Dissertations / Theses on the topic 'Traffic accidents Australia Research'

A large percentage of automobile accidents in city traffic occur at speeds below 15 mph. Unfortunately there is a scarcity of experimental crash data at these low speeds to help investigators to reconstruct accidents. Accident reconstruction experts have consequently attached a low level of confidence to speed predictions from vehicle crush at the low end of the speed spectrum. The need for more experimental crash data, especially in a low speed range, has repeatedly been mentioned by accident investigators. The University of British Columbia Accident Research Croup has constructed a crash test facility in conjunction with the Insurance Corporation of British Columbia to address this need. The lCBC-UBC barrier is a low speed crash test facility. A description of the ICBC-UBC crash barrier, its systems and crash testing techniques at the ICBC-UBC facility are presented in this thesis. Also multiple impacts on the same vehicle are investigated to see if this technique provided accumulated crush data that reproduced known high speed crashes. In addition, the preliminary findings are presented on the impact speed to initiate permanent crush and subsequent implications toward vehicle crush characteristics in a low speed range.
Applied Science, Faculty of
Civil Engineering, Department of
Graduate

Crashes resulting from automobiles running a red light are typically severe in nature. One way to try to reduce the number and severity of these types of crashes is by increasing the red clearance interval of a traffic signal. In Portland, Oregon, eight intersections received a variety of treatments including red extensions. Determining which treatment had what effect can be difficult to weed out. Using a combination of crash analysis and a model simulating an intersection with red extensions, this paper describes the estimated impact of red light running intersection upgrades and red extensions on crashes. By performing a variety of before and after crash analysis, a reduction of angle crashes after treatments was detected, with a crash modification factor of 0.64 +/- 0.28 using the Empirical-Bayes method. Output from the simple simulation also suggest that red light running crashes can be reduced with red extension technology and confirms crash modification values determined from the Empirical-Bayes method.

Thesis (MScEng)--Stellenbosch University, 2013.
ENGLISH ABSTRACT: Road traffic accidents have been a global concern facing all countries. Approximately 1.2 million people are killed annually as a result of traffic accidents and 50 million are injured. More than 90 percent of road fatalities occur in the developing world which has only 48 percent of the world’s registered vehicles. Beyond the problem of road fatalities, road traffic accidents result in disability and long term injury. They also cause considerable economic losses to victims and their families and damage properties and infrastructures. In South Africa, pedestrian fatalities account for about 40 percent of all road traffic accidents. Behaviour patterns of both pedestrians and motorists at pedestrian crossings are the main influential factors of pedestrian accidents. This study investigates behaviour patterns of pedestrians negotiating different types of crossing facilities in the town of Stellenbosch, in South Africa. A total number of 17 pedestrian crossings were selected for the study on the basis of their geometric and operational characteristics. Video-based observations together with on-street interviews were used to understand crossing behaviour patterns, namely pedestrian walking speed, pedestrian delay, gaze behaviour, pedestrian-vehicle conflicts, pedestrian compliance with road traffic rules and gap-acceptance behaviour. Results of the study showed that male pedestrians walk more than female pedestrians. The 15th percentile crossing speed for all pedestrians observed while crossing was found to be 1.13 m/s whereas the mean crossing speed was found to be 1.48 m/s. Demographic variables appeared to significantly influence pedestrian walking speed. Male and younger pedestrians exhibited higher walking speeds than female and older pedestrians. Pedestrian walking speed was also found to be affected by group size, encumbrance, type of pedestrian facility and distraction while walking. However, no effects of conflicts and the presence of a pedestrian refuge on pedestrian walking speed were found in this study. A mean total delay of 5.10 seconds was found in this study. Male and younger pedestrians experienced shorter delay compared to female and older pedestrians. The type of pedestrian facility and traffic signals during which pedestrians arrived at the kerb and crossed appeared to be other influential factors of pedestrian delay. With regard to gaze behaviour, an average number of head movements ranged from 2 to 5 at the kerb and from 3 to 5 while crossing. Conflicts with motorists peaked where crossing distances were longer and traffic volume was heavy. A red light violation ranging from 82 to 87 percent was observed in this study and on-street surveys indicated that beliefs and attitudes towards traffic control devices and traffic environment significantly explained pedestrians’ unsafe crossing behaviour. The calculated critical gap and critical lag ranged from 2.19 to 3.90 seconds and the effect of crossing distance on gap-acceptance emerged in this study. Possible interventions are finally suggested.
AFRIKAANSE OPSOMMING: Padongelukke is 'n wêreldwye probleem wat al die lande in die gesig staar. Ongeveer 1,2 miljoen mense sterf jaarliks as 'n gevolg van verkeersongelukke en 50 miljoen word beseer. Meer as 90 persent van padsterftes kom voor in die ontwikkelende wêreld met slegs 48 persent van die wêreld se geregistreerde voertuie. Bo en behalwe die probleem van padsterftes, het padongelukke gestremdheid en lang termyn beserings tot gevolg. Dit veroorsaak ook aansienlike ekonomiese verliese vir die slagoffers en hul gesinne en skade aan eiendomme en infrastruktuur. In Suid-Afrika is voetgangersterftes verantwoordelik vir sowat 40% van alle padongelukke. Gedragspatrone van beide voetgangers en motoriste by voetoorgange is die belangrikste bepalende faktore van voetganger-ongelukke. Hierdie studie ondersoek gedragspatrone van voetgangers by verskillende tipes kruisings in die dorp van Stellenbosch Suid-Afrika. ʼn Totale aantal van 17 voetoorgange is gekies vir die studie op die basis van hul geometriese en operasionele eienskappe. Video-gebaseerde waarnemings saam met op-straat onderhoude is gebruik om kruising-gedragspatrone, naamlik voetganger stapspoed, voetganger vertraging, kyk gedrag, voetganger-voertuig konflikte, voetganger nakoming van padverkeersreëls en gaping-aanvaarding gedrag te verstaan. Resultate van die studie het getoon dat manlike voetgangers vinniger loop as vroulike voetgangers. Die 15de persentiel kruising spoed vir alle voetgangers waargeneem binne kruisings was 1,13 m/s, terwyl die gemiddelde kruising spoed 1,48 m/s is. Demografiese veranderlikes beïnvloed voetgangers loop-spoed. Manlik en jonger voetgangers loop vinniger as vroulike en ouer voetgangers. Voetgangers loop-spoed word ook geraak deur die grootte van die groep, die dra van items, die tipe voetganger-fasiliteit en afleiding terwyl geloop word. Daar is egter geen gevolge van konflikte op voetgangers loop-spoed in hierdie studie gevind nie. 'n Gemiddelde totale vertraging van 5,10 sekondes is in hierdie studie gevind. Manlik en jonger voetgangers ervaar korter vertraging in vergelyking met die vroulike en ouer voetgangers. Die tipe voetgangerfasiliteit en verkeerseine was ander invloedryke faktore van voetganger vertraging. Vir waarneming van die verkeer is gevind dat die gemiddelde aantal kopbewegings gewissel het van 2 tot 5 teen die randsteen en van 3 tot 5, tydens die kruising. Konflikte met motoriste het ʼn hoogtepunt bereik waar kruising afstande langer en verkeersvolume hoër was. Rooi lig oortredings wat wissel van 82 tot 87 persent is in hierdie studie waargeneem en op-straat opnames het aangedui dat houdings teenoor verkeer-beheer toestelle en die verkeersomgewing die voetgangers se onveilige kruising-gedrag verduidelik. Die berekende kritiese gaping het gewissel van 2,19 tot 3,90 sekondes en die effek van die kruisinglengte op gaping-aanvaarding het in hierdie studie na vore gekom. Moontlike intervensies word voorgestel.

碩士
玄奘大學
法律學系碩士班
103
As early as 4.2.1981, former president Chang Ching-Kuo mentioned in one of his speeches that ‘accidents are frequently occurring and causing death and injury. This means our traffic regulations face a problem and have to be improved thoroughly’. This is an early sign of problem awareness and points to the huge impact traffic accidents have on the whole of society. The World Medical Association pointed as early as 2010 to the fact, that traffic accidents are the 3rd most important factor contributing to disease and injury worldwide. Amongst traffic accidents, negligence is the most common cause leading to the openingof a criminal investigation, thus consuming lots of administrative and judicial resources. Resources are strained in terms of material and human capital. Therefore, the author tries to analyze the vast corpus of traffic related norms and to discuss the following: are norms defining the scope of what constitutes an accident sufficient? How about expert opinion in traffic accidents? Are norms concerning traffic appropriate when dealing with traffic accidents? Have these rules an accident lowering impact? Amongst all the differing responsibilities of today’s police, traffic and traffic accidents are demanding tasks; man power, operational skills, development of standard procedures, all these are to be dealt with in an effective way. In this respect, the author reflects his past experiences as a member of the police force. Regarding criminal negligence in traffic, the thesis analyzes the borderline of determining criminal cases and the problem of what cases are worth criminal punishment. In this respect, the author discusses the example of the Anglo-American law system that divides negligence into gross negligence and common negligence. The former is a case for criminal law, the latter is dealt with by administrative law. It is considered to what extent such a dual approach might help the Taiwanese practice, especially when it comes to cases where one party tries to bully the other party by using a criminal case in order to pressure for private law compensation. Due to this, the author hopes that his thesis may be useful for practitioners and for legal scholars alike when it comes to improving the current situation. There is room for enhancing human rights within the quarrels of traffic litigation.

碩士
國立高雄大學
法律學系碩士班
103
The invention of means of transportation brought enormous convenience to the modern society. However, traffic accidents became inevitable because of the usage of the foresaid. Therefore, one shall not neglect the problems, including physical injuries, casualties and property damages, resulting from traffic accidents. It is especially critical to identify and clarify the responsibilities after such accidents occur. In addition, how the trace is collected at the scene and professional competence of the police often closely affects the impartiality and credibility of the investigation system. After the responsibilities are clarified, damage claims will be coming next. In practice, different judging criteria often result in different judgments, and hence the fairness between the parties will be infringed. In light of the foregoing, whether the damage claim system is solid in a traffic accident case may also be deemed how a country values traffic issues and human dignity. This thesis analyzes the traffic accident damage liabilities based on statute interpretations, and concentrates on appraisal systems, responsibility clarifications, responsibilities of the perpetrator, legal effects, statute of limitations, contributory negligence, and the relations between traffic accident liabilities and compulsory automobile liability insurance. This thesis also collects extensive court opinions and uses academic opinions as supplementary views, in order to pursue a reasonable and fair determination of the damage amounts.

University of Technology, Sydney. Faculty of Law.
There are different notions of justice that support different reasons for compensating people injured in automobile accidents. The' traditional' method of compensating such persons is the tort system, which involves accident victim proving that fault of some other person caused their injury. This system is not a compensation scheme per se, but a means of shifting losses in accordance with community expectations. This system was criticised during the 20th-century for its inequity, expense and delay. Alternative compensation systems developed which supplement or replace tort as a means of access to compensation. These are divided into 'hybrid' systems - add-on, threshold and choice no-fault - and 'pure' no-fault. There are numerous arguments for and against each system and no one scheme has emerged as the system of choice internationally. In Australia, which is a Federation of states and territories, each jurisdiction has a separate scheme. The majority are fault based but with variations in benefit structures. There is also an add-on no-fault system in Tasmania, a threshold no-fault system in Victoria and a pure no-fault scheme covering residents of the Northern Territory. This pattern of diversity could be expected because of reluctance to embrace change when alternatives are not universally viewed as superior. Chapman and Trebilcock argue that the diversity signifies political instability that is not seen in other areas of law such as workplace injuries, products liability and medical malpractice. They hypothesise that because appreciation of facts surrounding automobile accidents and core values within communities across a Federation such as Australia should be similar, the probable reason for diversity is the existence of majority voting cycles and sequence dependent outcomes. A critical analysis of Chapman and Trebilcock's reasoning shows that their basic premise is faulty. An examination of the evidence from the structure of each Australian scheme, and the scheme reviews and debates on points of change during the period from 1970 to date, demonstrates that in relation to Australian automobile accident compensation schemes, Chapman and Trebilcock's theory is probably wrong, and the diversity is a result of rational democratic political processes.

碩士
中華科技大學
土木防災與管理碩士班
106
The occurrence of traffic accidents often occurs between you and my daily life. Except for the normal road sections, the frequencies at the intersections are also quite high. Most traffic accidents are mainly due to traffic violations and non-compliance with traffic regulations. Because transport facilities are not properly set up, traffic accidents occur frequently. Therefore, in order to effectively reduce the occurrence of traffic accidents, in addition to understand and obey traffic regulations, traffic enforcement is also relatively important. This study will find the best solution to reduce the number of traffic accident by literature investigations, case studies, expert interviews, questionnaire surveys, and AHP hierarchical analysis. To reduce traffic accidents, improve transport facilities, and enforce traffic safety advocacy and workshops as the core of the main discussion. Obtain the best conclusions through the above methods. Based on the results of the AHP analysis in this study, we learned that if we want to reduce traffic accidents, we had to first strengthen traffic enforcement, improve traffic facilities, and finally promote and teach traffic safety. In addition, the concept of “defense driving” must also be developed and reduced the occurrence of traffic accidents and reduce the loss of people’s lives and property.

碩士
逢甲大學
運輸科技與管理學系
103
The 3E conditions of improving traffic, Engineering, Education, Enforcement, show that the primary condition of traffic is Engineering, for good traffic engineering design can let driver and pedestrian observe the law with ease; on the contrary, bad traffic engineering design will let driver and pedestrian unwittingly break law, or even want to observe the law very hard. So when there is a traffic accident occurred, we must examine the traffic engineering design’s rational first, and related traffic facilities’ faultless; instead of exploring single-mindedly whether the driver violate the law. The designation between the urban road sideline and the separating among the speed lanes has been the study issue over the years in the conferences of arbitrated organizations. Although the regulations clearly define "Border-line marking" as indicating the boundaries of the outside edges of the road or the shoulder, there is still a lack of designation regulations in road traffic applied construction. It becomes the front/rear dialectical point of the parties involved in the accidents, and is applied for identifying by different arbitrated organizations over and over with the proceeding of the litigation; it’s easy to cause dispute and litigation for many years if there is the discrepancy of the identified results, and lead to the economic and mental burden of the parties for many years, and spend a lot of social costs. The study will statistically analyze through related accidents identified cases and statistics of Taichung arbitrated organizations, such as areas, renewed discussions and judgments, and by Chi-Square Test result to verify the urban road sideline designation of Taichung city and indeed the perpetrators responsible for the accident has a significant relationship. Besides to investigate on the spot, survey the shortcomings of sideline current designation, consult and visit engineers, experts, scholars, insurance claim adjusters, to find out the missing of road facilities and traffic management, and the inadequacies of laws and regulations in order to provide a basis for the traffic improvement countermeasures, even the future set decree is the basis

碩士
南開科技大學
福祉科技與服務管理所
103
The rates of the elderly population significantly increase due to national life extended with medical progress. By the end of 2013, the population in Taiwan is up to 23,373,517, the elderly people above 65 years old have been up to 2,695,406, having 11.53% of the total population. The following problems to social effects by the elder increase with population aging will increase day by day. According to National Police Agency, Ministry of the Interior statistics, there are 6,085 people died in Taiwan area in 2011 to 2013, the death number of the eider was 1,439,having 23.64% of the deaths. It shows that the rate of death of the elder is higher than other aged people when the car accidents happened. This research is based on the elder encountered 21 A1 class traffic accidents, using a theory "Service Experience Engineering Method, SEE" developed innovated application research institute of funding strategy in 2008.From the view of perpetrators and processing accident police, using the method of service experience observation and the interview carries out service to experience the context insight. To analyze the A1 class car accidents of the elders, get the five big behavior meeting whole model, including “meeting whole interactive model, and sequence model, and tool artifacts model, and culture model, and entity model” together and propose why the elder encountered A1 class car accidents was due to not wearing bright clothing, going through the road and not following the signs and the marks indicate, makes the elder have better traffic environment in the future. The results of this study are as follows: First, through the experience of SEE insight, it helps to understand seniors category A1 traffic style, behavior patterns, and the true cause and obstruction of the accident, engineering assessment for this study, the service experience, identifying seniors category A1 traffic accident cause and hidden service opportunities. Analyze accident factors of the elder to research measures about improving traffic security; By the results of the analysis about the elder encountered A1class car accidents, which are based on environment, walking is the most, what’s more is no-signals condition, the last is riding motorcycles in the slow lane; Based on the causes, not wearing bright clothing, not following the signs and the marks, and making turns are the most, and then is riding motorcycles not following the direction when making a right or a left turn. It obviously shows the elder encountered A1 class car accidents may be improved by the results of the analysis. That will reduce the elder encountered A1 class car accidents, promoting road safety for them. Keywords: Experience project, The elder, A1 class car accidents, Road safety.

Conventional road safety models rely on historical crash data. Locations with high crash injury statistics are given primary interventions. However, crash data are subject to errors, under-reportings, inaccuracy, and requires years to get updated, as crash events are infrequent and partly random(Gettman, Pu, Sayed and Shelby, 2008), as well as road conditions might change. With the advances in connected vehicle technologies, vehicles can be used as mobile sensors that collects driver behavior information. And if found correlated with the crash data, the driver behavior indices can act as safety surrogate measures. This dissertation focuses first on presenting an algorithm for mapping a vehicle sensing big dataset to a digital road network, in a metropolitan city, using the accompanied GPS trajectories. This is a challenging task since the data collected from the on-board-diagnostic port of the vehicle is sampled at a low ping rate, adding to that the excess of GPS noise in urban canyons, which makes the map matching problem even harder. Next, a spatial correlation study is presented. It investigates the spatial relationship between the driver behavior indices (i.e. speed parameters, hard braking and hard acceleration) and crashes (crash frequencies and crash rates, normalized with traffic volume). Highways and non-highway roads are bucketed separately. The other focus of this dissertation is developing an injury-prediction network screening model, that provide safety ranking of road intersections. Novel explanatory variables are derived from the telematics data, such as intersection traffic maneuvers and traffic conflicts. The non-linearity between the explanatory variables as well as the spatial dependency between road intersection is also tested.

碩士
逢甲大學
運輸科技與管理學系
99
With the evolution of urban development in Taichung, the infrastructures of government, economy, transportation, culture, and social welfare are continuously developing. New road planning expands and updates with the new blueprint of urban planning. Therefore the transportation routes substantially changes, followed by the parties to urge the government to control traffic accident. In order to keep up the pace with the public transportation trends and environmental awareness, the city government rebuilds the old roads efficient, make the road planning more convenient and effective in preventing traffic accidents, designing the traffic more convenient and more safely. Furthermore, the city government reconstructs old urban area and roads that poorly designed, cutting the curved roads to straight to lower down the traffic accident rate. In the urbanization process, people seeking the convenience of transportation and improved infrastructure, migrating with the development of the city, and they pay more attention to traffic safety around them. Public satisfaction is the pursuit of government. In considering the traffic needs of people and reduction of usage of police force and decrease the burden of people, the goal of reducing traffic accidents is the guidelines of government policy. In this study, we collect data of populations, urban changes, traffic accidents, vehicle numbers, and other related information, then calculate and analyze the data through Microsoft Excel, and cross compare each factor. Wish to find out the impact factors of traffic accidents as well as the differences and examine the feasibility of accident prevention strategy. Hope this will arouse the public about road safety and enhance traffic safety for road users, and look for perfect public transportation system planning and construction, to improve the safety of people on road, so that a more vibrant urban transportation network to meet People''s expectations.

碩士
逢甲大學
交通工程與管理所
97
Road is the main channel in connect place to place. It is also one of the most important infrastructures of the country. Different types of road run by varied government agencies and the scope of the jurisdictions are different, too. In the modern world, road provides us the convenient way to connect with other. However, it has come to our attention that some problems has become important issues in now days, such as not enough capacity, over usage of the road, improper design and poor management of the road Government has spent enormous amount of money and manpower to lower the accident rate in the busy traffic injunction and work hard to improve the safety travel ever year. However, under the current traffic regulations, we don’t have a clear set of guideline to overlook the current assessments. My study is based on sampling 297 accident areas from the Publication No. 24, and No. 25 of “Proposals on how to improve the easy accident section of the Taiwan”. I analyzed what are the main reasons caused the accident and what we can to prevent it. In my research, I found that seventy percent of the accidents happened in Taiwan was caused by “Reckless and failing to yield in the interceptions”, “Ignoring the warning signs”, and “Not paying attention to road conditions in ahead”. I suggested that by “Adding more warning signs and signals “,” Setup more radar and photo enforced and "Increase the law enforcement on traffic violations" will do to improve it. Finally, based on my comprehensive study and follow up research on the “Explore of any possible incidents that could happened on the Taiwan Highway 14” alone with the actual road maps and on-site visits of Highway 14 and the regulations on engineering design and specification by Ministry of Transportation and Communications, R.O.C., I have proposed the possible recommendations and improvements to the authorized government agency.

碩士
中華科技大學
土木防災與管理碩士班
106
In view of the fact that fire-fighting staff executed various duties in recent years, vehicle accidents in attendance have frequently severely affected disaster relief operations. In order to improve the mental and physical damage caused by vehicle accidents and to maintain the executive safety of fire-fighting colleagues, it is necessary to stimulate colleagues to implement vehicle maintenance concepts and effectively reduce incident rate of traffic accidents. In the case of the New Taipei City Government fire incident as example, how to take warning and prevent accidents from happening again in the future, with the current case of the New Taipei City fire fighting vehicle, discuss how to do vehicle maintenance and prevention work after the accident, and how to Firefighting vehicle maintenance inspections and expert interviews and fire education training, analysis and discussion of vehicle failure causes, AHP Analytic Hierarchy Process methods, and other methods, taking into account personal safety and vehicle maintenance, research and development of improvement measures.

Introduction This thesis evaluates the effect of an early intervention programme on the physical and psychological health status of people with mild to moderate musculoskeletal injuries following road traffic crashes, and examines the influence of accident fault status and compensation claim status on recovery. Methods A sequential cohort of patients presenting to emergency departments in the Australian Capital Territory for treatment of mild to moderate musculoskeletal injuries sustained in road traffic crashes were recruited. A control group of 95 patients received the usual care provided. An Intervention group of 98 patients were referred to a specialist clinic for assessment, during which an individualised, proactive rehabilitation plan was established. Both physical and psychological health status were measured at baseline, six months and 12 months post-crash using the Short Form 36 (SF-36; Physical Component Score and Mental Component Score); the Hospital Anxiety and Depression Scale (HADS); and Functional Rating Index (FRI). Three analyses were performed using the health outcome data obtained. Firstly, the influence of fault status on baseline physical and psychological health was evaluated by comparing the health outcomes scores of patients who caused the crash in which they were involved with scores from patients who were not at fault. Secondly, the effect of claiming compensation was evaluated for the control group by comparing SF-36, HADS and FRI scores between patients of the control group who had claimed compensation and those who did not claim compensation. Finally, the effect of the early intervention programme was evaluated by comparing health outcome scores of the control and intervention groups. Results Patients were enrolled a mean of 9.3 days following the crash. In the immediate post-crash period, the cohort was characterised by severe disability (FRI 55.5, SD 21.04), moderate levels of pain (pain intensity sub-scale of the FRI 2.0, SD 0.81) and high levels of anxiety (HADS-a9.1, SD 4.55). Fault status had no effect on physical health; however, people that were not at fault had significantly worse psychological health at baseline as measured by SF-36 Mental Component Score. Claiming compensation was associated with a worse SF-36 Physical Component Score, greater HADS-anxiety and worse FRI. Retention of a lawyer was significantly associated with a lower SF-36 Mental Component Score at 12 months. The early intervention programme resulted in a statistically significant reduction in anxiety at 12 months. However, neither anxiety, nor any of the other measures of physical or psychological health were considered to be improved to a clinically significant level by the intervention. Conclusion Compensation status and psychological factors are independent determinants of longer term health following mild to moderate musculoskeletal injuries sustained in road traffic crashes. The early specialist assessment and proactive treatment planning implemented as part of this thesis, failed to improve health outcomes over usual care alone. Overall, recovery is influenced by both physical and psychological factors, and models of care need to address both of these components.

Indiana University-Purdue University Indianapolis (IUPUI)
Pedestrian and vehicle interaction analysis in a naturalistic driving environment can provide useful information for designing vehicle-pedestrian crash warning/mitigation systems. Many researchers have used crash data to understand and study pedestrian behaviors and interactions between vehicles and pedestrian during crash. However, crash data may not provide detailed pedestrian-vehicle interaction information for us. In this thesis, we designed an automatic pedestrian tracking and status analysis method to process and study pedestrian and vehicle interactions. The proposed pedestrian tracking and status analysis method includes pedestrian detection, pedestrian tracking and pedestrian status analysis modules. The main contributions of this thesis are: we designed a new pedestrian tracking method by learning the pedestrian appearance and also their motion pattern. We designed a pedestrian status estimation method by using our tracking results and thus helped estimate the possibility of collision. Our preliminary experiment results using naturalistic driving data showed promising results.