Academic literature on the topic 'Side-impact collisions Prevention'

The increasing number of traffic accidents can be caused by drivers, vehicles, highways, and the environment. In Indonesia, traffic accidents become one of the problems in the transportation sector. Prevention is done during this time to anticipate accidents only based on the data of the accident quantity that has occurred. Though factors or incidents that can cause accidents to become the biggest contributor in the event of accidents. For example, driving a vehicle in an unorderly manner, the pace of the vehicle with the above-average velocity set traffic rules, and sudden vehicle maneuvers. This research is done by identifying and analyzing the behavior of motorcyclists who affect accidents and applying TCT methods to observation data at points that become potential locations Against accidents. The research location is on the Narogong Highway which is divided into 2 segments. In Segment 1 begins at junction four Cipendawa (after the flyover Simpang Cipendawa) until the junction of the three Gg. Sawo (Bantar Gebang Market). Next, in Segment 2 starts from junction three of Gg. Sawo (Bantar Gebang Market) until the three houses of Vida housing. The results showed that the research location had potential that could cause the accident to be front-side on the first order, collision front-front on the second-order, and side-by-side collision on the third order. The speed of vehicles has an impact on accidents.

Safety should be the top priority for any automaker - because traffic accidents roughly killed 1.4 million people worldwide, ranking tenth on the World Health Organization's list of leading causes of death. Two decades ago, the focus was on passive safety, where it helps vehicle occupants to survive the crash. However, the frontier in safety innovation has moved beyond airbags and side-impact protection. Today, the frontier is active safety for preventing collisions before they occur. In Euro NCAP 2025 Roadmap, this active safety frontier falls under the primary safety and has become one of the overall safety rating initiatives toward safer cars. The primary safety features four technologies to be assessed, including driver monitoring (2020), automatic emergency steering (2020, 2022), autonomous emergency braking (2020, 2022), and V2x (2024). However, this initiative is partially encapsulated in the ASEAN NCAP Roadmap 2021-2025 under – 'Safety Assist' technological feature. For instance, in the new roadmap, ASEAN NCAP only focuses on Auto Emergency Braking (AEB) technology. This AEB is a feature to alert drivers to an imminent crash and help them use the car's maximum capacity. Therefore, as benchmarked to the EURO NCAP, this paper comprehensively reviews the AES demand, assessments, control, and testing methodology and can be further developed to consolidate for the ASEAN NCAP safety rating schemes.

Polyurea resin is widely used as a coating material for various structures owing to its relatively high strength and elongation ability along with applicability in improving the impact and explosion resistance of structures has been studied. Civil engineering structures are generally subjected to relatively low-speed impact loads, such as collisions with vehicles, falling rocks, and flying objects caused by typhoons. However, the reinforcing effect of polyurea resin against low-speed impact loads has not been well studied. The objective of this study is to understand the reinforcing effect of polyurea resin coating on RC members against low-speed and medium-speed impact loads and to evaluate its effectiveness. We conducted low-speed and medium-speed repeated impact tests using a falling weight and flying object on RC cantilevers and slabs coated with polyurea resin, respectively. In addition, numerical simulations were performed using the FEM to qualitatively reproduce the experiments. The results of the low-speed impact test showed that there was no significant reinforcing effect under the first impact. However, when the number of impacts increased, the maximum displacement was significantly suppressed; thus, the improvement of the impact absorption performance was confirmed. In addition, by coating the back side of the RC slab, the prevention of the scattering of concrete pieces was verified in the medium-speed repeated impact test.

Determining the optimal length of need (LON) to prevent vehicles from striking roadside hazards is an important part of roadside design. Although barriers can provide significant safety benefits by preventing run-off-road (ROR) crashes, the barrier itself presents a small but nonzero risk of serious injury or fatality. The purpose of this study is to present a method for quantifying the protection of barrier LON using departure corridors developed with NCHRP 17-43 data. Based on real-world ROR crash trajectories from the NCHRP 17-43 database, departure corridors were constructed. This study focused on a subset of 171 crashes on roads with a speed limit between 60 and 80 km/h with a reconstructed impact speed. In these crashes, the vehicle trajectory was interrupted by either a collision or a rollover. Our approach was to extrapolate the trajectory that could have been followed by the vehicle had the collision not occurred. The original trajectory data were retained before impact and extrapolated after impact using a linear fit. These corridors incorporated the effects of hazard location, departure side, and barrier location on the runout length. Left-side departures required a longer LON to intercept the same proportion of crashes. The runout length needed for objects close to the road based on the corridor method was much smaller than the length recommended by the 2011 Roadside Design Guide. The benefit of this corridor-based approach to barrier placement is that each agency can balance barrier length and the proportion of encroachments intercepted depending on their priorities.