Dissertations / Theses on the topic 'Traffic crashes'
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Kittelson, Matthew James. "The economic impact of traffic crashes." Thesis, Georgia Institute of Technology, 2010. http://hdl.handle.net/1853/34804.
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The purpose of this thesis is to quantify the economic costs associated with traffic crashes for 83 of the largest metropolitan areas in the United States and compare those costs to that of congestion. This was done by collecting injury and fatality data for each area and multiplying those by economic cost estimates for each developed by the FHWA. The findings of this analysis show that the economic cost of traffic crashes exceeds the economic costs of congestion in every metropolitan area studied. These results indicate that transportation safety deserves similar consideration to that of traffic congestion when allocation transportation funds.
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Vokurka, Christopher. "Relating wildlife crashes to road reconstruction." Laramie, Wyo. : University of Wyoming, 2007. http://proquest.umi.com/pqdweb?did=1317334891&sid=1&Fmt=2&clientId=18949&RQT=309&VName=PQD.
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Moore, Lewis. "Weather-related crashes on public lands." Fairfax, VA : George Mason University, 2007. http://hdl.handle.net/1920/2849.
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Thesis (Ph.D.)--George Mason University, 2007.Title from PDF t.p. (viewed Oct. 29, 2007). Thesis director: Roger R. Stough. Submitted in partial fulfillment of the requirements for the degree of Doctor of Philosophy in Public Policy. Vita: p. 154. Includes bibliographical references (p. 149-153). Also issued in print.
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Watson, Christopher Earl. "Statistical analysis of crashes occurring at intersections in malfunction flash." Thesis, Atlanta, Ga. : Georgia Institute of Technology, 2008. http://hdl.handle.net/1853/26508.
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Thesis (M. S.)--Civil and Environmental Engineering, Georgia Institute of Technology, 2009.Committee Member: Hunter, Michael; Committee Member: Meyer, Michael; Committee Member: Rodgers, Michael. Part of the SMARTech Electronic Thesis and Dissertation Collection.
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Alhomidan, Abdullah. "INVESTIGATION OF TRAFFIC CRASHES IN TWO-LANE RURAL HIGHWAYS IN OHIO." University of Akron / OhioLINK, 2006. http://rave.ohiolink.edu/etdc/view?acc_num=akron1165259225.
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O'Bryant, Adam L. "Factors associated with traffic crashes in Pasto, Colombia, 2005-2006." unrestricted, 2008. http://etd.gsu.edu/theses/available/etd-07252008-155628/.
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Thesis (M.P.H.)--Georgia State University, 2008.Title from file title page. Karen Gieseker, committee chair; Ike S. Okosun, Victoria Espitia-Hardeman, committee members. Electronic text (69 p. : col. ill., col. map) : digital, PDF file. Description based on contents viewed Sept. 29, 2008. Includes bibliographical references (p. 61-66).
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Wu, Chi-Hung Evelyn. "Causal analysis of highway crashes : a systematic analysis approach with subjective and statistical methods." Diss., Georgia Institute of Technology, 2001. http://hdl.handle.net/1853/20030.
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Breen, Lauren Jennifer. "Silenced voices experiences of grief following road traffic crashes in Western Australia /." Connect to thesis, 2006. http://portal.ecu.edu.au/adt-public/adt-ECU2007.0026.html.
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Allen, Charles G. "Crashes in the Vicinity of Major Crossroads." Diss., CLICK HERE for online access, 2008. http://contentdm.lib.byu.edu/ETD/image/etd2668.pdf.
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Humphreys, Anne-Louise. "Minimising the Psychological Effects of Road Traffic Crashes in the UK." Thesis, University of Liverpool, 2009. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.526902.
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Falinski, Giles L. "The Deterrent Effect of Traffic Enforcement on Ohio Crashes, 1995-2004." Kent State University / OhioLINK, 2009. http://rave.ohiolink.edu/etdc/view?acc_num=kent1245963442.
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Rusli, Rusdi Bin. "Traffic safety along rural mountainous highways in Malaysia." Thesis, Queensland University of Technology, 2017. https://eprints.qut.edu.au/113718/2/Rusdi_Bin_Rusli_Thesis.pdf.
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This research has generated an in-depth understanding of road traffic crashes along rural mountainous highways in Sabah, Malaysia that will enable development of targeted countermeasures. To achieve this, an extensive set of road traffic data was collected through field surveys and secondary sources, and a set of cutting-edge statistical and economic models were developed to investigate (i) single-vehicle crashes, (ii) multi-vehicle crashes, and (iii) injury severity of traffic crashes along rural mountainous highways. Findings from this research will contribute to the design of a safer environment along rural mountainous highways, which are common in many developing countries.
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Ekram, Al-Ahad Mohammad Yaseen. "Reduced visibility related crashes in Florida crash characteristics, spatial analysis and injury severity /." Orlando, Fla. : University of Central Florida, 2009. http://purl.fcla.edu/fcla/etd/CFE0002903.
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BREEN, Lauren, and l. breen@ecu edu au. "Silenced Voices: Experiences of Grief Following Road Traffic Crashes in Western Australia." Edith Cowan University. Computing, Health And Science: School Of Psychology, 2007. http://adt.ecu.edu.au/adt-public/adt-ECU2007.0026.html.
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Despite the introduction of road safety measures and media campaigns, crashes are a leading cause of death in Western Australia. While economic costs of crashes are relatively easy to determine, their psychosocial burden remains appreciably under-studied, as are the social, cultural, historical, temporal, and political contexts within which grief experiences are housed. As such, I explored the experience of grief resulting from losing a loved one in a crash in Western Australia and described the influence of contextual factors on those grief experiences.
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Nyberg, Anders. "The Potential of Driver Education to Reduce Traffic Crashes Involving Young Drivers." Doctoral thesis, Linköping : Univ, 2007. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-8424.
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Ponnada, Sowjanya VJ. "Identifying Locations with High Rates of Alcohol Related Traffic Crashes in Ohio." University of Dayton / OhioLINK, 2012. http://rave.ohiolink.edu/etdc/view?acc_num=dayton1335885375.
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Razzaghi, Hesham M. "Spatial Analysis of Alcohol-related Injury and Fatal Traffic Crashes in Ohio." University of Dayton / OhioLINK, 2017. http://rave.ohiolink.edu/etdc/view?acc_num=dayton1493979849390008.
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Breen, Lauren. "Silenced voices: Experiences of grief following road traffic crashes in Western Australia." Thesis, Edith Cowan University, Research Online, Perth, Western Australia, 2006. https://ro.ecu.edu.au/theses/9.
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Despite the introduction of road safety measures and media campaigns, crashes are a leading cause of death in Western Australia. While economic costs of crashes are relatively easy to determine, their psychosocial burden remains appreciably under-studied, as are the social, cultural, historical, temporal, and political contexts within which grief experiences are housed. As such, I explored the experience of grief resulting from losing a loved one in a crash in Western Australia and described the influence of contextual factors on those grief experiences.
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Yao, Shenjun, and 姚申君. "Advances in spatial analysis of traffic crashes: the identification of hazardous road locations." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2013. http://hub.hku.hk/bib/B50434445.
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The identification of hazardous road locations is important to the improvement of road safety. However, there is still no consensus on the best method of identifying hazardous road locations. While traditional methods, such as the hot spot methodology, focus on the physical distances separating road crashes only, the hot zone methodology takes network contiguity into consideration and treats contiguous road segments as hazardous road locations. Compared with the hot spot method, hot zone methodology is a relatively new direction and there still remain a number of methodological issues in applying the method to the identification of hazardous road locations. Hence, this study aims to provide a GIS-based study on the identification of crash hot zones as hazardous road locations with both link-attribute and event-based approaches. It first explores the general procedures of the two approaches in identifying traffic crash hot zones, and then investigates the characteristics of the two approaches by conducting a range of sensitivity analysis on defining threshold value and crash intensity with both simulated and empirical data.
The results suggest that it is better to use a dissolved road network instead of a raw-link-node road network. The segmentation length and the interval of reference points have great impacts on the identification of hot zones, and they are better defined as 100 meters considering the stabilities of the performance. While employing a numerical definition to identify hot zones is a simple and effort-saving approach, using the Monte Carlo method can avoid selection bias in choosing an appropriate number as the threshold value. If the two approaches are compared, it is observed that the link-attribute approach is more likely to cause false negative problem and the event-based approach is prone to false positive problem around road junctions. No matter which method is used, the link-attribute approach requires less computer time in identifying crash hot zones. When a range of environmental variables have to be taken into consideration, the link-attribute approach is superior to the event-based approach in that it is easier for the link-attribute approach to incorporate environmental variables with statistical models.
By investigating the hot zone methodology, this research is expected to enrich the theoretical knowledge of the identification of hazardous road locations and to practically provide policy-makers with more information on identifying road hazards. Further research efforts have to be dedicated to the ranking of hot zones and the investigation of false positive and false negative problems.published_or_final_version
Geography
Doctoral
Doctor of Philosophy
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Andrade, Gustavo Riente de. "Relationship between traffic operations and road safety." Universidade de São Paulo, 2018. http://www.teses.usp.br/teses/disponiveis/18/18144/tde-23012019-011508/.
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Since before the release of the Highway Safety Manual research has been indicating the need to incorporate mobility and control aspects to road safety analysis. The first part of this work developed and implement in an existing computational engine a signal timing optimization method that considers mobility, safety, and emissions measures simultaneously. A sensitivity analysis was conducted to provide insight on the practical effects and order of relevance of 20 key input variables. Mobility improvement performance usually coincides with emissions improvements, but sometimes at the expense of safety. The second part of this work investigated the relationship between hourly traffic density and crash rates on Brazilian expressways with different characteristics, based on a database containing over 20,000 crashes and more than 35 million traffic volume observations and. The resulting curves for urban expressways follow a U shape, with minimum values associated with LOS B to C, while the relationships for rural expressways were found to be continuously increasing, suggesting that low volume rural roads are safer than the higher volume ones. The analysis of other influencing factors revealed that nighttime conditions, weaving segments and urban multilane highways could be related to higher crash rates. The third part of the project extends the analysis to crash severity modeling, using an ordered response choice model. The framework that better fit this database led to the development of two different models: single-vehicle crashes (SV) and multiple-vehicle crashes (MV), since the factors that explain the severity of crashes varies widely between these models. For instance, guardrails and barriers proved to effectively reduce severity for SV crashes, for which run-offs are the most severe crash type. The unique database used in this study also allowed for an investigation of the influence of prevailing traffic conditions on crash severity, while still controlling for all other factors. The results suggested that multiple-vehicle crash severity is negatively related with traffic density, while single-vehicle crashes are more closely related to speed. The findings of this work have implications to policy and design decisions, and the produced equation could be incorporated to active traffic management (ATM) and HCM reliability analysis.Desde antes da publicação do Highway Safety Manual, vários pesquisadores indicam a necessidade de se incorporar aspectos de operação de tráfego à análise de segurança viária. A primeira parte deste trabalho desenvolveu e implementou em uma ferramenta computacional existente um método de otimização de tempos semafóricos que considera medidas de desempenho de operação, segurança e emissões simultaneamente. Uma análise de sensibilidade foi realizada para produzir conhecimento sobre os efeitos práticos e a ordem de relevância de 20 variáveis de entrada principais. O desempenho da programação semafórica em termos de redução dos atrasos geralmente coincide com redução das emissões, embora às vezes às custas da segurança. A segunda parte deste trabalho investigou a relação entre a densidade horária de tráfego e as taxas de acidentes em autoestradas e rodovias de pista dupla brasileiras com características diversas, com base em um banco de dados contendo mais de 20.000 registros de acidentes e mais de 35 milhões de observações de tráfego. As curvas resultantes para rodovias urbanas seguem um formato em U, com valores mínimos associados aos níveis de serviço B a C, enquanto que as relações para as rodovias rurais são contínuas e crescentes, sugerindo que rodovias rurais de baixo volume são mais seguras do que as de maior volume. A análise de outros fatores revelou que condições noturnas, segmentos de entrelaçamento e rodovias de pista dupla convencionais urbanas estariam relacionadas a maiores taxas de acidentes. A terceira parte deste projeto amplia a análise para modelagem de severidade dos acidentes, usando um modelo de escolha discreta ordenado. A estrutura que melhor se adequa a esse banco de dados levou ao desenvolvimento de dois modelos diferentes: acidentes com um veículo e acidentes com múltiplos veículos, já que os fatores que explicam a severidade dos acidentes variam muito entre esses modelos. Por exemplo, defensas e barreiras se mostraram efetivas para a redução da severidade de acidentes com um veículo, para as quais a saída de pista é o tipo de acidente mais grave. O amplo banco de dados usado neste estudo também permitiu uma investigação da influência das condições de tráfego na severidade do acidente, em comparação com todos os outros fatores. Os resultados sugeriram que a severidade de acidentes de múltiplos veículos está negativamente relacionada com a densidade de tráfego, enquanto colisões com um único veículo estão mais relacionadas à velocidade. As descobertas deste trabalho têm implicações nas decisões sobre políticas e projetos de transportes, e a equação produzida pode ser incorporada à análise de confiabilidade do gerenciamento ativo do tráfego (ATM) e do Highway Capacity Manual.
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Li, Linhua. "A GIS-based Bayesian approach for analyzing spatial-temporal patterns of traffic crashes." [College Station, Tex. : Texas A&M University, 2006. http://hdl.handle.net/1969.1/ETD-TAMU-1766.
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Altwaijri, Saleh. "Analysing traffic crashes in Riyadh City using statistical models and geographic information systems." Thesis, Loughborough University, 2013. https://dspace.lboro.ac.uk/2134/12556.
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Road safety is a serious societal concern in Riyadh city, Kingdom of Saudi Arabia. Because of the negative impact of traffic crashes which cause losses in the form of deaths, injuries and property damage, in addition to the pain and social tragedy affecting families of the victims, it is important for transport policy makers to reduce their impact and increase safety standards by reducing the severity and frequency of crashes in the city of Riyadh. It is therefore important to fully understand the relationship between traffic crash severity and frequency and their contributing factors so to establish effective safety policies which can be implemented to enhance road safety in Riyadh city. Data used in previous research have only consisted of basic information as there was unavailability of suitable and accurate data in Riyadh and there are very few studies that have undertaken as small area-wide crash analysis in Riyadh using appropriate statistical models. Therefore safety policies are not based on rigorous analyses to identify factors affecting both the severity and the frequency of traffic crashes. This research aims to explore the relationship between traffic crash severity and frequency and their contributing factors by using statistical models and a GIS approach. The analysis is based on the data obtained over a period of five years, namely AH 1425, 1426, 1427, 1428, and 1429 (roughly equivalent to 2004, 2005, 2006, 2007, and 2008). Injury crash severity data were classified into three categories: fatal, serious injury and slight injury. A series of statistical models were employed to investigate the factors that affect both crash severity (i.e. ordered logit and mixed logit models) and area-wide crash frequency (i.e. classical Poisson and negative binomial models). Because of a severe underreporting problem on the slight injury crashes, binary and mixed binary logistic regression models were also estimated for two categories of severity: fatal and serious crashes. The mixed binary logit model and the negative binomial model are found to be the best models for crash severity and crash frequency analyses respectively. The model estimation results suggest that the statistically significant factors in crash severity are the age and nationality of the driver who is at fault, the time period from 16.00 to 19.59, excessive speed, road surface and lighting conditions, number of vehicles involved and number of casualties. Older drivers are associated with a higher probability of having a fatal crash, and, as expected, excessive speeds were consistently associated with fatal crashes in all models. In the area-level crash frequency models, population, percentage of illiterate people, income per capita and income per adult were found to be positively associated with the frequency of both fatal and serious injury crashes whereas all types of land use such as percentages of residential use, transport utilities, and educational use in all models were found to be negatively associated with the frequency of occurrence of crashes. Results suggest that safety strategies aimed at reducing the severity and frequency of traffic crashes in Riyadh city should take into account the structure of the resident population and greater emphasis should be put on native residents and older age groups. Tougher enforcement should be introduced to tackle the issue of excessive speed. This thesis contributes to knowledge in terms of examining and identifying a range of factors affecting traffic crash severity and frequency in Riyadh city.
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Momeni, Hojr. "Identifying effective geometric and traffic factors to predict crashes at horizontal curve sections." Diss., Kansas State University, 2016. http://hdl.handle.net/2097/32821.
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Doctor of PhilosophyDepartment of Civil Engineering
Sunanda Dissanayake
Malgorzata J. Rys
Driver workload increases on horizontal curves due to more complicated navigation compared to navigation on straight roadway sections. Although only a small portion of roadways are horizontal curve sections, approximately 25% of all fatal highway crashes occur at horizontal curve sections. According to the Fatality Analysis Reporting System (FARS) database, fatalities associated with horizontal curves were more than 25% during last years from 2008 to 2014, reinforcing that investigation of horizontal curve crashes and corresponding safety improvements are crucial study topics within the field of transportation safety. Improved safety of horizontal curve sections of rural transportation networks can contribute to reduced crash severities and frequencies. Statistical methods can be utilized to develop crash prediction models in order to estimate crashes at horizontal curves and identify contributing factors to crash occurrences, thereby correlating to the primary objectives of this research project. Primary data analysis for 221 randomly selected horizontal curves on undivided two-lane two-way highways with Poisson regression method revealed that annual average daily traffic (AADT), heavy vehicle percentage, degree of curvature, and difference between posted and advisory speeds affect crash occurrence at horizontal curves. The data, however, were relatively overdispersed, so the negative binomial (NB) regression method was utilized. Results indicated that AADT, heavy vehicle percentage, degree of curvature, and long tangent length significantly affect crash occurrence at horizontal curve sections. A new dataset consisted of geometric and traffic data of 5,334 horizontal curves on the entire state transportation network including undivided and divided highways provided by Kansas Department of Transportation (KDOT) Traffic Safety Section as well as crash data from the Kansas Crash and Analysis Reporting System (KCARS) database were used to analyze the single vehicle (SV) crashes. An R software package was used to write a code and combine required information from aforementioned databases and create the dataset for 5,334 horizontal curves on the entire state transportation network. Eighty percent of crashes including 4,267 horizontal curves were randomly selected for data analysis and remaining 20% horizontal curves (1,067 curves) were used for data validation. Since the results of the Poisson regression model showed overdispersion of crash data and many horizontal curves had zero crashes during the study period from 2010 to 2014, NB, zero-inflated Poisson (ZIP), and zero-inflated negative binomial (ZINB) methods were used for data analysis. Total number of crashes and severe crashes were analyzed with the selected methods. Results of data analysis revealed that AADT, heavy vehicle percentage, curve length, degree of curvature, posted speed, difference between posted and advisory speed, and international roughness index influenced single vehicle crashes at 4,267 randomly selected horizontal curves for data analysis. Also, AADT, degree of curvature, heavy vehicle percentage, posted speed, being a divided roadway, difference between posted and advisory speeds, and shoulder width significantly influenced severe crash occurrence at selected horizontal curves. The goodness-of-fit criteria showed that the ZINB model more accurately predicted crash numbers for all crash groups at the selected horizontal curve sections. A total of 1,067 horizontal curves were used for data validation, and the observed and predicted crashes were compared for all crash groups and data analysis methods. Results of data validation showed that ZINB models for total crashes and severe crashes more accurately predicted crashes at horizontal curves. This study also investigated the effect of speed limit change on horizontal curve crashes on K-5 highway in Leavenworth County, Kansas. A statistical t-test proved that crash data from years 2006 to 2012 showed only significant reduction in equivalent property damage only (EPDO) crash rate for adverse weather condition at 5% significance level due to speed limit reduction in June 2009. However, the changes in vehicles speeds after speed limit change and other information such as changes in surface pavement condition were not available. According to the results of data analysis for 221 selected horizontal curves on undivided two-lane highways, tangent section length significantly influenced total number of crashes. Therefore, providing more information about upcoming changes in horizontal alignment of the roadway via doubling up warning sings, using bigger sings, using materials with higher retroreflectivity, or flashing beacons were recommended for horizontal curves with long tangent section lengths and high number of crashes. Also, presence of rumble strips and wider shoulders significantly and negatively influenced severe SV crashes at horizontal curve sections; therefore, implementing rumble strips and widening shoulders for horizontal curves with high number of severe SV crashes were recommended.
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Shoukry, Fouad N. "Artificial neural network in classification of severity levels in crashes with guardrail." Morgantown, W. Va. : [West Virginia University Libraries], 2005. https://etd.wvu.edu/etd/controller.jsp?moduleName=documentdata&jsp%5FetdId=4049.
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Thesis (M.S.)--West Virginia University, 2005.Title from document title page. Document formatted into pages; contains vii, 99 p. : ill. (some col.). Includes abstract. Includes bibliographical references (p. 62-57).
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Oris, William Nathan. "Spatial Analysis of Fatal Automobile Crashes in Kentucky." TopSCHOLAR®, 2011. http://digitalcommons.wku.edu/theses/1119.
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Fatal automobile crashes have claimed the lives of over 33,000 people each year in the United States since 1995. As in any point event, fatal crash events do not occur randomly in time or space. The objectives of this study were to identify spatial patterns and hot spots in FARS (Fatal Analysis Reporting System) fatal crash events based on temporal and demographic characteristics. The methods employed included 1) rate calculation using FARS points and average daily traffic flow; 2) planar kernel density estimation of FARS crash events based on temporal and demographic attributes within the data; and 3) two case studies using network kernel density estimation along roadways to determine hot spots fatal crashes in Jefferson County and Warren County.
Rate calculation analyses revealed that travel on roads with high speed limits and winding topography led to the highest number of crashes and highest rate of fatal crashesper 1,000 daily vehicles. Planar kernel density estimation results showed temporalpatterns, revealing that ‘hot spots’ and fatalities were highest in the summer, and typically occurred from 2pm-6pm on the weekends. Further, the 16 to 25 year age group was responsible for the most significant ‘hot spots’ and the most fatal accidents. Also showing that the most significant hot spots involving alcohol occurring in close proximity to meeting places such as bars and restaurants. Finally, results from the network kernel density estimation revealed that most hot spots were in high traffic areas of where majorr oads converged with secondary roads.
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Keum, Clara Binnara. "Analysis of road traffic crashes and injury severity of pedestrian victims in the Gambia." Thesis, University of Iowa, 2016. https://ir.uiowa.edu/etd/2097.
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The Gambia is the smallest country in mainland Africa. Along with the rapid urbanization rate, motorization has increased rapidly as well, contributing to an increased number of road traffic crashes. Road traffic crashes are the 4th leading cause of in-patient deaths in adults in the Gambia and currently are a significant public health problem. This study utilized the Gambia Traffic Force’s data registry to become the first epidemiological study on road traffic injuries in the Gambia as well as the first to analyze the Gambia’s traffic data registry on a national level. Reported crashes from October 1st, 2014 to June 30, 2015 were converted from the paper-based data registry into an electronic database and analyzed statistically, and the location data were geocoded and plotted on the Gambian map. The results of this study showed that crashes involving pedestrian victims and crashes that occurred on unpaved roads were more likely to be associated with outcomes that were fatal or serious. When multiple vehicles were involved in a crash, the involvement of motorcycles and bicycles were more likely to lead to a fatal or serious injury. The mapped data showed that towards the center of each district, the number of crashes increased as pedestrian and vehicle density increased, but that injury severity outcomes were generally minor or none. In contrast, as pedestrian and vehicle density decreased, crash frequency decreased as well, but injury outcomes were more likely to be severe or fatal. The findings of the study also helped in identifying areas in policy and education that need improvement.
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Laman, Haluk. "A Comprehensive Severity Analysis of Large Vehicle Crashes." Master's thesis, University of Central Florida, 2012. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/5386.
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The goal of this thesis is to determine the contributing factors affecting severe traffic crashes (severe: incapacitating and fatal - non-severe: no injury, possible injury, and non-incapacitating), and in particular those factors influencing crashes involving large vehicles (heavy trucks, truck tractors, RVs, and buses). Florida Department of Highway Safety and Motor Vehicles (DHSMV) crash reports of 2008 have been used. The data included 352 fatalities and 9,838 injuries due to large vehicle crashes. Using the crashes involving large vehicles, a model comparison between binary logit model and a Chi-squared Automatic Interaction Detection (CHAID) decision tree model is provided. There were 13 significant factors (i.e. crash type with respect to vehicle types, residency of driver, DUI, rural-urban, etc.) found significant in the logistic procedure while 7 factors found (i.e. posted speed limit, intersection, etc.) in the CHAID model. The model comparison results indicate that the logit analysis procedure is better in terms of prediction power. The following analysis is a modeling structure involving three binary logit models. The first model was conducted to estimate the crash severity of crashes that involved only personal vehicles (PV). Second model uses the crashes that involved large vehicles (LV) and passenger vehicles (PV). The final model estimated the severity level of crashes involving only large vehicles (LV). Significant differences with respect to various risk factors including driver, vehicle, environmental, road geometry and traffic characteristics were found to exist between those crash types and models. For example, driving under the influence of Alcohol (DUI) has positive effect on the severity of PV vs. PV and LV vs. PV while it has no effect on LV vs. LV. As a result, 4 of the variables found to be significant were similar in all three models (although often with quite different impact) and there were 11 variables that significantly influenced crash injury severity in PV vs. PV crashes, and 9 variables that significantly influenced crash injury severity in LV vs. PV crashes. Based on the significant variables, maximum posted speed, number of vehicles involved, and intersections are among the factors that have major impact on injury severity. These results could be used to identify potential countermeasures to reduce crash severity in general, and for LVs in particular. For example, restricting the speed limits and enforcing it for large vehicles could be a suggested countermeasure based on this study.M.S.
Masters
Civil, Environmental, and Construction Engineering
Engineering and Computer Science
Civil Engineering; Transportation Systems Engineering
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Harry, Alexandra McEachern. "Sensation seeking and self-reported cognitive failures as predictors of road crashes and traffic violations /." Title page, contents and abstract only, 1996. http://web4.library.adelaide.edu.au/theses/09AR.PS/09ar.psh323.pdf.
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Al-Dah, Mostapha K. "Causes and consequences of road traffic crashes in Dubai, UAE and strategies for injury reduction." Thesis, Loughborough University, 2010. https://dspace.lboro.ac.uk/2134/5965.
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This thesis looked at traffic crashes in the emirate of Dubai in the United Arab Emirates (UAE) to establish the current situation in road safety and ways of improving it. A global overview of road safety literature revealed that standards of road safety vary widely by region. Key indicators like fatality rate and risk (Jacobs et al, 2000) were found to be higher in most neighbouring Gulf Cooperative Council (GCC) countries (10-25 fatalities/100,000 pop., 3-5 fatalities/10,000 motor vehicles) than in the best-performing Western countries (6 fatalities/100,000 pop., 1 fatality/10,000 motor vehicles). Interventions and countermeasures to tackle specific road safety issues were reviewed from international studies. Countermeasures were chosen with consideration for the local situation in Dubai within the categories of Human, Environmental and Vehicle factors. Examples of selected measures include offending driver punishment (Human), Electronic Stability Control (Vehicle) and central barriers (Environment). These measures were mostly studied in different environments to those in Dubai so the aspect of knowledge transfer between areas of different cultural and environmental conditions was discussed. Data from real world injury crashes (as collected by Dubai Police and the Roads & Transport Authority) over twelve years (1995 2006) were subject to macroanalysis in SPSS to identify the main issues over the past decade. 18,142 crashes involving 30,942 casualties and 48,960 vehicles were analysed at the outset. The following issues were among the main concerns: - High proportion of fatal crashes out of all injury crashes (13.5% compared to 1.4% in the UK); - Most fatal crashes involved a single vehicle hitting a pedestrian; - Most injury crashes involved a single vehicle; - Inconsiderate driving was the most common crash cause cited by the police. Countermeasures found in the literature to counteract these problems were then suggested for application and the estimated savings from applying them were calculated. Savings were quantified as either reductions in casualties or injury crashes. Furthermore, cost savings for the calculated reductions were estimated using existing UK crash costs due to the scarcity of UAE crash cost estimates. Calculation of the estimated improvement in safety if these countermeasures were applied retrospectively meant a reduction of 4,634 injury crashes and 1,555 casualties over the 12-year period with an estimated cost saving of approximately £368 million or 2.7 billion Dirhams. To refine this method more detailed data on crashes were required and collected from the dedicated crash investigation team files in Dubai Police for 2006 and part of 2007. This new dataset (300 crashes) was put into a purpose-built database with over 140 fields and subject to microanalysis to more accurately match the problems and interventions. Six interventions were matched to individual cases in the database where they would have positively altered the outcome. This process was verified by independent crash experts and investigators. The benefits from these six countermeasures were then weighted to calculate the benefits for the whole crash population over a year. Examples of specific interventions included guardrails along the roadside; grade-separated crossing facilities for pedestrians; Electronic Stability Control and speed cameras. The estimated total reduction in crashes was 2,412 annually with calculated savings of £40 million or 280 million Dirhams. This was the first time this geographical area was studied in such depth and detail to allow the calculation of benefits from interventions matched to known road safety issues. Various limitations were encountered such as the unavailability of GIS basemaps and the continuously changing infrastructure and population of Dubai. Numerous areas of further work were identified. Such work areas include hospital studies for collecting injury data to compare with police data; changing vehicle standards so that they are better suited to local crash types; the calculation of crash and injury costs based on local figures; vehicle fleet analysis for comparing different vehicle segments and exposure; and improved data collection and storage methods.
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DESHPANDE, NITIN PRAKASH. "SPATIAL DISTRIBUTION AND CHARACTERISTICS OF FATAL & INJURY CRASHES AT WORK ZONES IN OHIO'S INTERSTATES." University of Cincinnati / OhioLINK, 2005. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1115864347.
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Sim, Samuel Wook. "An initial investigation for a monitoring program for the safety performance of design exceptions in Georgia." Thesis, Georgia Institute of Technology, 2012. http://hdl.handle.net/1853/45815.
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In roadway projects, design exceptions are implemented when the project site consists of one or more substandard design elements. The objective of this thesis is to conduct an initial investigation for a monitoring program for the safety performance of design exceptions in Georgia. A total of 467 projects containing design exceptions were reported in Georgia from 1995 to 2011, and from this crash data for 179 projects from 2003 to 2008 were sampled. The crash data collected in this research pertains to all roadway segments within the projects and is not necessarily related to the design exceptions. Future efforts will be required to explore potential connections between the crash rates and design exceptions.
The annual crash results generally revealed a high variability and randomness in the data. For this reason, the average 3-year crash frequencies before design exception approval date and after it were calculated to determine the safety performance for projects containing design exceptions. A method for determining expected results using the Highway Safety Manual (HSM) predictive method is also discussed. The findings will be used to guide future research on design exceptions and mitigation measures to improve roadway safety.
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Villaveces, Andrés. "Effect of alcohol-related laws on deaths due to motor vehicle and motorcycle crashes in the United States, 1980-1997 /." Thesis, Connect to this title online; UW restricted, 2000. http://hdl.handle.net/1773/10918.
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Ouedraogo, Nayabtigungu Hendrix. "The Safety Impact of Raising Trucks' Speed Limit on Rural Freeways in Ohio." University of Dayton / OhioLINK, 2019. http://rave.ohiolink.edu/etdc/view?acc_num=dayton1576248242725121.
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Keller, Joanne Marie. "ANALYSIS OF TYPE AND SEVERITY OF TRAFFIC CRASHES AT SIGNALIZED INTERSECTIONS USING TREE-BASED REGRESSION AND ORDERED PROBIT MODELS." Master's thesis, University of Central Florida, 2004. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/4382.
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Many studies have shown that intersections are among the most dangerous locations of a roadway network. Therefore, there is a need to understand the factors that contribute to traffic crashes at such locations. One approach is to model crash occurrences based on configuration, geometric characteristics and traffic. Instead of combining all variables and crash types to create a single statistical model, this analysis created several models that address the different factors that affect crashes, by type of collision as well as injury level, at signalized intersections. The first objective was to determine if there is a difference between important variables for models based on individual crash types or severity levels and aggregated models. The second objective of this research was to investigate the quality and completeness of the crash data and the effect that incomplete data has on the final results. A detailed and thorough data collection effort was necessary for this research to ensure the quality and completeness of this data. Multiple agencies were contacted and databases were crosschecked (i.e. state and local jurisdictions/agencies). Information (including geometry, configuration and traffic characteristics) was collected for a total of 832 intersections and over 33,500 crashes from Brevard, Hillsborough and Seminole Counties and the City of Orlando. Due to the abundance of data collected, a portion was used as a validation set for the tree-based regression. Hierarchical tree-based regression (HTBR) and ordered probit models were used in the analyses. HTBR was used to create models for the expected number of crashes for collision type as well as injury level. Ordered probit models were only used to predict crash severity levels due to the ordinal nature of this dependent variable. Finally, both types of models were used to predict the expected number of crashes. More specifically, tree-based regression was used to consider the difference in the relative importance of each variable between the different types of collisions. First, regressions were only based on crashes available from state agencies to make the results more comparable to other studies. The main finding was that the models created for angle and left turn crashes change the most compared to the model created from the total number of crashes reported on long forms (restricted data usually available at state agencies). This result shows that aggregating the different crash types by only estimating models based on the total number of crashes will not predict the number of expected crashes as accurately as models based on each type of crash separately. Then, complete datasets (full dataset based on crash reports collected from multiple sources) were used to calibrate the models. There was consistently a difference between models based on the restricted and complete datasets. The results in this section show that it is important to include minor crashes (usually reported on short forms and ignored) in the dataset when modeling the number of angle or head-on crashes and less important to include minor crashes when modeling rear-end, right turn or sideswipe crashes. This research presents in detail the significant geometric and traffic characteristics that affect each type of collision. Ordered probit models were used to estimate crash injury severity levels for three different types of models; the first one based on collision type, the second one based on intersection characteristics and the last one based on a significant combination of factors in both models. Both the restricted and complete datasets were used to create the first two model types and the output was compared. It was determined that the models based on the complete dataset were more accurate. However, when compared to the tree-based regression results, the ordered probit model did not predict as well for the restricted dataset based on intersection characteristics. The final ordered probit model showed that crashes involving a pedestrian/bicyclist have the highest probability of a severe injury. For motor vehicle crashes, left turn, angle, head-on and rear-end crashes cause higher injury severity levels. Division (a median) on the minor road, as well as a higher speed limit on the minor road, was found to lower the expected injury level. This research has shed light on several important topics in crash modeling. First of all, this research demonstrated that variables found to be significant in aggregated crash models may not be the same as the significant variables found in models based on specific crash types. Furthermore, variables found to be significant in crash type models typically changed when minor crashes were added to complete the dataset. Thirdly, ordered probit models based on significant crash-type and intersection characteristic variables have greater crash severity prediction power, especially when based on the complete dataset. Lastly, upon comparison between tree-based regression and ordered probit models, it was found that the tree-based regression models better predicted the crash severity levels.M.S.
Department of Civil and Environmental Engineering
Engineering and Computer Science
Civil and Environmental Engineering
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Chen, Yan. "Spatial Analysis of Fatal Automobile Crashes in Nashville, TN, 2001-2011." TopSCHOLAR®, 2013. http://digitalcommons.wku.edu/theses/1300.
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With increasing levels of motor vehicle ownership, automobile crashes have become a serious public issue in the U.S. and around the world. Knowing when, where, and how traffic accidents happen is critical in order to ensure road safety and to plan for adequate road infrastructure. There is a rich body of literature pertaining to time-related fatal crashes, most of which focuses on non-spatial factors such as a driver’s visibility at night, drinking and drug use, and road conditions. These studies provide a theoretical basis for understanding the causes of crashes from a non-spatial perspective, and a number of traffic laws and policies consequently have been enacted to minimize the impacts of non-spatial factors. Over the past few years, advances in Geographic Information Systems (GIS) have greatly enhanced our ability to analyze traffic accidents from a spatial perspective. This study aims to fill a void in traffic safety studies by comparing and analyzing the differences in the spatial distribution of fatal crashes based on temporal factors, specifically in three periods: 1) day and night; 2) A.M. rush hours and P.M. rush hours; and 3) weekdays and weekends. With the Nashville Metropolitan Area as the study area, the research utilized a number of spatial point-pattern analysis (SPPA) methods, including planar KDE, planar global auto K function, network global cross K functions, and network local cross K functions. All fatal crashes in the Nashville area were found to be clustered and generally follow the patterns of average daily traffic flow. All time-based subtypes of fatal crashes also were found to be concentrated within the central urban area of Nashville, mostly along major roads, and especially near major road intersections and highway interchanges. No notable spatial differences were detected among the subtypes of fatal crashes when applying network global cross K function. However, with the help of the network local cross K function, some localized spatial differences were identified. Some specific locations of hotspots of nighttime and P.M. rush hour fatal crashes were found not to be at the same locations as those at of daytime and A.M. rush hour fatal crashes, respectively. The approach adopted in this study not only provides a new way to analyze spatial distribution of spatial point events such as fatal crashes, but it also can be applied readily to real-world applications. A good understanding of where these spatial differences are should help various agencies practice effective measures and policies in order to improve road conditions, reduce traffic accidents, and ensure road safety.
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Wang, Chunyan. "Fatal crash trends and analysis in southeastern states." Diss., Georgia Institute of Technology, 2006. http://etd.gatech.edu/theses/available/etd-04092006-023047/.
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Thesis (Ph. D.)--Georgia Institute of Technology, 2006.Includes bibliographical references (p. 209-211). Also available online via the Georgia Institute of Technology ETD website (http://etd.gatech.edu/).
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Al, Aamri Amira Khamis. "Quantifying the patterns of road traffic crashes in the Sultanate of Oman : statistical evaluation of aggregate data from police records." Thesis, University of Southampton, 2018. https://eprints.soton.ac.uk/427153/.
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The alarming growth of Road Traffic Crashes (RTCs) and related outcomes remain an unresolved global public health emergency in low- and middle-income countries. The risks of RTCs are considerably high in the Gulf Cooperation Council (GCC) countries, where the oil-driven economy has overtime sparked rapid economic growth accompanied by large influx of expatriates, rapid urbanisation and unprecedented growth in motor vehicles. Oman has the second highest death rate from RTCs within GCC countries. Although, there is a growing body of peer-reviewed literature on the trends and behavioural characteristics associated with RTCs in Oman, the interactive effects of associated demographic, environmental and spatial factors are not well understood. The higher representation of expatriate population and rapid urbanisation level adds further complexity in understanding and quantifying these risks. The overarching aim of this research is to apply robust statistical techniques to identify and evaluate the social, demographic, spatial and technological factors associated with the likelihood of RTCs and associated outcomes in Oman. Data for the research are drawn from the Royal Oman Police (ROP) National Road Traffic Crashes (NRTC) database which recorded 35,851 cases in aggregate format for the period 2010-2014. In addition, the researcher independently generated the geographical coordinates (latitude and longitude) for the Muscat governorate based on transcripts recorded within the NRTC database and using Google maps, which was then linked to the Muscat road network and statistically validated using the pilot data from iMAAP network based crash analysis system developed by the UK Transport Research Laboratory.
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Barraclough, Peter J. "Common method variance and other sources of bias in road traffic research." Thesis, Queensland University of Technology, 2017. https://eprints.qut.edu.au/104818/1/Peter_Barraclough_Thesis.pdf.
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A series of studies examined the extent to which method bias, primarily Common Method Variance, potentially affect road safety studies. A meta-analysis, examining self-reported and archival records of traffic offences and crashes, found differences in terms of the size of the effects produced by the two data types. The research also found some evidence to suggest that effect sizes are inflated when dichotomous scales are used in preference to Likert scales, and also when both the predictor and the predicted variables are gathered and analysed in the same manner from the same source.
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Wahi, Rabbani Rash-ha. "Towards an understanding of the factors associated with severe injuries to cyclists in crashes with motor vehicles." Thesis, Queensland University of Technology, 2018. https://eprints.qut.edu.au/121426/1/Rabbani%20Rash-Ha_Wahi_Thesis.pdf.
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This thesis aimed to develop statistical models to overcome limitations in police-reported data to better understand the factors contributing to severe injuries in bicycle motor-vehicle crashes. In low-cycling countries such as Australia, collisions with motor vehicles are the major causes of severe injuries to cyclists and fear of collisions prevents many people from taking up cycling. The empirical results obtained from the models provide valuable insights to assist transport and enforcement agencies to improve cyclist safety.
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Kayani, Ahsan Ul Haq. "Fatalism, superstition, religion, and culture : road user beliefs and behaviour in Pakistan." Thesis, Queensland University of Technology, 2011. https://eprints.qut.edu.au/56433/1/Ahsan_Kayani_Thesis.pdf.
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Road traffic crashes have emerged as a major health problem around the world. Road crash fatalities and injuries have been reduced significantly in developed countries, but they are still an issue in low and middle-income countries. The World Health Organization (WHO, 2009) estimates that the death toll from road crashes in low- and middle-income nations is more than 1 million people per year, or about 90% of the global road toll, even though these countries only account for 48% of the world's vehicles. Furthermore, it is estimated that approximately 265,000 people die every year in road crashes in South Asian countries and Pakistan stands out with 41,494 approximately deaths per year. Pakistan has the highest rate of fatalities per 100,000 population in the region and its road crash fatality rate of 25.3 per 100,000 population is more than three times that of Australia's. High numbers of road crashes not only cause pain and suffering to the population at large, but are also a serious drain on the country's economy, which Pakistan can ill-afford.
Most studies identify human factors as the main set of contributing factors to road crashes, well ahead of road environment and vehicle factors. In developing countries especially, attention and resources are required in order to improve things such as vehicle roadworthiness and poor road infrastructure. However, attention to human factors is also critical. Human factors which contribute to crashes include high risk behaviours like speeding and drink driving, and neglect of protective behaviours such as helmet wearing and seat belt wearing. Much research has been devoted to the attitudes, beliefs and perceptions which contribute to these behaviours and omissions, in order to develop interventions aimed at increasing safer road use behaviours and thereby reducing crashes. However, less progress has been made in addressing human factors contributing to crashes in developing countries as compared to the many improvements in road environments and vehicle standards, and this is especially true of fatalistic beliefs and behaviours. This is a significant omission, since in different cultures in developing countries there are strong worldviews in which predestination persists as a central idea, i.e. that one's life (and death) and other events have been mapped out and are predetermined.
Fatalism refers to a particular way in which people regard the events that occur in their lives, usually expressed as a belief that an individual does not have personal control over circumstances and that their lives are determined through a divine or powerful external agency (Hazen & Ehiri, 2006). These views are at odds with the dominant themes of modern health promotion movements, and present significant challenges for health advocates who aim to avert road crashes and diminish their consequences. The limited literature on fatalism reveals that it is not a simple concept, with religion, culture, superstition, experience, education and degree of perceived control of one's life all being implicated in accounts of fatalism. One distinction in the literature that seems promising is the distinction between empirical and theological fatalism, although there are areas of uncertainty about how well-defined the distinction between these types of fatalism is.
Research into road safety in Pakistan is scarce, as is the case for other South Asian countries. From the review of the literature conducted, it is clear that the descriptions given of the different belief systems in developing countries including Pakistan are not entirely helpful for health promotion purposes and that further research is warranted on the influence of fatalism, superstition and other related beliefs in road safety. Based on the information available, a conceptual framework is developed as a means of structuring and focusing the research and analysis. The framework is focused on the influence of fatalism, superstition, religion and culture on beliefs about crashes and road user behaviour. Accordingly, this research aims to provide an understanding of the operation of fatalism and related beliefs in Pakistan to assist in the development and implementation of effective and culturally appropriate interventions. The research examines the influence of fatalism, superstition, religious and cultural beliefs on risky road use in Pakistan and is guided by three research questions: 1. What are the perceptions of road crash causation in Pakistan, in particular the role of fatalism, superstition, religious and cultural beliefs? 2. How does fatalism, superstition, and religious and cultural beliefs influence road user behaviour in Pakistan? 3. Do fatalism, superstition, and religious and cultural beliefs work as obstacles to road safety interventions in Pakistan? To address these questions, a qualitative research methodology was developed. The research focused on gathering data through individual in-depth interviewing using a semi-structured interview format. A sample of 30 participants was interviewed in Pakistan in the cities of Lahore, Rawalpindi and Islamabad. The participants included policy makers (with responsibility for traffic law), experienced police officers, religious orators, professional drivers (truck, bus and taxi) and general drivers selected through a combination of purposive, criterion and snowball sampling. The transcripts were translated from Urdu and analysed using a thematic analysis approach guided by the conceptual framework.
The findings were divided into four areas: attribution of crash causation to fatalism; attribution of road crashes to beliefs about superstition and malicious acts; beliefs about road crash causation linked to popular concepts of religion; and implications for behaviour, safety and enforcement.
Fatalism was almost universally evident, and expressed in a number of ways. Fate was used to rationalise fatal crashes using the argument that the people killed were destined to die that day, one way or another. Related to this was the sense of either not being fully in control of the vehicle, or not needing to take safety precautions, because crashes were predestined anyway. A variety of superstitious-based crash attributions and coping methods to deal with road crashes were also found, such as belief in the role of the evil eye in contributing to road crashes and the use of black magic by rivals or enemies as a crash cause. There were also beliefs related to popular conceptions of religion, such as the role of crashes as a test of life or a source of martyrdom. However, superstitions did not appear to be an alternative to religious beliefs. Fate appeared as the 'default attribution' for a crash when all other explanations failed to account for the incident. This pervasive belief was utilised to justify risky road use behaviour and to resist messages about preventive measures. There was a strong religious underpinning to the statement of fatalistic beliefs (this reflects popular conceptions of Islam rather than scholarly interpretations), but also an overlap with superstitious and other culturally and religious-based beliefs which have longer-standing roots in Pakistani culture. A particular issue which is explored in more detail is the way in which these beliefs and their interpretation within Pakistani society contributed to poor police reporting of crashes. The pervasive nature of fatalistic beliefs in Pakistan affects road user behaviour by supporting continued risk taking behaviour on the road, and by interfering with public health messages about behaviours which would reduce the risk of traffic crashes. The widespread influence of these beliefs on the ways that people respond to traffic crashes and the death of family members contribute to low crash reporting rates and to a system which appears difficult to change. Fate also appeared to be a major contributing factor to non-reporting of road crashes. There also appeared to be a relationship between police enforcement and (lack of) awareness of road rules. It also appears likely that beliefs can influence police work, especially in the case of road crash investigation and the development of strategies.
It is anticipated that the findings could be used as a blueprint for the design of interventions aimed at influencing broad-spectrum health attitudes and practices among the communities where fatalism is prevalent. The findings have also identified aspects of beliefs that have complex social implications when designing and piloting driver intervention strategies. By understanding attitudes and behaviours related to fatalism, superstition and other related concepts, it should be possible to improve the education of general road users, such that they are less likely to attribute road crashes to chance, fate, or superstition. This study also underscores the understanding of this issue in high echelons of society (e.g., policy makers, senior police officers) as their role is vital in dispelling road users' misconceptions about the risks of road crashes. The promotion of an evidence or scientifically-based approach to road user behaviour and road safety is recommended, along with improved professional education for police and policy makers.
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Devarasetty, Prem Chand. "SAFETY IMPROVEMENTS ON MULTILANE ARTERIALS A BEFORE AND AFTER EVALUATION USING THE EMPIRICAL BAYES METHOD." Master's thesis, Orlando, Fla. : University of Central Florida, 2009. http://purl.fcla.edu/fcla/etd/CFE0002723.
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Orriols, Ludivine. "Santé et insécurité routière : influence de la consommation de médicaments (Étude CESIR-A)." Thesis, Bordeaux 2, 2010. http://www.theses.fr/2010BOR21723/document.
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La prise de conscience de l’implication des médicaments dans la genèse des accidents de la route date d’une vingtaine d’années. Les médicaments psycho-actifs peuvent altérer les capacités de conduite par leur action sur le système nerveux (par exemple, un effet sédatif le lendemain d’une prise d’hypnotique). D’autres médicaments sont susceptibles d’affecter les fonctions psychomotrices par leur action sur les fonctions physiologiques (tel que les hypoglycémies liées à un traitement antidiabétique). L’étude CESIR-A a été mise en place pour contribuer à la connaissance du lien épidémiologique entre médicaments et accidents de la route. L’étude utilise trois bases de données françaises : le Système National d’Information Inter-Régimes de l’Assurance Maladie (SNIIR-AM), les Procès Verbaux d’accidents (PV) et les Bulletins d’Analyse des Accidents Corporels de la circulation (BAAC). L’appariement de ces données a conduit à l’inclusion de 72,685 conducteurs impliqués dans un accident corporel sur la période juillet 2005-mai 2008. L’analyse a été réalisée grâce à deux méthodes: une analyse cas-témoin comparant les responsables aux non-responsables des accidents et une analyse dite en case-crossover. Les périodes d’exposition aux médicaments ont été estimées à partir des dates de délivrances de médicaments prescrits, puis remboursés par l’assurance maladie. L’étude des médicaments regroupés selon les quatre niveaux de risque sur la conduite définis par l’Agence Française de Sécurité Sanitaire des Produits de Santé (AFSSAPS) [du niveau 0 (pas de risque) au niveau 3 (risque élevé)], a montré que les utilisateurs de médicaments prescrits de niveau 2 et de niveau 3 ont un risque significativement plus élevé d’être responsables de leur accident (OR=1,31 [1,24-1,40] et OR=1,25 [1,12-1,40], respectivement). La fraction de risque attribuable à l’utilisation de ces médicaments était de 3,3% [2,7%-3,9%]. Le risque d’être responsable d’un accident était augmenté chez les utilisateurs de zolpidem (OR=1,28 [1,07-1,53]) mais pas chez les utilisateurs de zopiclone ou de benzodiazépines hypnotiques. Plus particulièrement, ce risque était augmenté chez les 139 conducteurs ayant eu plus d’un comprimé de zolpidem délivré par jour au cours des cinq mois précédant l’accident (OR=2,38 [1,61-3,52]). L’analyse case-crossover a mis en évidence un sur-risque d’accident de la route chez les utilisateurs de benzodiazépines hypnotiques seulement (OR=1,42 [1,09-1,85]). Les conducteurs exposés aux hypnotiques partagent les mêmes caractéristiques au regard du type d’accident, qui survenaient plus fréquemment sur autoroute. Dans notre base de données, 196 conducteurs ont été exposés à la buprénorphine et/ou à la méthadone, le jour de leur accident. Cette population spécifique était jeune, essentiellement masculine, avec d’importantes co-consommations, notamment d’alcool de médicaments de niveau 3. Les conducteurs exposés à la buprénorphine et/ou à la méthadone présentaient un risque accru d’être responsables de leur accident (OR= 2,19 [1,51-3,16]). Notre étude fournit des informations importantes sur la contribution des médicaments au risque d’accident de la route. D’après nos résultats, la classification de l’AFSSAPS semble appropriée concernant les médicaments de niveaux 2 et 3. Les sur-risques d’être responsable d’un accident chez les exposés au zolpidem ou aux traitements de substitution pourraient être liés, au moins en partie, au comportement à risque de ces conducteurs. L’amélioration du comportement des conducteurs représente un des défis pour la sécurité routière. L’objectif de la classification française et de la signalétique apposée sur les boîtes de médicaments est donc de fournir aux patients une information appropriée sur les effets des médicaments sur leur capacité de conduiteIn recent decades, attention has been increasingly focused on the impact of disabilities and medicinal drug use on road safety. Psychoactive medicines may impair driving abilities due to their action on the central nervous system (e.g. sedation in the morning following administration of a hypnotic), while other medicines may affect psychomotor functions by their action on physiological functions (e.g hypoglycaemic seizures related to diabetic treatment). The CESIR-A project was set up to improve the epidemiological knowledge on medicines and the risk of road traffic crashes. The study matched three French nationwide databases: the national healthcare insurance database, police reports, and the police national database of injurious crashes, leading to the inclusion of 72,685 drivers involved in an injurious road traffic crash from July 2005 to May 2008. Two methods were performed for data analysis: a case-control analysis in which cases where responsible drivers and controls non-responsible ones and a case-crossover analysis. Medicine exposures were estimated from prescription drug dispensations in the healthcare reimbursement database. The study of medicines grouped according to the four levels of driving impairment risk of the French classification system [from 0 (no risk) to 3 (high risk)], showed that users of level 2 and level 3 prescribed medicines were at higher risk of being responsible for the crash (OR=1.31 [1.24-1.40] and OR=1.25 [1.12-1.40], respectively). The fraction of road traffic crashes attributable to levels 2 and 3 medicines was 3.3% [2.7%-3.9%]. Zolpidem use was associated with an increased risk of being responsible for a road traffic crash (OR=1.28 [1.07-1.53]) whereas use of zopiclone and benzodiazepine hypnotics use was not. Responsibility risk was only increased in the 139 drivers with dispensing of more than one pill of zolpidem a day during the five months before the crash (OR=2.38 [1.61-3.52]). Case-crossover analysis showed an increased risk of crash for benzodiazepine hypnotic users only (OR=1.42 [1.09-1.85]). Hypnotic users shared similar crash characteristics, with crashes more likely to occur on highways. In our database, 196 drivers were exposed to buprenorphine and/or methadone on the day of crash. This specific population was young, essentially males, with important co-consumption of other substances, in particular alcohol and level 3 medicines. Injured drivers exposed to buprenorphine and/or methadone on the day of crash, had an increased risk of being responsible (OR=2.19 [1.51-3.16]). The case cross-over analysis did not demonstrate any association (OR=1.26 [0.93 - 1.70]). Our study provides evidence of the contribution of medicines to the risk of road traffic crashes. According to our results, the French risk classification seems relevant regarding medicines classified as levels 2 and 3 of risk for road traffic crashes. The observed increased risks of being responsible for a crash for zolpidem and substitution maintenance treatment users may be linked to risky behaviors. Improving driver behaviour is one of the challenges for road safety. Providing patients with proper information on the potential effect of medicines on their driving abilities is the main objective of drug and risk classifications such as the French one
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Tahir, Muhammed Navid. "Road safety aspects of motorcycle rickshaws in Pakistan." Thesis, Queensland University of Technology, 2018. https://eprints.qut.edu.au/115467/1/115467_8436835_navid_tahir_thesis.pdf.
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The current research examines the road safety aspects of Motorcycle Rickshaws (MRs). MRs are motorcycle driven three-wheeled paratransit vehicles that appear to be the largest informal public transport mode in Pakistan. There are widespread public concerns about their negative effects on safety, traffic flow, and air and noise pollution, but little relevant research or government policy exists because of the lack of registration systems for these vehicles and under-reporting in police crash data. In response to this identified gap in knowledge, this doctoral program was undertaken to: (1) examine the road safety aspects of MRs, and (2) identify appropriate policy measures and strategies that could improve the road safety of MRs.
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Dai, Chengyu. "Exploration of Weather Impacts on Freeway Traffic Operations and Safety Using High-Resolution Weather Data." PDXScholar, 2011. https://pdxscholar.library.pdx.edu/open_access_etds/255.
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Adverse weather is considered as one of the important factors contributing to injuries and severe crashes. During rainy conditions, it can reduce travel visibility, increase stopping distance, and create the opportunity hydroplaning. This study quantified the relative crash risk on Oregon 217 southbound direction under rainy conditions by using a match-paired approach, applied one-year traffic data, crash data and NEXRAD Level II radar weather data. There are 26 crashes occurred in match-paired weather conditions for Oregon 217 in year 2007. The results of this study indicate that a higher crash risk and a higher property-damage-only crash risk occurred during rainy days. The crash risk level varies by the location of the highway, at milepost 2.55 station SW Allen Blvd has the highest driving risks under rainy conditions.
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Shah, Vivek B. "The Feasibility of Closing Vehicle Crossings along St. Charles Avenue: A Study of Transit Safety and Performance." ScholarWorks@UNO, 2012. http://scholarworks.uno.edu/td/1603.
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The St. Charles streetcar is an important transit line in the city of New Orleans, with about 65,000 people living within a ½ mile walking distance from it. However, the line experiences a very high streetcar/automobile crash rate due in large part to the large number of grade vehicle crossings over the tracks that lack signalization. Through traffic modeling, the closure of many of these vehicle crossings and the diversion of automotive traffic to the remaining, signalized crossings is analyzed to determine traffic impacts on street network. The result is a modest increase in traffic, about 7-8%, at the remaining signalized intersections.
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Galgamuwa, Uditha Nandun. "Estimating crash modification factors for lane-departure countermeasures in Kansas." Diss., Kansas State University, 2018. http://hdl.handle.net/2097/38756.
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Doctor of PhilosophyDepartment of Civil Engineering
Sunanda Dissanayake
Lane-departure crashes are the most predominant crash type in Kansas which causes very high number of motor vehicle fatalities. Therefore, the Kansas Department of Transportation (KDOT) has implemented several different types of countermeasures to reduce the number of motor vehicle fatalities associated with lane-departure crashes. This research was conducted to estimate the safety effectiveness of commonly used lane-departure countermeasures in Kansas on all crashes and lane-departure crashes using Crash Modification Factors (CMFs). Paved shoulders, rumble strips, safety edge treatments and median cable barriers were identified as the commonly used lane-departure countermeasures on both tangent and curved road segments while chevrons and post-mounted delineators were identified as the most commonly used lane-departure countermeasures on curved road segments. This research proposes a state-of-art method of estimating CMFs using cross-sectional data for chevrons and post-mounted delineators. Furthermore, another state-of-art method is proposed in this research to estimate CMFs for safety edge treatments using before-and-after data. Considering the difficulties of finding the exact date of implementation of each countermeasure, both cross-sectional and before-and-after studies were employed to estimate the CMFs. Cross-sectional and case-control methods, which are the two major methods in cross-sectional studies were employed to estimate CMFs for paved shoulders, rumble strips, and median cable barriers. The conventional cross-sectional and case-control methods were modified when estimating CMFs for chevrons and post-mounted delineators by incorporating environmental and human behaviors in addition to geometric and traffic-related explanatory variables. The proposed method is novel and has not been used in the previous cross-sectional models available in the literature. Generalized linear regression models assuming negative binomial error structure were used to develop models for cross-sectional method to estimate CMFs while logistic regression models were used to estimate CMFs using case-control method. Results showed that incorporating environmental and human-related variables into cross-sectional models provide better model fit than in conventional cross-sectional models. To validate the developed models for cross-sectional method, mean of the residuals and the Root Mean Square Error (RMSE) were used. For the case-control method, Receiver Operational Characteristic (ROC) was used to evaluate the predictive power of models for a binary outcome using classification tables. However, it was seen that the case-control method is not suitable for estimating CMFs for all crashes since the range of the crash frequency is wide in each road segment. A regression-based method of estimating CMFs using before-and-after data was proposed to estimate CMFs for safety edge treatments. This method allows researchers to identify the safety effectiveness of an individual CMFs on road segments where multiple treatments have been applied at the same time. Since this method uses road geometric and traffic-related characteristics in addition to countermeasure information as the explanatory variables, the model itself would be the Safety Performance Function (SPF). Therefore, developing new SPF is not necessary. Finally, the CMFs were estimated using before-and-after Empirical Bayes method to validate the results from the regression-based method. The results of this study can be used as a decision-making tool when implementing lane-departure countermeasures on similar roadways in Kansas. Even though there are readily available CMFs from the national level studies, having more localized CMFs will be beneficial due to differences in traffic-related and geometric characteristics on different roadways.
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Victor, Trent. "Keeping Eye and Mind on the Road." Doctoral thesis, Uppsala : Acta Universitatis Upsaliensis, 2005. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-6241.
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Mendes, Sebastian B. "The Development of an Improved Finite Element Muscle Model and the Investigation of the Pre-loading Effects of Active Muscle on the Femur During Frontal Crashes." Digital WPI, 2010. https://digitalcommons.wpi.edu/etd-theses/1007.
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"Mammalian skeletal muscle is a very complicated biological structure to model due to its non-homogeneous and non-linear material properties as well as its complex geometry. Finite element discrete one-dimensional Hill-based elements are largely used to simulate muscles in both passive and active states. There are, however, several shortfalls to utilizing one-dimensional elements, such as the impossibility to represent muscle physical mass and complex lines of action. Additionally, the use of one-dimensional elements restricts muscle insertion sites to a limited number of nodes causing unrealistic loading distributions in the bones. The behavior of various finite element muscle models was investigated and compared to manually calculated muscle behavior. An improved finite element muscle model consisting of shell elements and Hill-based contractile truss elements in series and parallel was ultimately developed. The muscles of the thigh were then modeled and integrated into an existing 50th percentile musculo-skeletal model of the knee-thigh-hip complex. Impact simulations representing full frontal car crashes were then conducted on the model and the pre-loading effects from active thigh muscles on the femur were investigated and compared to cadaver sled test data. It was found that the active muscles produced a pre-load femoral axial force that acted to slightly stabilize the rate of stress intensification on critical stress areas on the femur. Additionally, the active muscles served to direct the distribution of stress to more concentrated areas on the femoral neck. Furthermore, the pre-load femoral axial force suggests that a higher percentage of injuries to the knee-thigh-hip complex may be due to the effects of active muscles on the femur. "
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Peterson, Ryan. "Evaluation of the Effectiveness of Blank-Out Overhead Dynamic Advance Warning Signal Systems." Diss., CLICK HERE for online access, 2006. http://contentdm.lib.byu.edu/ETD/image/etd1354.pdf.
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Chuo, Kaitlin. "Evaluation of the Applicability of the Interactive Highway Safety Design Model to Safety Audit of Two-Lane Rural Highways." Diss., CLICK HERE for online access, 2008. http://contentdm.lib.byu.edu/ETD/image/etd2299.pdf.
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