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Journal articles on the topic 'Median strips. Traffic safety. Traffic accidents'
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1
Prentkovskis, Olegas, Jurijus Tretjakovas, Audrius Švedas, Andrii Bieliatynskyi, Alfonsas Daniunas, and Kateryna Krayushkina. "THE ANALYSIS OF THE DEFORMATION STATE OF THE DOUBLE-WAVE GUARDRAIL MOUNTED ON BRIDGES AND VIADUCTS OF THE MOTOR ROADS IN LITHUANIA AND UKRAINE." Journal of Civil Engineering and Management 18, no. 5 (September 28, 2012): 761–71. http://dx.doi.org/10.3846/13923730.2012.731252.
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Traffic safety mainly depends on vehicles, pedestrians and road infrastructure. On highways, the heaviest traffic accidents are associated with crossing of the dividing strips by a vehicle and its collision with side obstacles on the junction or road bridge exit. These accidents often occur, when vehicles, running at a high speed, collide with obstacles, which may cause human injuries. In such cases, the probability of fatalities or heavy injuries to people in a traffic accident is very high. Road traffic infrastructure plays an important part in ensuring traffic safety on urban roads and highways. It includes guardrails, speed bumps, pedestrian safety islands, traffic regulation systems, road information infrastructure, etc. Guardrail (known as civil engineering element and traffic safety element) installation may help to reduce the number of human injuries and fatalities caused by traffic accidents. Guardrails of various types are installed on the roads of Lithuania and Ukraine. Guardrails, consisting of metal posts of the profile Σ and a protective beam of the profile W, i.e. ‘double-wave guardrails’, are among the most commonly used ones. The authors of this paper present the analysis of the deformation state of a double-wave guardrail (describing the strains and stresses of its elements).
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Bonneson, James A., and Patrick T. Mccoy. "Effect of Median Treatment on Urban Arterial Safety: An Accident Prediction Model." Transportation Research Record: Journal of the Transportation Research Board 1581, no. 1 (January 1997): 27–36. http://dx.doi.org/10.3141/1581-04.
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The development of a model for predicting the safety of an urban arterial street with a specified median treatment is described. The median treatments considered are raised-curb median, two-way left-turn lane (TWLTL), and undivided cross section. The model calibration was based on maximum-likelihood techniques, an assumed negative binomial distribution of the residuals, and a nonlinear relationship between accident frequency and daily traffic demand and segment length. Several conclusions were formulated on the basis of the model developed. One conclusion is that average daily traffic demand, driveway density, unsignalized public street approach density, median type, and adjacent land use are significantly correlated with accident frequency. In general, accidents are more frequent on street segments with higher traffic demands, driveway densities, or public street densities. Accidents are also more frequent when the land use is business or office as opposed to residential or industrial. The undivided cross section was shown to have a significantly higher accident frequency than the TWLTL or raisedcurb median treatment when parallel parking is allowed on the undivided street. When there is no parking allowed on either type of street, the difference between the undivided, TWLTL, and raised-curb median treatments is less distinct; however, the raised-curb median treatment tends to yield the lowest accident frequency in most situations.
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Upaphong, Phit, Pongsant Supreeyathitikul, and Janejit Choovuthayakorn. "Open Globe Injuries Related to Traffic Accidents: A Retrospective Study." Journal of Ophthalmology 2021 (February 4, 2021): 1–5. http://dx.doi.org/10.1155/2021/6629589.
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Purpose. To evaluate epidemiology, clinical characteristics and outcomes of patients sustained traffic-related open globe injury (OGI). Methods. The medical records of all OGI patients who were admitted in a tertiary referral center from January 2006 to December 2016 were retrospectively evaluated. Then, the records of injuries related to traffic accidents were identified and reviewed in detail. Results. Among the overall causes of OGI, traffic-related accidents comprised 92/978 (9%) of cases. Nearly half of the injuries (51%) occurred in the 20–39-year-old group and 59% involved automobile transportation. Globe rupture occurred in 48 (47%) eyes. Following treatments, LogMAR visual acuity (VA) significantly improved from a median (interquartile range) of 2.3 (1.9–2.3) to 1.7 (0.3–3.0), at the final appointment. Presence of relative afferent pupillary defect and presence of retinal detachment were predictors for poor final visual outcomes. Conclusions. Traffic-related OGI had a high prevalence in the young. The risky transportation modes were motorcycles in teenagers and automobiles in young adults. Despite treatment, there was a considerable proportion of impaired final VA. This information could help establish effective safety education and encourage regular adherence to road safety behaviors in the high-risk groups.
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Yücel, Ayhan, Ali Atahan, Turan Arslan, and Umur Sevim. "Traffic Safety at Median Ditches: Steel vs. Concrete Barrier Performance Comparison Using Computer Simulation." Safety 4, no. 4 (November 1, 2018): 50. http://dx.doi.org/10.3390/safety4040050.
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In Turkey, concrete V-shaped ditches are formed at the median section of divided highways to provide drainage. Recent accidents show that these ditches actually present safety risks to vehicles entering the medians. Vehicles either cross over the ditch, roll over, or become trapped in the ditch, depending upon the mass, size, speed, and angle of the entering vehicle. To overcome this safety risk and reduce the severity of these accidents, longitudinal barriers are installed along these ditches. Currently, in Turkey, steel barriers are extensively used to improve traffic safety at median ditches. In this paper, the crash performances of steel and concrete barriers used at medians with ditches are compared. A model of a standard steel EDSP-1.33 barrier and a model of a newly developed concrete C470 barrier were constructed, and impact simulations were performed for when they are installed at a ditch slope break point. A nonlinear finite element program, LS-DYNA, was used for the analysis. A 13,000 kg bus model was used to impact both barriers in accordance with European standard requirements for crash tests. Simulation results show that when the steel EDSP-1.33 barrier is used, the bus has the potential for excessive penetration of the ditch, with significant barrier deformation. Moreover, the barrier damage is extensive, resulting in increased maintenance costs. On the other hand, the concrete C470 barrier successfully contains and redirects the 13,000 kg bus impact, with minimal barrier deformation and safety risk. Even though the concrete barrier slides toward the inside of the ditch, the bus does not enter the ditch area and exits the barrier in a stable manner. Therefore, to increase traffic safety at ditches located at the median section of divided highways in Turkey, utilization of the newly developed concrete barrier C470 is recommended.
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Deac, Cristian, and Lucian Tarnu. "Considerations on the role of modernizing the road infrastructure in the prevention of road accidents." MATEC Web of Conferences 290 (2019): 06004. http://dx.doi.org/10.1051/matecconf/201929006004.
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The realizing and improvement of road infrastructure, of modern road networks provides normal, safe and pleasant road traffic conditions and also help prevent road accidents. The road network, with its constructive characteristics, has to offer optimal conditions for the movement of vehicles, pedestrians and other categories of participants in the road traffic. Starting from the case study of a road sector with heavy road traffic, the current paper analyzes the increase in road safety in Romanian localities along European and national roads through the implementation of specific measures such as setting up sidewalks, installing New Jersey median barriers, expanding the road sectors with 2+1 lanes, replacing normal pedestrian crossings with elevated crossings or with pedestrian crossing with mid-road waiting areas etc.
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Slam, Hajra, and Yasar Mahmood. "Contributory Factors of Traffic Accidents in Lahore Using Generalized Linear Models (GLM)." NUST Journal of Engineering Sciences 12, no. 1 (June 1, 2019): 33–43. http://dx.doi.org/10.24949/njes.v12i1.506.
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The geometric design of roads is the branch of highway engineering concerned with the positioning of the physical elements of the roadway according to standards and limitations with objectives to optimize efficiency and safety while minimizing cost and environmental damage. The present study aims to explore geometric design and other factors which cause of accidents in Lahore. Data is collected from TEPA (Traffic Engineering and Planning Agency), NESPAK (National Engineering Services Pakistan), CTP (City Traffic Police) and Rescue 1122 over a period of 3 years. Two phase sampling technique has been used. Data is carried out about demographic information, physical characteristics and geometric design of roads. All registered 356 traffic accidents have been used on Ferozpur Road, Multan Road, Canal Bank Road and Grand Trunk in Lahore. Poisson regression and negative binomial regression are discussed in this research. SPSS and R Language are used for analysis. The results show that most of accidents occur at office off timing and fatal due to reckless driving and over speeding. Mostly, cars and tralala hit the bikes and Pedestrians. The Poisson regression model gives good description of number of accidents depends on various explanatory variables. Number of lanes, type of locations and roadway light are statistically significant. Narrow Shoulder width (m), Median Width (m) and Lane width (m) increase accident occurrence. Three lanes and larger road structures increase accidents. Numbers of accident increase when Roadway, type of locations, roadway light and traffic control signals decrease.
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Levinson, Herbert S., Ingrid B. Potts, Douglas W. Harwood, Jerome Gluck, and Darren J. Torbic. "Safety of U-Turns at Unsignalized Median Openings." Transportation Research Record: Journal of the Transportation Research Board 1912, no. 1 (January 2005): 72–81. http://dx.doi.org/10.1177/0361198105191200109.
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Many state and local transportation agencies install nontraversable medians on multilane highways to improve safety and travel times and to manage local access better. While nontraversable medians restrict direct left-turn access to and from adjacent developments, traffic destined for these locations must use alternate routes, some of which may involve making U-turns at nearby median openings–-a movement often referred to as an indirect left turn. Until recently, the safety effects of increased U-turn volumes have been largely unknown. NCHRP Project 17–21, Safety of U-Turns at Unsignalized Median Openings, documented the safety performance and operational effects of U-turns at median openings. This paper presents the key findings from that research. It presents a summary of key literature and current highway agency practice related to median openings, a detailed classification scheme for median openings, and a summary of the results of comprehensive field studies. The research results indicate that access management strategies that increase U-turn volumes at unsignalized median openings can be used safely and effectively. Analysis of accident data found that accidents related to U-turn and left-turn maneuvers at unsignalized median openings occur infrequently. In urban arterial corridors, unsignalized median openings experienced an average of 0.41 U-turn-plus-left-turn accidents per median opening per year. In rural arterial corridors, unsignalized median openings experienced an average of 0.20 U-turn-plus-left-turn accidents per median opening per year. On the basis of these limited accident frequencies, there is no indication that U-turns at unsignalized median openings are a major safety concern.
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Bolla, Margareth E., Tri Mardiyati Sir, and Putri D. K. Djahamouw. "Motorcycle accident modelling for the formulation of motorist safety action programs in Kupang City." MATEC Web of Conferences 270 (2019): 03017. http://dx.doi.org/10.1051/matecconf/201927003017.
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Kupang city had to deal with transport safety issues where the total number of traffic accidents in 2017 increased by 51.05% compared to 2011. This study aims to describe and analyze the factors that affect motorcycle accidents through modelling by the method of Generalized Linear Models with Genstat and SPSS programm. Based on the results of the police report data summary, accidents most often occur on Sunday (15.95%); the time span at 18:00 to 23:59 pm (45.94%); type of hit the front (35.68%); victims died (12.19%), male sex (80.71%); age range 18-25 years (37.20%); with the level of education at the level of Higher Education (42.38%); worked in the private sector (37.75%); do not have a driver's license (75.43%). The results of the analysis of survey data obtained equation modelling accident MCA = 0,0006713* Flow 0.000275*exp [0.2144 LaneWidth - ShoulderWidth_Sidewalk 1.952 - 2.026 MedianRoad + 0.2139 Speed + 0.0513 Access]. Modelling results showed that the addition of total lane width decrease the number of motorcycle accidents by 10% per year, pavement by 6% per year, median by 13% per year, traffic flow by 3% per year, speed by 14% per year, access road by 2% per year. It is therefore recommended a program of action in the form of additional elements of the road medians and pavement on a road segment that the accident rate can be reduced.
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Natalia, Liana Fentani, and Ni Luh Putu Shinta Eka Setyarini. "AUDIT KESELAMATAN JALAN TOL KUNCIRAN-SERPONG." JMTS: Jurnal Mitra Teknik Sipil 3, no. 3 (August 7, 2020): 639. http://dx.doi.org/10.24912/jmts.v3i3.8387.
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The imbalance population and number of vehicles increasing from year to year with number of roads causing traffic jam. Build toll road is the government's effort to solve traffic jam. The construction of toll roads that carried out by Government is expected to be able reduce traffic jam on arterial roads but in reality does not reduce traffic jam even though traffic jam still exist on toll roads. Traffic jam causes stress and fatigue and can lead to traffic accidents. Indonesia has a much higher mortality rate compared to other countries. Traffic accidents are influenced by three main factors: human factors, vehicle factors, and road factors. To improve road safety and high number of deaths each year, it will carried out research by direct observation using the Road Safety Audit (RSA) form of the Kunciran-Serpong Toll Road. The result of this research by direct observation on Kunciran-Serpong Toll Road in general there are still many shortcomings, such as various types of road damage and pavement, there are no signs to bend to the left or right, the drainage system is not good on several roads, and the median is not good because not all segments get fenced.ABSTRAKKetidakseimbangan antara jumlah penduduk dan jumlah kendaraan yang dari tahun ke tahun semakin bertambah dengan ruas jalan yang ada hal tersebut menyebabkan kemacetan lalu lintas. Dengan membangun jalan tol adalah upaya pemerintah dalam menangani kemacetan. Pembangunan jalan tol yang dilakukan oleh Pemerintah diharapkan untuk mampu mengurangi kemacetan yang terdapat di jalan arteri namun pada kenyataannya tidak mengurangi kemacetan bahkan jalan tol sekalipun mengalami kemacetan. Kemacetan menyebabkan stres dan lelah fisik dan pada akhirnya dapat mengakibatkan kecelakaan lalu lintas. Indonesia memiliki tingkat kematian yang jauh lebih tinggi dibandingkan dengan negara lainnya. Kecelakaan lalu lintas dipengaruhi tiga faktor utama yaitu faktor manusia, faktor kendaraan, dan faktor jalan. Dalam rangka upaya penyelamatan jalan dan banyaknya angka kematian setiap tahunnya dilakukanlah penelitian metode observasi langung dengan mengunakan formulir Audit Keselamatan Jalan (AKR) atau Road Safety Audit (RSA) pada ruas jalan Tol Kunciran-Serpong. Hasil penelitian metode observasi langung pada jalan Tol Kunciran-Serpong secara umum masih terdapat banyak kekurangan, seperti berbagau jenis kerusakan jalan dan perkerasan, tidak ada rambu peringatan tikungan ke kiri maupun ke kanan, sistem drainase yang kurang baik pada beberapa ruas jalan, dan median yang kurang baik karena tidak semua ruas mendapatkan pemagaran.
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Kumara, S. S. P., and H. C. Chin. "Application of Poisson Underreporting Model to Examine Crash Frequencies at Signalized Three-Legged Intersections." Transportation Research Record: Journal of the Transportation Research Board 1908, no. 1 (January 2005): 46–50. http://dx.doi.org/10.1177/0361198105190800106.
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Before effective remedial treatments can be implemented at hazardous intersections, it is often necessary to identify the causal factors affecting accident frequency. However, a problem often encountered in safety studies is the underreporting of accidents. This biased reporting may affect the selection of the parsimonious model. This study analyzes the factors affecting road accident frequency at three-legged signalized intersection approaches in Singapore, with special emphasis to underreporting. The annual accidents at 104 three-legged signalized intersections are modeled as the sum of observed Poisson outcome of accident reports. The reporting mechanism is introduced as a probit equation. The model shows that several geometric, traffic, and traffic control factors significantly affected the accident occurrence. The total approach volumes, left-turn volumes, existence of unprotected left-turn slip roads, number of signal phases per cycle, use of permissive right-turning phase, and sites with sight distances less than 100 m or greater than 300 m appear to increase accident occurrence. However, the presence of right-turn channelization, provision of an acceleration section for left turning, existence of a surveillance camera, availability of median railings, and presence of an approach gradient greater than +5% may reduce the occurrence of intersection approach accidents. Moreover, the study shows that the reporting rate may drop because current law enforcement requires that only injury accidents and accidents at intersections in a residential area be reported.
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Sigit Hermanto, One, Agus Taufik Mulyono, and Latif Budi Suparma. "PENINGKATAN KESELAMATAN JALAN PADA BLACK SPOT JALAN PROVINSI DI KABUPATEN SLEMAN." Jurnal Transportasi 21, no. 2 (August 23, 2021): 109–22. http://dx.doi.org/10.26593/jtrans.v21i2.5159.109-122.
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The fatality rate of traffic accidents in Sleman Regency is increasing every year. This study aims to identify black spots and set priorities for repairing road infrastructure components needed to improve road safety on 3 provincial roads in Sleman Regency. The black spot is determined using the Accident Equivalence Number Method and the Upper Control Limit. The evaluation carried out resulted in the 3 worst segments on each observed road segment. The results of the road safety evaluation show that the technical implementation of traffic management and engineering, the technical use of road components, and the technicality of road equipment are the 3 technical requirements of the road with the lowest level of application. To improve road safety, this study recommends adding rumble strips, adding signs, relocating roadside hazards, and adding sidewalks and crossing zones.
Keywords: fatality; black spots; traffic accident; road; road safety.
Abstrak
Tingkat fatalitas kecelakaan lalu lintas di Kabupaten Sleman meningkat setiap tahun. Penelitian ini bertujuan untuk mengidentifikasi black spot dan menetapkan prioritas perbaikan komponen infrastruktur jalan yang diperlukan untuk meningkatkan keselamatan jalan di 3 ruas jalan provinsi di Kabupaten Sleman. Black spot ditentukan dengan menggunakan Metode Angka Ekivalensi Kecelakaan dan Batas Kontrol Atas. Evaluasi yang dilakukan menghasilkan 3 segmen terburuk pada setiap ruas jalan yang diamati. Hasil evaluasi keselamatan jalan menunjukkan bahwa teknis penyelenggaraan manajemen dan rekayasa lalu lintas, teknis pemanfaatan bagian-bagian jalan, dan teknis perlengkapan jalan merupakan 3 persyaratan teknis jalan dengan tingkat penerapan terendah. Untuk meningkatkan keselamatan jalan, studi ini merekomendasikan penambahan rumble strip, penambahan rambu, merelokasi hazard yang terdapat di tepi jalan, serta penambahan trotoar dan zona penyeberangan.
Kata-kata kunci: fatalitas; black spot; kecelakaan lalu lintas; jalan; keselamatan jalan.
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Darmawan, Andi, and Zainal Nur Arifin. "ANALISIS DAERAH RAWAN KECELAKAAN (BLACKSPOT) DI JALAN TOL JAGORAWI." Construction and Material Journal 2, no. 1 (April 23, 2020): 40–45. http://dx.doi.org/10.32722/cmj.v2i1.1256.
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Abstract Traffic accidents are a problem, especially on toll roadsbecause toll roads are designed as highways with high levels of comfort, smoothness and safety The number of accidents on Indonesian toll roads is still high. This research is expected to be able to address the above problems, especially the identification of accident-prone locations (black spot), accident characteristics, and proposed treatment at black spot. The location of the study was the Jagorawi Toll Road (2015 - 2017) for 49 Km. Identification of black spot used the Accident Equivalent Rate (AEK) method, and identified locations prone to accidents (black spot) on Jakarta - Ciawi route were Km 08 - 09, Km 22 - 31, Km 33 – 37, and Km 39 – 43, while on Ciawi - Jakarta, tracks were Km 04 - 09, Km 21 - 23, Km 28 - 29, Km 34 - 35, Km 40 – 41, and Km 44 - 45. Identification of accident characteristics using data approach analysis and statistical analysis were fine weather, one-lane, 00.00 - 06.00, lack of anticipation, self-accident and mini bus. The proposed handling of accident-prone locations (black spot) to reduce the number of accidents is by Minimum Service Standards (MSS) of toll road safety, such as traffic signs, street lighting, rumble strips and other toll road safety equipment. Keywords : Black spot, Equivalent Accident Number, Accident CharacteristicsAbstrak Kecelakaan lalu – lintas merupakan salah satu masalah, khususnya pada jalan tol. Dikarenakan jalan tol dirancang sebagai jalan bebas hambatan dengan tingkat kenyamanan, kelancaran dan keselamatan tinggi, tetapi jumlah kecelakaan di jalan tol Indonesia masih tinggi. Penelitian ini diharap dapat menjawab permasalahan diatas, khususnya identifikasi lokasi rawan kecelakaan (Blackspot), karakteristik kecelakaan, dan usulan penanganan pada lokasi rawan kecelakaan. Lokasi penelitian yang diambil yaitu Jalan Tol Jagorawi (2015 – 2017) sepanjang 49 Km. Identifikasi lokasi rawan kecelakaan menggunakan metode Angka Ekivalen Kecelakaan (AEK), lokasi yang teridentifikasi rawan kecelakaan pada jalur Jakarta – Ciawi yaitu Km 08 - 09, Km 22 – 31, Km 33 – 37 dan Km 39 – 43. Sementara pada jalur Ciawi – Jakarta yaitu Km 04 – 09, Km 21 – 23, Km 28 – 29, Km 34 – 35, Km 40 – 41 dan Km 44 – 45. Karakteristik kecelakaan menggunakan analisis pendekatan data dan analisis statistik yaitu: Cuaca cerah, lajur satu, 00.00 – 06.00, kurang antisipasi, kecelakaan sendiri dan mini bus. Usulan penanganan yang dilakukan pada lokasi rawan kecelakaan untuk mengurangi jumlah kecelakaan adalah dengan Standar Pelayanan Minimum (SPM) bidang keselamatan jalan tol, seperti rambu lalu lintas, lampu penerangan jalan, pita pengaduh (rumble strip) dan kelengkapan lainnya.Kata kunci : Lokasi Rawan Kecelakaan, Angka Ekivalen Kecelakaan, Karakteristik Kecelakaan
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Setyarini, Ni Luh Putu Shinta Eka, and Michael Gani Virgantara. "AUDIT KESELAMATAN JALAN TOL TANGERANG - MERAK." Jurnal Muara Sains, Teknologi, Kedokteran dan Ilmu Kesehatan 5, no. 1 (May 4, 2021): 135. http://dx.doi.org/10.24912/jmstkik.v5i1.9057.
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Tangerang-Merak Toll Road is a toll road connecting Tangerang and Merak Port, which includes Cikupa Toll Road, East Balaraja, West Balaraja, Ciakande, Ciujung, East Serang, West Serang, East Cilegon, West Cilegon, and Merak. With the more congested, will make the risk of car accidents also increased. In an effort to improve of road safety, especially toll roads, a Road Safety Audit (AKJ) is needed. Aspects examined and observed include geometric, traffic management, pavements, street furnitures and complementary buildings. As a result, it is concluded that in geometric aspect, in general has been designed in accordance with the provisions, but nevertheless there are parts that still require improvement. This research will discussed the existing condition of Tangerang-Merak Toll Road based on direct observation. The aspects reviewed are geometric, pavement, street furnitures and road complementary buildings such as Signs, Markings and Median roads. In the end, accident-prone areas will be obtained on tangerang-merak toll road with a comparison analysis of direct observation data, and traffic accident data. Keywords: Toll Road; Street funitures; Accident Prone Areas; Road Safety AuditAbstrakJalan Tol Tangerang-Merak adalah jalan tol yang menghubungkan Kota Tangerang dan Pelabuhan Merak yang mencakup Tol Cikupa, Balaraja Timur, Balaraja Barat, Ciakande, Ciujung, Serang Timur, Serang Barat, Cilegon Timur, Cilegon Barat, dan Merak. Dengan semakin padatnya ruas jalan tol tersebut akan membuat angka risiko kecelakaan mobil juga semakin meningkat. Dalam upaya meningkatkan keselamatan para pengguna jalan, khususnya jalan tol, maka perlu dilaksanakan Audit Keselamatan Jalan (AKJ). Aspek yang diperiksa dan diamati meliputi aspek geometrik jalan, manajemen lalu lintas, perkerasan, bangunan pelengkap jalan dan perlengkapan jalan. Sebagai hasilnya, diperoleh kesimpulan bahwa dari segi geometrik, secara umum jalan sudah dirancang sesuai dengan ketentuan, namun demikian ada bagian-bagian yang masih memerlukan penyempurnaan. Penelitian ini akan membahas kondisi eksisting jalan Tol Tangerang-Merak berdasarkan pengamatan langsung. Aspek yang ditinjau adalah aspek geometrik, perkerasan, dan bangunan pelengkap jalan seperti Rambu, Marka dan Median jalan. Pada akhirnya, akan didapatkan daerah rawan kecelakaan pada ruas tol Tangerang-Merak dengan analisis perbandingan dari data pengamatan langsung, dan data kecelakaan lalu lintas.
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Reva, O. M., V. V. Kamyshуn, V. A. Shulgin, and A. V. Nevynitsyn. "System analysis: the kemeny’s median as an optimization model of the preferences group system of air traffic controllers of the danger of the characteristic errors." Science, technologies, innovation, no. 3(15) (2020): 55–64. http://dx.doi.org/10.35668/2520-6524-2020-3-06.
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The systems of advantages of aviation operators of the “front line” on the indicators and characteristics of their professional activities is one of the indicators demonstrating the influence of the human factor on decision-making, and, consequently, on the “attitude towards dangerous actions or conditions”, which, in its turn, is one of the components of the current ICAO safety paradigm. The preference system is understood as an ordered series of the specified indicators and characteristics from the most dangerous to the least dangerous, including errors that can be made by air traffic controllers. Group systems of advantages have a number of properties (peculiarities of the prevailing in a particular society — control shift — opinions on the perception of threats and hazards, the influence of the attitude of instructor personnel to threats and dangers and the technology to overcome them, statistics of aviation accidents and serious incidents in the area of responsibility, etc.) that are desirable to take into account in the safety management process and that are found by aggregating individual systems of benefits. This aggregation occurs using strategies for making group decisions, from which one should point to the strategy of summing and averaging ranks, which is riskier, but allows establishing the degree of consistency of opinions using the Kendall concordance coefficient. An important strategy is based on the classical Savage decision-making criteria, which has an optimization content and allows minimizing deviations in opinions regarding the dangers of mistakes of both the majority and the minority of the group members. The Kemeny’s median has a pronounced nonparametric optimization content, but it is almost never used in studies of the influence of the human factor on decision making in aviation systems. Individual systems of preferences of m=37 air traffic controllers on the spectrum of n=21 characteristic errors were constructed by them using the usual method of pairwise comparisons and normative establishment of a part of the total hazard. The use of the technology for detecting and filtering out marginal thoughts — individual systems of advantages, which significantly differ from the general group, made it possible to distinguish a subgroup mA=26 with a high level of intragroup consistency of opinions: the coefficient of concordance is W=0.7144 and is statistically significant at a high level of significance a=1%. Individual preference systems of members of the mА subgroup were used to implement the heuristic algorithm and construct the desired Kemeny’s median, which improves the consistent preference system and has an unusually high coincidence with the group advantage systems obtained using other group decision strategies: the average value of Spearman’s rank correlation coefficient in 7 times increased its minimum acceptable value.
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"Assessment of Road Safety Audit of NH-69, Karnataka State, India." International Journal of Innovative Technology and Exploring Engineering 8, no. 6S4 (July 26, 2019): 921–26. http://dx.doi.org/10.35940/ijitee.f1188.0486s419.
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Road Safety Audit (RSA) is a formal procedure for assessing accident potential and safety performance of new and existing roads. RSA is an efficient, cost effective and proactive approach to improve safety of the road users with leading to any trend of accidents and their impacts. RSA appears to be an ideal tool for improving road safety in India, as basic and accurate data on accidents have yet to be collected in a scientific way as well as in a systematic method. It is evident from the traffic composition for the countries like India, where heterogeneous traffic with varying vehicle types differing in their vehicle static and dynamic characteristics. The project stretch considered is NH-69 (Bhadhravathi to Shivamogga – Karnataka State) ranging 22.1 Kms. The present study deals with road inventory, signage inventory, traffic volume count survey, spot speed study, Speed and delay study and other surveys such as topographic survey and Accident data has been collected for the stretch for a period of 2012-16 is collected and analysis is carried out. The study aims to evaluate Road Safety Audit of a section of four-lane National Highway (NH)-69 and will focus on evaluating the benefits of the proposed actions that have emanated from deficiencies identified through the audit process. Missing road and median markings to be done and speed signs should match with speed. Access and service lanes are also deficient which requires immediate improvement.
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Galante, Francesco, Filomena Mauriello, Mariano Pernetti, Maria Rella Riccardi, and Alfonso Montella. "Effects of Traffic Control Devices on Rural Curve Lateral Position." Transportation Research Record: Journal of the Transportation Research Board, August 24, 2021, 036119812110347. http://dx.doi.org/10.1177/03611981211034718.
Full textAbstract:
This study investigated, by means of a dynamic driving simulator experiment, road users’ behavior inside the curves of rural two-lane highways related to different advance warning signs, perceptual measures, and delineation treatments. These treatments were intended to warn drivers of the presence of low radius curves and to affect their behavior, improving vehicle control and lane-keeping. Five surrogate measures of safety were used in the evaluation of the design alternatives in relation to lateral position performance: standard deviation of lateral position, maximum encroachment in the shoulder, maximum encroachment in the opposite lane, relative length of shoulder encroachment, and relative length of opposite lane encroachment. Statistical tests were performed to verify whether the surrogate measures of safety were significantly different between alternatives. The analysis was divided into three phases. In the first phase, all the measures were preprocessed, testing normality and homoscedasticity assumptions. In the second phase, the presence of an overall effect considering all the alternatives was evaluated using analysis of variance and the Kruskal–Wallis test. In the third phase, Student’s t- and Mann–Whitney tests were used to assess which alternatives showed statistically significant effects. The results demonstrated that the perceptual measures, namely colored transverse strips, dragon teeth markings, and colored median island, were the most effective treatments. Field tests to establish the perceptual measures’ effectiveness on real roads are strongly advised. Implementation of the measures tested in the driving simulator should be carried out on similar rural highways to validate the results.