Relevant bibliographies by topics / Traffic Accident Commission

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  1. Journal articles
  2. Dissertations / Theses
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  4. Book chapters
  5. Conference papers

Academic literature on the topic 'Traffic Accident Commission'

Author: Grafiati
Published: 4 June 2021
Last updated: 3 February 2022

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Journal articles on the topic "Traffic Accident Commission"

1

Deme, Debela. "Road Traffic Accident in Ethiopia from 2007/08-2017/18." American International Journal of Sciences and Engineering Research 2, no. 2 (June 14, 2019): 49–59. http://dx.doi.org/10.46545/aijser.v2i2.90.

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Traffic accident increased periodically in alarming rate and it was a serious problem throughout the globe particularly in developing countries like Ethiopia. This research concerns on Analyzing Road Traffic Accident in Ethiopia from 2007/08-2017/18. The main objective of the study was to investigate the growth rate of road traffic accident, road network coverage and motorized vehicle, and relationship between them in the past elven (11) year. In order to address the required objective the study use secondary data collected from Ethiopia federal police commission, Ethiopia road authority and Ethiopia federal transport authority. Basically, descriptive and inferential statistical analysis approach was used to analyze the data. The finding of the study revealed that; in the past eleven year more than 291577 Road traffic accident, 912956km road network and 681000 motorized vehicles were developed. Due to Road traffic accident Ethiopia loses around 36.3 billion birr (estimated 1.3 billion $ in current exchange rate of 28 birr for 1$) in the past eleven (11) year in Ethiopia. In average annually Ethiopia loses around 0.9% of budget due to traffic accident in the past eleven year. Average annual growth rate of road traffic accident, road network development and motorized vehicle were 9.16%, 10.81% and 13.34% respectively. In Ethiopia in the past eleven (11) years more than 276491 road traffic accidents, 912956km road network and 681000 number of motorized vehicle were newly introduced since 2007/08 in the study period. The variation on road traffic accident, road network coverage in km and motorized vehicle between commencement of study period (2007/08) or Ethiopia millennium (2000E.C) with end of the study period (2017/18) were estimated around 25914, 82414 and 563003 respectively. Finally, the study intend that road traffic accident had no direct or indirect relation with growth of motorized vehicle and road network coverage in Ethiopia. To curb the problem faced due to road traffic accident the government and other stakeholder must careful the issues to minimize road traffic accidents in Ethiopia.
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Bondar, Tetiana, Olga Belenchuk, Yevhen Tepliuk, and Oleksandr Pyna. "ACCIDENT ANALYSIS – THE WAY TO EFFECTIVE TRAFFIC SAFETY MANAGEMENT ON ROADS." Avtoshliakhovyk Ukrayiny, no. 2 (266) ’ 2021 (June 20, 2021): 46–52. http://dx.doi.org/10.33868/0365-8392-2021-2-266-46-52.

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Road safety management begins with a detailed analysis of accidents, which is reflected in Article 24 of the Law of Ukraine “On Road Traffic” which states that when performing repairs and maintenance of roads, streets and railway crossings road maintenance organizations in the first place should take measures for road safety on the basis of accounting and analysis of road accidents, results of inspections and surveys of roads, streets and railway crossings, and especially in emergency and dangerous areas and in places of concentration of road accidents. The problem of reducing the accident rate and reducing the number of victims of road accidents during the maintenance of roads has so far been solved mainly by identifying areas (places) of concentration of accidents with the development of measures to improve road conditions and improve the organization of traffic on them and conducting annual commission spring and autumn inspections of the road network by representatives of road organizations and the police. However, the areas of concentration of road accidents were not fully covered on the road network of local significance due to the lack of accurate reference of the places of accident in the accident registration cards, as well as they were not identified on the streets and roads of cities and other settlements due to the absence of any criteria for their identification and therefore the maximum efficiency from introduction of management of sites (places) of concentration of road accident isn’t reached. The article analyzes the criteria for determining the areas of concentration of accidents on public roads in different periods, examines the dynamics of the number of areas of concentration of accidents and considers other modern opportunities for effective traffic safety management, in particular, inspection (inspection) of existing roads.
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POPOOLA, O. M., O. S. ABIOLA, S. O. ODUNFA, and S. O. ISMAILA. "COMPARISON OF ROAD TRAFFIC ACCIDENT PREDICTION MODELS FOR TWO-LANE HIGHWAY INTEGRATING TRAFFIC AND PAVEMENT CONDITION PARAMETERS." Journal of Natural Sciences Engineering and Technology 16, no. 2 (May 16, 2019): 1–10. http://dx.doi.org/10.51406/jnset.v16i2.1841.

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In Nigeria, literature on the integration of traffic of pavement condition and traffic characteristics in predicting road traffic accident frequency on 2-lane highways are scanty, hence this article to fill the gap. A comparison of road traffic accident frequency prediction models on IIesha-Akure-Owo road based on the data observed between 2012 and 2014 is presented. Negative Binomial (NB), Ordered Logistic (OL) and Zero Inflated Negative Binomial (ZINB) models were used to model the frequency of road traffic accident occurrence using road traffic accident data from the Federal Road Safety Commission (FRSC) and pavement conditions parameters from pavement evaluation unit of the Federal Ministry of Works, Kaduna. The explanatory variables were: annual average daily traffic (aadt), shoulder factor (sf), rut depth (rd), pavement condition index (pci), and international roughness index (iri). The explanatory variables that were statistically significant for the three models are aadt, sf and iri with the estimated coefficients having the expected signs. The number of road traffic accident on the road increases with the traffic volume and the international roughness index while it decreases with shoulder factor. The systematic variation explained by the models amounts to 87.7, 78.1 and 74.4% for NB, ZINB and OL respectively. The research findings suggest the accident prediction models that should be integrated into pavement rehabilitation. Keywords:
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4

Hesse, Christian A., John B. Ofosu, and Samuel K. Darkwah. "The Effect of Age on Road Traffic Fatality Index in Ghana." International Journal of Statistics and Probability 5, no. 4 (June 21, 2016): 111. http://dx.doi.org/10.5539/ijsp.v5n4p111.

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In this paper, data on road traffic casualties by age groups, from 2009 to 2013, will be used. Using published road traffic casualty statistics from the National Road Safety Commission of Ghana, a 2 ´ 8 contingency table is used to determine whether road traffic casualty and age group are independent. A one factor analysis of variance tests shall be used to conduct a comparative analysis of the rate of road traffic fatalities per 100 casualties across the various age groups in Ghana. A multiple comparison test, using the Fisher least significance difference (LSD) method, shall be conducted to determine which pairs of age groups are significantly different.The study will show that road traffic casualty is not independent of age group. The analysis of variance will show that there are significant differences in road traffic fatality indices (fatality per 100 casualties) among various age groups in Ghana. The risks of dying in a road traffic accident among children under 6 years and older population who are over 65 years are both significantly higher than those of other age groups. This points to the fact that, although smaller number of children under 6 years and older population who are over 65 years die in road traffic accidents each year, more and more people as a proportion of the recorded number of casualties, are being killed through road traffic accidents among these two categories of age groups. Thus, the probability of being killed in a fatal road traffic accident is significantly high in each of these two age groups.
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Dworzecki, Jacek. "Road safety in Poland, the Czech Republic and Slovakia. Presentation of international research results." ASEJ Scientific Journal of Bielsko-Biala School of Finance and Law 23, no. 2 (July 31, 2019): 6–10. http://dx.doi.org/10.5604/01.3001.0013.6513.

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The safety of road users is one of the most important elements of the functioning of every society. The data published by the European Commission shows that on roads in the EU in 2017 was 25.3 thousand deaths occuried in road accidents. To reduce the number of road accident victims, threats in this area should be identified and appropriate solutions implemented. The article presents factors in traffic accidents, elements of human mentality which have a significant impact on driving a vehicle, factors influencing a driver’s action in traffic and correlation of the system of safety management including the procedure of risk management. The article presents partial results of international scientific research carried out in Poland, Czech Republic and Slovak Republic. In the survey participated respondents from ten cities. Opinions were obtained from 642 people on the subject of individual personality factors determine the behaviour of vehicle drivers. Furthermore were presented respondents´ answers regarding legal changes relating to the proposal penalties for drivers participating in road traffic under the influence of alcohol and drugs. The article has been prepared within the frames of realizing a research project called „Simulator supporting police officers’ training in the implementation of activities during a road accident” no. DOB-BIO9/06/01/2018, which has received funding from the Polish National Centre for Research and Development.
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6

van Schoubroeck, Caroline. "Traffic Accident Compensation in Belgium: An Example for Europe?" Maastricht Journal of European and Comparative Law 10, no. 2 (June 2003): 199–213. http://dx.doi.org/10.1177/1023263x0301000205.

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On June 10, 2002 the European Commission adopted a proposal for a new Motor Insurance Directive. One of the goals of this proposal is to ensure that pedestrians and cyclists are covered by the compulsory insurance of the vehicle involved in the accident. Examples of legislation which has already sought to do so includes the French law (Loi Badinter in France) and Swedish law. It may be less well-known that Article 29bis of the Belgian Act of 21 November 1989 on the insurance against civil liability regarding the use of motor vehicles is another example of national legislation providing such coverage, not only of pedestrians and cyclists but also of motor vehicle passengers themselves. Belgian law provides a specific compensation for bodily injury and death incurred by every victim of a traffic accident involving a motor vehicle, with the exception of the driver. This is so regardless of whether the driver or the victim is at fault or not. This paper gives a brief overview of the key features of this compensation regime and its subsequent statutory changes and places it within the context of the case law.
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7

Popoola, M. O., O. A. Apampa, and O. Adekitan. "Impact of Pavement Roughness on Traffic Safety under Heterogeneous Traffic Conditions." Nigerian Journal of Technological Development 17, no. 1 (April 22, 2020): 13–19. http://dx.doi.org/10.4314/njtd.v17i1.2.

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H ighway safety is a major priority for public use and for transportation agencies. Pavement roughness indirectly influence drivers' concentration, vehicle operation, and road traffic accidents, and it directly affect ride quality. This study focuses on analyzing the influence of pavement roughness on traffic safety using traffic, pavement and accident data on dual and single carriageway operated under heterogeneous traffic conditions in South-west, Nigeria. Traffic crash data between 2012 and 2015 was obtained from the Federal Road Safety Commission (FRSC) and International Roughness Index (IRI) data from the Pavement Evaluation Unit of the Federal Ministry of Works, Kaduna. Crash road segments represented 63 percent of the total length of roads. IRI values for crash and non-crash segments was a close difference of 0.3,This indicates that roughness is not the only factors affecting occurrence of traffic crashes but a combination with other factors such as human error, geometric characteristics and vehicle conditions. Crash severity was categorized into Fatal, serious and minor injury crashes. In all cases, the total crash rate increases with increase in IRI value up to a critical IRI value of 4.4 and 6.15 for Sagamu-Ore road and Ilesha-Akure-Owo road respectively, wherein the crash rate dropped. The conclusion is key in improving safety concerns, if transportation agencies keep their road network below these critical pavement conditions, the crash rate would largely decrease. The study concluded that ride quality does not directly affect traffic crash rate. Keywords: Pavement conditions, traffic safety, International Roughness Index, crash rate, carriageway.
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8

Bello, E. I., and C. I. Usifo. "A Study of Urban Traffic Management- A Case Study of Lagos State Traffic Management Authority." Advanced Materials Research 62-64 (February 2009): 599–605. http://dx.doi.org/10.4028/www.scientific.net/amr.62-64.599.

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Lagos state is the commercial and financial capital of Nigeria. It is a coastal city with a population of 12 million and covers 2000 square kilometers. The road network extends over 2700 km with a vehicle density of 740 vehicles per kilometer. It consumes over 85% of petroleum products imported into the country. It has no rail or sea mass transit system and all movements of people and goods are by road. This has created a major traffic Management challenge and government intervention is the establishment of the Lagos State Traffic Management Authority( LASTMA). To understand the structure, strength, and weaknesses of the authority, the enabling law and accident statistics, were obtained from the Authority, the Nigerian Police, and the Federal Road Safety Commission. Questionnaires were administered to drivers unions and the general public. The results were analyzed and it was discovered that conflicts across agencies, corruption and high handedness exist. It was also established that the authority has to a great extent succeeded in improving orderliness on Lagos roads. LASTMA needs to pursue an aggressive public enlightenment to change driver’s behaviors.
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9

Niewiński, Przemysław. "THE MASTER OF A VESSEL WHILE INTOXICATED OR UNDER THE INFLUENCE OF ALCOHOL IN WATERBORNE TRAFFIC, AS A MODUS OPERANDI DIRECTLY AFFECTING MARITIME SAFETY." Rocznik Bezpieczeństwa Morskiego XV - Wydanie specjalne (July 5, 2021): 55–70. http://dx.doi.org/10.5604/01.3001.0015.0209.

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The main purpose of the article is to draw attention to the occurrence of the phenomenon directly affecting maritime safety and consisting in driving, navigating and steering the vessel in water traffic by the manager of the vessel who is intoxicated or drunk. This constitutes a danger and hazard to the vessel, its crew and passengers on board, and may also lead to a maritime accident or incident involving other vessels. In addition, the lack of specific implementing regulations concerning the procedure in the event of ascertaining the above offence, with the simultaneous obligation to penalize such behavior, imposed by the legislator on bodies statutorily delegated to detect and prosecute, results in only a partial solution of the described problem. In this article, the author uses literature on maritime safety, interpretation of legal regulations in force in this respect and data obtained from maritime administration bodies and the State Commission for Investigation of Maritime Accidents.
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10

Schreuder, Duco A. "Pollution-Free Road Lighting." Transactions of the International Astronomical Union 24, no. 3 (2001): 364. http://dx.doi.org/10.1017/s0251107x00001152.

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The beneficial effects of road lighting are often seen as very important. They relate to reducing road accidents and some forms of crime but also enhance the social safety of residents and pedestrians and the amenity for residents. Road traffic in developing countries is much more hazardous than in industrialized countries. Accident rates in ‘low’ income countries may be as much as 35 times higher than in ‘high’ income countries. Thus, it might be much more cost-effective to light roads in the developing world than in the industrialized world. Fighting light pollution is more pressing in developing countries as most of the major high-class astronomical observatories are there. Astronomical observations are disturbed by light from outdoor lighting installations, part of which is scattered in the atmosphere to form ‘sky glow’. The International Lighting Commission CIE has published a Technical Report giving general guidance for lighting designers and policy makers on the reduction of the sky glow.
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Dissertations / Theses on the topic "Traffic Accident Commission"

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Shrensky, Ruth, and n/a. "The ontology of communication: a reconcepualisation of the nature of communication through a critique of mass media public communication campaigns." University of Canberra. Communication, 1997. http://erl.canberra.edu.au./public/adt-AUC20050601.163735.

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Conclusion. It is probably now appropriate to close a chapter in the history of public communication campaigning. Weaknesses which have usually been seen as instrumental can now be seen for what they are: conceptual failures grounded in compromised ontologies and false epistemologies. As I showed in the last chapter, even when viewed within their own narrow empiricist frame, public communication campaigns fail to satisfy a test of empirical efficacy. But empirical failure reveals a deeper moral failure: the failure of government to properly engage in a conversation with the citizens to whom they are ultimately responsible. Whether public communication campaigns are a symptom or a cause of this failure lies beyond the scope of this thesis. But there can be little doubt that the practice of these campaigns has encouraged the persistence of an inappropriate relation between state and citizens. The originators and managers of mass media public communication campaigns conceive of and execute their creations as persuasive devices aimed at the targets who have been selected to receive their messages. But we do not see ourselves as targets (and there are profound ethical reasons why we should not be treated as such), neither do we engage with the mass media as message receivers. On the contrary, as social beings, we become actively and creatively involved with the communicative events which we attend to and participate in; the mass media, like all other communication opportunities, provide the means for generating new meanings, new ways of understanding, new social realities. But people are constrained from participating fully in public discussion about social issues; the government's construal of individuals as targets and of communication as transmitted messages does not provide the discursive space for mutual interaction. Governments should aim to encourage the active engagement of citizens in public discussion by conceiving of and executing public communication as part of a continuing conversation, not as packaged commodities to be marketed and consumed, or as messages to be received. It is time to encourage alternative practices-practices which open up the possibility of productive conversations which will help transform the relationship between citizens and state. However, as I have argued in this thesis, changed practices must be accompanied by profound changes in thinking, otherwise we continue to reinvent the past. Communication practice is informed by the ontology of communication which is itself embedded within other ontologies and epistemologies. The dominant paradigm of communication is at present in a state of crisis, caught between two views of communication power. On the one hand it displays an obsession with instrumental effectiveness on which it cannot deliver. On the other hand-in an attempt to discard the accumulated baggage of dualist philosophy and mechanistic models of effective communication-it indulges in a humourless critique of language which, as Robert Hughes astutely observes, is little more than an enclave of abstract complaint (Hughes 1993:72). This thesis has been an attempt to open up a space for a new ontology, within which we might create new possibilities.
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Books on the topic "Traffic Accident Commission"

1

Zambia. Commission of Inquiry into the Accident and Death of the Late Baldwin Mwanakumabu Nkumbula. Report of the Commission of Inquiry into the Accident and Death of the Late Baldwin Mwanakumabu Nkumbula. [Lusaka]: The Commission, 1996.

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Office, Victoria Audit. Management of major injury claims by the Transport Accident Commission. [Melbourne]: Govt. Printer, 2001.

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Zambia, Zambia Commission of Inquiry into the Accident Involving the Vice-President of. Report of the Commission of Inquiry into the Accident Involving the Vice-President of Zambia. [Lusaka]: The Commission, 1992.

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Zambia, Zambia Commission of Inquiry into the Accident Involving the Vice-President of. Summary of the report of the Commission of Inquiry into the Accident Involving the Vice-President of Zambia and the government's reaction to the report. [Lusaka]: The Commission, 1992.

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North Carolina. Governor's Highway Safety Program. State of North Carolina final report of the Governor's Highway Safety Commission: Driving while impaired recommendations. [Raleigh]: The Commission, 1988.

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Commission, Virginia State Crime. Chronic traffic offenders/DWI: Report of the Virginia State Crime Commission to the Governor and the General Assemly of Virginia. Richmond: Commonwealth of Virginia, 2000.

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Virginia. General Assembly. Joint Legislative Audit and Review Commission. Improvement of hazardous highway sites in Virginia: Report of the Joint Legislative Audit and Review Commission to the Governor and the General Assembly of Virginia. Richmond: Commonwealth of Virginia, 1997.

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New Jersey. Dept. of Insurance. New Jersey's mandatory motor vehicle liability insurance system: Report of the Commissioner of Insurance to the Governor and the Legislature on the feasibility of continuing the current system : pursuant to P.L. 1990, Chapter 8, approved March 12, 1990. [Trenton, N.J.] (CN 325, Trenton 08625-0325): [State of New Jersey, Dept. of Insurance, 1992.

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New Jersey. Legislature. Senate. Labor, Industry, and Professions Committee. Public hearing before Senate Labor, Industry & Professions Committee on Senate Bill 2594 (This bill embodies the recommendations of the Senate Special Committee on Automobile Insurance Reform), Senate Resolution 61 (This resolution establishes a commission to study the operation of the mandatory motor vehicle liability insurance law and the feasibility of eliminating mandatory liability insurance): October 16, 1986, Room 334, State House Annex, Trenton, New Jersey. Trenton, N.J: The Committee, 1986.

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New Jersey. Legislature. Joint Committee on Automobile Insurance Reform. Committee meeting of Joint Committee on Automobile Insurance Reform: "testimony from the Commissioner of Banking and Insurance and invited witnesses". Trenton, N.J: The Committee, 1998.

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Book chapters on the topic "Traffic Accident Commission"

1

Dadwal, Sumesh Singh, and Dhanwant Dadwal. "Management of Health and Safety Risks at Large Events." In Legal, Safety, and Environmental Challenges for Event Management, 21–41. IGI Global, 2020. http://dx.doi.org/10.4018/978-1-7998-3230-0.ch002.

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This chapter details and guides managers and researchers to consider organisational culture, risk management systems, procedures, principles, and processes to manage larger events successively and effectively without any potential tragedies, harms, and risks. It begins with the conceptual understanding of events and how the event organising involves managing health and safety risks. Health and safety management in such situations consists of organised efforts and procedures for identifying workplace hazards and reducing accidents and exposure to harmful situations and substances. The events are organised with different purposesm and each event has a unique blending of durations, seating, management, and people. This is further followed by risk management planning, which assists event organisers in devising and conducting events in the safest possible manner while mitigating losses. HSE England commissioned a study in 2012 and found a range of potential risks and remedies at major events. The main risk identified were design and construction, public health and safety risks, airborne and communicable diseases, non-infectious risk, respiratory diseases, road traffic accident, crowd control, strain on healthcare, workplace violence, fires, etc. Managing a safe event involves planning, assessing risks, precautions measure and corrective and perverting actions, contingency, emergency planning and procedures, effective communications, managing crowd and resources, review, and reflection. The primary legislation covering occupational health and safety in Britain is the Health and Safety at Work Act 1974, which makes employers responsible for the management of health and safety. It sets out the general duties which employers have towards employees and members of the public, and employees have to themselves and to each other. The last section discusses main principles of a H&S risk management policy followed by some case studies.
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Dadwal, Sumesh Singh, and Dhanwant Dadwal. "Management of Health and Safety Risks at Large Events." In Research Anthology on Public Health Services, Policies, and Education, 726–41. IGI Global, 2021. http://dx.doi.org/10.4018/978-1-7998-8960-1.ch034.

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This chapter details and guides managers and researchers to consider organisational culture, risk management systems, procedures, principles, and processes to manage larger events successively and effectively without any potential tragedies, harms, and risks. It begins with the conceptual understanding of events and how the event organising involves managing health and safety risks. Health and safety management in such situations consists of organised efforts and procedures for identifying workplace hazards and reducing accidents and exposure to harmful situations and substances. The events are organised with different purposesm and each event has a unique blending of durations, seating, management, and people. This is further followed by risk management planning, which assists event organisers in devising and conducting events in the safest possible manner while mitigating losses. HSE England commissioned a study in 2012 and found a range of potential risks and remedies at major events. The main risk identified were design and construction, public health and safety risks, airborne and communicable diseases, non-infectious risk, respiratory diseases, road traffic accident, crowd control, strain on healthcare, workplace violence, fires, etc. Managing a safe event involves planning, assessing risks, precautions measure and corrective and perverting actions, contingency, emergency planning and procedures, effective communications, managing crowd and resources, review, and reflection. The primary legislation covering occupational health and safety in Britain is the Health and Safety at Work Act 1974, which makes employers responsible for the management of health and safety. It sets out the general duties which employers have towards employees and members of the public, and employees have to themselves and to each other. The last section discusses main principles of a H&S risk management policy followed by some case studies.
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Conference papers on the topic "Traffic Accident Commission"

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Thurston, David F. "The Future of Train Control in Canada and an Analysis of the CaRRL Report on Enhanced Train Control." In 2019 Joint Rail Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/jrc2019-1225.

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Transport Canada, the regulatory arm of the Canadian Government commissioned a report from the Canadian Rail Research Laboratory (CaRRL) to investigate the risk mitigation of train to train collisions and other train control preventable accidents. This paper looks at the risks reviewed in the report and proposes a formula to provide a level of mitigation for individual railway lines to use in determining the minimum level of train control as discussed in the CaRRL report. Risks to be included are traffic levels, traffic type, track speed, track configuration, among others. Data used will be taken from the ROD database results used in the CaRRL report.
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