i.e., Jabodetabek). We predict that Jakarta may have a population of around 12 million people during the daytime. With a road ratio of only less than 7%, the high vehicle growth rate and poor public transportation contribute to high-density road use. This problematic situation is hard to resolve as more than 90% of the available transportation modes are road-based. Figure 1 shows the numbers of traffic accidents in Indonesia over the last ten years (2004–2013). The table also indicates some classifications of accident severity: fatalities, severe injuries, and light injuries. Although fatalities and severe injuries are much fewer compared to light injuries, their numbers and trends are still high.