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1
Kim, Kwangsoo, Yangho Kim, and Sooyeong Kwak. "Vision Sensor Based Fuzzy System for Intelligent Vehicles." Sensors 19, no. 4 (February 19, 2019): 855. http://dx.doi.org/10.3390/s19040855.
Повний текст джерелаАнотація:
Those in the automotive industry and many researchers have become interested in the development of pedestrian protection systems in recent years. In particular, vision-based methods for predicting pedestrian intentions are now being actively studied to improve the performance of pedestrian protection systems. In this paper, we propose a vision-based system that can detect pedestrians using an on-dash camera in the car, and can then analyze their movements to determine the probability of collision. Information about pedestrians, including position, distance, movement direction, and magnitude are extracted using computer vision technologies and, using this information, a fuzzy rule-based system makes a judgement on the pedestrian’s risk level. To verify the function of the proposed system, we built several test datasets, collected by ourselves, in high-density regions where vehicles and pedestrians mix closely. The true positive rate of the experimental results was about 86%, which shows the validity of the proposed system.
2
Šimunović, Ljupko, Ivan Bošnjak, and Sadko Mandžuka. "Intelligent Transport Systems and Pedestrian Traffic." PROMET - Traffic&Transportation 21, no. 2 (March 2, 2012): 141–52. http://dx.doi.org/10.7307/ptt.v21i2.220.
Повний текст джерелаАнотація:
The paper gives an overview of the past development and implementation of Intelligent Transport Systems in pedestrian traffic. Starting from recent development projects and methodological approaches to the development of ITS, an overview of the existing technologies of implementing ITS in pedestrian traffic is given, and some solutions are proposed that would be feasible in the Republic of Croatia, as well as in other transition countries. As the most significant functions of integrated systems within ITS, the possibilities are presented of locating pedestrians in the network, pedestrian guidance (especially the blind and low-vision persons as well as persons in wheelchairs), provision of on-trip information, etc. Special focus is on the area of pedestrian protection in traffic (avoidance of accidents) using devices fitted onboard vehicles and embedded in road infrastructure. The significance of timely integration of the pedestrian traffic in designing the future ITS architecture has been indicated. KEY WORDS: intelligent transport systems (ITS), pedestrian traffic, pedestrian guidance, real-time information, traffic safety
3
Soto, Ignacio, Felipe Jimenez, Maria Calderon, Jose Naranjo, and Jose Anaya. "Reducing Unnecessary Alerts in Pedestrian Protection Systems Based on P2V Communications." Electronics 8, no. 3 (March 25, 2019): 360. http://dx.doi.org/10.3390/electronics8030360.
Повний текст джерелаАнотація:
There are different proposals in the literature on how to protect pedestrians using warning systems to alert drivers of their presence. They can be based on onboard perception systems or wireless communications. The evaluation of these systems has been focused on testing their ability to detect pedestrians. A problem that has received much less attention is the possibility of generating too many alerts in the warning systems. In this paper, we propose and analyze four different algorithms to take the decision on generating alerts in a warning system that is based on direct wireless communications between vehicles and pedestrians. With the algorithms, we explore different strategies to reduce unnecessary alerts. The feasibility of the implementation of the algorithms was evaluated with a deployment using real equipment, and tests were carried out to verify their behavior in real scenarios. The ability of each algorithm to reduce unnecessary alerts was evaluated with realistic simulations in an urban scenario, using a traffic simulator with vehicular and pedestrian flows. The results show the importance of tackling the problem of driver overload in warning systems, and that it is not straightforward to predict the load of alerts generated by an algorithm in a large-scale deployment, in which there are multiple interactions between vehicles and pedestrians.
4
Raudszus, Dominik, Michael Hamacher, Adrian Zlocki, and Lutz Eckstein. "Integrated Assessment of Active Pedestrian Protection Systems." Auto Tech Review 4, no. 7 (July 2015): 26–31. http://dx.doi.org/10.1365/s40112-015-0943-4.
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Gandhi, T., and M. M. Trivedi. "Pedestrian Protection Systems: Issues, Survey, and Challenges." IEEE Transactions on Intelligent Transportation Systems 8, no. 3 (September 2007): 413–30. http://dx.doi.org/10.1109/tits.2007.903444.
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Raudszus, Dominik, Michael Hamacher, Adrian Zlocki, and Lutz Eckstein. "Integrated Assessment of Active Pedestrian Protection Systems." ATZ worldwide 117, no. 1 (January 2015): 4–9. http://dx.doi.org/10.1007/s38311-015-0145-3.
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Choi, S., J. Jang, C. Oh, and G. Park. "Safety benefits of integrated pedestrian protection systems." International Journal of Automotive Technology 17, no. 3 (April 30, 2016): 473–82. http://dx.doi.org/10.1007/s12239-016-0049-2.
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8
Tian, Renran, Stanley Chien, Yaobin Chen, and Rini Sherony. "Pedestrian Moving Patterns during Potential Conflicts with 110 On-Road Driving Vehicles." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 63, no. 1 (November 2019): 2036–40. http://dx.doi.org/10.1177/1071181319631434.
Повний текст джерелаАнотація:
As the most commonly seen vulnerable road users, protection and interaction with pedestrians are key functionalities in vehicle active safety and self-driving research areas. Development and evaluation of such systems require deeper understanding of pedestrian behaviors, especially motion patterns, in different driving environments. Traditionally, most of the pedestrian movement studies rely on fixed roadside cameras in specific road locations with higher pedestrian density, like intersections and junctions. Although these studies can provide information to describe pedestrian walking behavior and vehicle-pedestrian interactions in micro and macro levels, there are two main limitations. Firstly, pedestrian movement data are rarely collected from the vehicle’s point of view, which makes some critical variables difficult to be collected related to pedestrian initial appearance situation. Secondly, insufficient data are acquired to cover low- pedestrian-density road environments like mid-block, rural areas, and small un-controlled intersections. In this study, we focus on three important pedestrian movement variables including appearance distances, initial time-to-collision, and crossing speed under different driving and road scenarios. Based on a large-scale naturalistic driving study, crossing pedestrians were randomly captured in the scene videos from 110 passenger cars when potential ego-vehicle-to-pedestrian conflicts appeared during a one-year period. Motion data of these pedestrians were then analyzed to calculate the targeted behavior measurements, with the empirical results reported.
9
Heinlein, Sven, Stefan Hahn, and Klaus Zindler. "Control methods for automated testing of preventive pedestrian protection systems." International Journal of Vehicle Systems Modelling and Testing 10, no. 2 (2015): 127. http://dx.doi.org/10.1504/ijvsmt.2015.068974.
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Shi, Liangliang, Yong Han, Hongwu Huang, Wei He, Fang Wang, and Bingyu Wang. "Effects of vehicle front-end safety countermeasures on pedestrian head injury risk during ground impact." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 14 (February 8, 2019): 3588–99. http://dx.doi.org/10.1177/0954407019828845.
Повний текст джерелаАнотація:
Pedestrian safety countermeasures such as pop-up bonnets and exterior pedestrian airbags have been shown to decrease the pedestrian injury risk caused by vehicle impacts (primary impact). However, it is still unknown whether these devices could prevent or mitigate pedestrian injuries resulting from ground impacts (secondary impact). In order to understand how the vehicle safety countermeasures prevent pedestrian head injuries caused by primary and secondary impacts, a total of 252 vehicle-to-pedestrian impact simulations were conducted using the MADYMO code. The simulations accounted for three types of vehicle configurations (a baseline vehicle and vehicles with the two aforementioned vehicle safety countermeasures) along with five front-end structural parameters at three vehicle impact velocities (30, 40, and 50 km/h). The simulation results show that the bonnet leading edge height was the most sensitive parameter affecting the head-to-vehicle impact location and that caused different head injuries resulting from the local stiffness in the location impacted. Moreover, the bonnet leading edge height was the leading governing factor on the pedestrian rotation angle in the secondary impact. The vehicle equipped with a pop-up bonnet and an external airbag could cause a larger pedestrian rotation angle at 30 km/h than that in the other two vehicle types, but conversely could cause a smaller pedestrian rotation angle at 40 and 50 km/h. Also, the vehicle equipped with pop-up bonnet and external airbag systems could lead a higher pedestrian flight altitude than that of the baseline type. A vehicle equipped with a pop-up bonnet and external airbag systems provide improved protection for the pedestrian’s head in the primary impact, but may not prevent the injury risk and/or even cause more severe injuries in secondary impacts.
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Schwarz, D., R. H. Rasshofer, and E. M. Biebl. "Optimized tracking for cooperative sensor systems in multipath environments." Advances in Radio Science 6 (May 26, 2008): 71–75. http://dx.doi.org/10.5194/ars-6-71-2008.
Повний текст джерелаАнотація:
Abstract. In a cooperative sensor system for pedestrian protection, a pedestrian and other road users exchange data by means of radio frequency communication. In the proposed system, the pedestrian carries a transponder which is interrogated by a vehicle and sends an anonymous identification (ID) sequence. By decoding the ID, the interrogation unit in the vehicle detects the presence of the transponder. Evaluating the incident wave of the transponder's answer, a localisation is possible. In the proposed localization system, the measurement results can be distorted by multipath propagation. Multipath errors result if signals of the same transponder arrive simultaneously at the receiver unit from different directions. In this case, erroneous distances and angles are measured. Because the signals arriving from different directions contain the same transponder ID, they can be assigned to their origin. One of the challenges in post-processing for signal improvement is enhancing the selection of the correct position information by making assumptions about the pedestrian's movement and by knowing the vehicle's current driving parameters. Additionally, information contained in multipath signals is used to form a better estimate for the true position of the transponder. To overcome the problems related to multipath propagation effects, a method is proposed that estimates the origin of a multipath signal and maps the distorted position information back to the true position. A fusion of tracked direct positions and mapped multipath signals leads to an improvement in positioning accuracy.
12
Lie, Guo, Ren Zejian, Ge Pingshu, and Chang Jing. "Advanced Emergency Braking Controller Design for Pedestrian Protection Oriented Automotive Collision Avoidance System." Scientific World Journal 2014 (2014): 1–11. http://dx.doi.org/10.1155/2014/218246.
Повний текст джерелаАнотація:
Automotive collision avoidance system, which aims to enhance the active safety of the vehicle, has become a hot research topic in recent years. However, most of the current systems ignore the active protection of pedestrian and other vulnerable groups in the transportation system. An advanced emergency braking control system is studied by taking into account the pedestrians and the vehicles. Three typical braking scenarios are defined and the safety situations are assessed by comparing the current distance between the host vehicle and the obstacle with the critical braking distance. To reflect the nonlinear time-varying characteristics and control effect of the longitudinal dynamics, the vehicle longitudinal dynamics model is established in CarSim. Then the braking controller with the structure of upper and lower layers is designed based on sliding mode control and the single neuron PID control when confronting deceleration or emergency braking conditions. Cosimulations utilizing CarSim and Simulink are finally carried out on a CarSim intelligent vehicle model to explore the effectiveness of the proposed controller. Results display that the designed controller has a good response in preventing colliding with the front vehicle or pedestrian.
13
Cho, Moon-ki, and Yang-ha Chun. "High-Precision Position Protocol for Vehicle to Pedestrian Using 5G Networks." Webology 19, no. 1 (January 20, 2022): 4648–61. http://dx.doi.org/10.14704/web/v19i1/web19309.
Повний текст джерелаАнотація:
In a 5G environment, it is possible to provide various services that have not been experienced before based on high-speed, ultra-low latency, high reliability, and ultra-connectivity infrastructure. In particular, intelligent convergence technology that provides high-quality services requires precise location measurement data with a very low error range. This includes high-precision data positioning in self-driving cars. Such a positioning data will enable driverless vehicles to run in a safer and more stable manner. At present, it is possible to measure the exact position of a vehicle through sensors and communication among cars using Global Positioning System (GPS) but it is still difficult to figure out the position between vehicles and pedestrians. Therefore, this paper proposes a communication protocol for Vehicle to Pedestrian (V2P) services using 5G networks. This protocol may identify distances between the vehicle and the pedestrian by using signals to identify distances between the vehicle and the repeater, the repeater and the pedestrian, and the pedestrian and the pedestrian. And if you calculate the direction angle using triangulation, you can know the exact location. Based on this location information, the relationship that predicts the time when an accident occurs according to the change in the speed of the vehicle and the walking speed of the pedestrian was analyzed through simulation. According to the simulation results, it was confirmed that the speed of the vehicle and the speed of the pedestrian had a great influence on the time when the accident occurred. Therefore, it also affects the time when a warning message or warning sound should be sent to both the vehicle and the pedestrian, which means that it can actively respond to collisions between the vehicle and the person. In particular, it will be more useful if it is used with sensors when it is difficult to secure visibility due to low-speed intersections, crossings, child protection areas, and fog, and accidents will be reduced if the above-mentioned cases are prevented. In summary, this paper developed a protocol for high-precision positioning of pedestrians to prevent emergencies that may occur with pedestrians in autonomous driving based on the 5G communication network reflecting the structure of SDN. In addition, the correlation between the speed of the vehicle and the time when an emergency situation occurs according to the change in the walking speed of the pedestrian was analyzed through a simulation.
14
Zhu, Jianguo, Yanyan Dong, Jiancheng Zhang, Feng Guo, Quanli Lu, Bin Lv, and Jianqing Wu. "Review on Tunnel Communication Technology." Sustainability 14, no. 18 (September 13, 2022): 11451. http://dx.doi.org/10.3390/su141811451.
Повний текст джерелаАнотація:
Tunnels account for an increasing proportion of highways. Due to the semi-closed structure of tunnels, signal communication is difficult in tunnels. This review analyzes the signal data transmission requirements of intelligent network management systems, such as lighting systems, wind protection systems, fire protection systems, and vehicle and pedestrian positioning systems in tunnels. The selection of signal coverage and transmission methods are also discussed. The advantages and disadvantages of various networking methods are analyzed. This paper summarizes the wireless signal transmission, wired signal transmission and signal transmission modes of different tunnel types.
15
Balakin, Vladimir V., Vladimir F. Sidorenko, Mikhail Yu Slesarev, and Aleksei V. Antyufeev. "Formation of environmental protection landscaping facilities in urban ecological systems." Vestnik MGSU, no. 8 (August 2019): 1004–22. http://dx.doi.org/10.22227/1997-0935.2019.8.1004-1022.
Повний текст джерелаАнотація:
Introduction: environmental gardening facilities on urban roads and streets are formed within limited-width dividing strips. At the same time, the increase in the phytomass density, which determines the shielding effect of tree plants, is not directly proportional to the total number of rows and the width of greenery belts, but mainly due to their most illuminated marginal rows. Hence there is a need to determine the optimal, in terms of gas-shielding efficiency, width, and density of the green spaces on the transport infrastructure facilities.
Materials and methods: the observations were made in streets of cities and on models of different-design green strips.
Results: the dependence of carbon oxide concentration decrease by green belts on their density and height was determined. The lowest concentration of automotive emissions behind green belts was observed at a distance of 1 to 1.5 belt heights, while the highest concentration was at a distance of 2 to 3 belt heights. In the “road-green belt-building” urban ecological system, the most effective scattering of pollutants along the building facades and at the pedestrian ways is present when trees reach medium floors of the buildings. As the green belt height approaches the height of the buildings, the air in yard space becomes cleaner.
Conclusions: on main roads, it is necessary to form dense and evenly openwork greenery environmental belts of 15 to 30-meter width. The rows of plants closest to the driving lane edges should consist of shrubs in the form of a two-tier hedge and low-stem trees. On the main streets, the green strips should be used at the height of the medium floors of the buildings with an openwork factor within the range of 0.5 to 0.6. In case of the dense frontal building of the streets, the environmental protection belts should have a well-blown structure providing an optimal aeration mode and effective scattering of automotive emissions in pedestrian areas and at the facades of buildings.
16
Fredriksson, Rikard, Jaeho Shin, and Costin D. Untaroiu. "Potential of Pedestrian Protection Systems—A Parameter Study Using Finite Element Models of Pedestrian Dummy and Generic Passenger Vehicles." Traffic Injury Prevention 12, no. 4 (August 2011): 398–411. http://dx.doi.org/10.1080/15389588.2011.566655.
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Yan, J., A. A. Diakité, and S. Zlatanova. "AN EXTRACTION APPROACH OF THE TOP-BOUNDED SPACE FORMED BY BUILDINGS FOR PEDESTRIAN NAVIGATION." ISPRS Annals of Photogrammetry, Remote Sensing and Spatial Information Sciences IV-4 (September 19, 2018): 247–54. http://dx.doi.org/10.5194/isprs-annals-iv-4-247-2018.
Повний текст джерелаАнотація:
<p><strong>Abstract.</strong> The navigation of pedestrians can be regarded as their movements from one unoccupied space to another unoccupied and connected space. These movements generally occur in three types of environments: indoor, outdoor, and semi-bounded (top-bounded, and/or side-bounded) spaces. While the two former types of spaces are subject to most of the attention, the latter (semi-bounded) also presents a valuable impact on the navigation behaviour. For example, top-bounded environments (e.g. roofs, shelters, etc.) are very popular for pedestrian navigation since a top structure can offer protection from harsh weather, rain, or strong sun. However, such semibounded spaces are completely missing in current navigation models and systems. This is partly explained by the fact that modelling the space, which is by defining a three-dimensional boundless and extensible component (mainly out of the indoor environment), is a very challenging task. In this paper, we propose a structure-based approach for top-bounded space extraction in the built environment, relying on 3D models. Thanks to the rapid expansion and availability of 3D city models, our approach can help to account for such type of spaces in 3D pedestrian navigation systems.</p>
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Edwards, Mervyn, Andrew Nathanson, Jolyon Carroll, Marcus Wisch, Oliver Zander, and Nils Lubbe. "Assessment of Integrated Pedestrian Protection Systems with Autonomous Emergency Braking (AEB) and Passive Safety Components." Traffic Injury Prevention 16, sup1 (June 2015): S2—S11. http://dx.doi.org/10.1080/15389588.2014.1003154.
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Llorca, D. R., M. A. Sotelo, I. Parra, J. E. Naranjo, M. Gavilan, and S. Alvarez. "An Experimental Study on Pitch Compensation in Pedestrian-Protection Systems for Collision Avoidance and Mitigation." IEEE Transactions on Intelligent Transportation Systems 10, no. 3 (September 2009): 469–74. http://dx.doi.org/10.1109/tits.2009.2018958.
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Yan, Jinjin, Abdoulaye A. Diakité, Sisi Zlatanova, and Mitko Aleksandrov. "Top-Bounded Spaces Formed by the Built Environment for Navigation Systems." ISPRS International Journal of Geo-Information 8, no. 5 (May 9, 2019): 224. http://dx.doi.org/10.3390/ijgi8050224.
Повний текст джерелаАнотація:
Navigation systems help agents find the right (optimal) path from the origin to the desired destination. Current navigation systems mainly offer the shortest (distance or time) path as the default optimal path. However, under certain circumstances, having a least-top-exposed path can be more interesting. For instance, on a rainy day, a path with as many places as possible covered by roofs/shelters is more attractive and pragmatic, since roofs/shelters can offer protection from rain. In this paper, we name environments that covered by roofs/shelters but not completely enclosed like indoors as “top-bounded environments/spaces” (e.g., porches), which are generally formed by built structures. This kind of space is completely missing in current navigation models and systems. Thus, we investigate how to use it for space-based navigation. After proposing a definition, a space model, and attributes of top-bounded spaces, we introduce a projection-based approach to generate them. Then, taking a pedestrian as an example agent, we select generated spaces considering whether the agent can visit/use the identified spaces. Finally, examples and a use case study demonstrate that our research can help to include top-bounded spaces in navigation systems/models. More navigation path types (e.g., least-top-exposed) can be offered for different agents (such as pedestrians, drones or robots).
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Wach, Krzysztof. "Teoretyczna analiza wpływu systemu aktywnej pokrywy komory silnika na obliczenia prędkości kolizyjnej samochodu, który potrącił pieszego." Paragraf na Drodze, no. 2/2022 (November 30, 2022): 63–71. http://dx.doi.org/10.4467/15053520pnd.22.011.16960.
Повний текст джерелаАнотація:
Celem pracy była analiza wpływu systemu aktywnej pokrywy komory silnika na obliczenia prędkości kolizyjnej samochodu, który potrącił pieszego. Jednym z coraz częściej stosowanych tego typu systemów jest tak zwana aktywna pokrywa komory silnika (ang. Active Hood, Pop-up Bonnet). Po wykryciu kontaktu przedniej części nadwozia z pieszym, sterownik systemu generuje sygnał inicjujący uniesienie pokrywy, najczęściej jej tylnej części. Działanie to zapewnia zwiększenie dystansu pomiędzy pokrywą a twardymi elementami znajdującymi się w komorze silnika, redukując obrażenia pieszego (zwłaszcza głowy). Zmiana położenia pokrywy w trakcie zderzenia może mieć wpływ na wartość zmierzonego na samochodzie zasięgu wrzucenia oraz rozwinięcia pieszego, czyli wielkości wykorzystywanych do szacowania prędkości kolizyjnej samochodu. W artykule dokonano teoretycznej analizy wpływu zadziałania systemu na wartość przyrostu rozwinięcia pieszego, a w konsekwencji na szacowaną wartość minimalnej prędkości uderzenia. Uzyskane wyniki wskazują, iż w niektórych przypadkach uniesienie pokrywy komory silnika może nieznacznie wpływać na szacowaną wartość prędkości kolizyjnej, nie powinno to mieć jednak istotnego wpływu na rezultaty prowadzonej analizy. Theoretical analysis of the active hood system effect on the calculation of the impact speed of a car hitting a pedestrian The aim of the work was an analysis of the currently used solutions that ensure pedestrian protection at the time of collision. Selected systems from the area of external passive safety of a car are presented. One of the increasingly used systems of this type is the so-called Active Hood (Pop-up Bonnet). As a result of detecting the contact of the front part of the car body with a pedestrian, the system controller generates a signal initiating the lifting of the engine cover (usually its rear part) upwards. This increases the distance between the bonnet and the hard components in the engine compartment, reducing the severity of injuries to pedestrians (especially the head). The change of the position of the engine cover during a crash may have an impact on the value of wrap around distance. This quantity is used to estimate the collision speed of the car. The article presents a theoretical analysis of the impact of the Active Hood safety system on the value of the pedestrian wrap around distance increment and, consequently, on the estimated value of the minimum impact velocity. The obtained results indicate that in some cases the lifting of the bonnet may have a slight influence on the estimated value of the collision velocity, however, this should not have significant influence on the results of the analysis.
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Annenkov, A. M., A. V. Volkov, and L. V. Ptushkina. "JUSTIFICATION OF SAFE DISTANCES FOR TRACK CROSSING." World of Transport and Transportation 14, no. 1 (February 28, 2016): 192–201. http://dx.doi.org/10.30932/1992-3252-2016-14-1-20.
Повний текст джерелаАнотація:
[For the English abstract and full text of the article please see the attached PDF-File (English version follows Russian version)].ABSTRACT A considerable number of accidents (collisions with people) on the tracks makes it necessary to study behavior of pedestrians, their reaction, criteria of threat assessment in the zone of «areas of approaching», and of selection of a safe time for themselves within a visually controlled distance. The paper presents results of measurements and calculations of time that pedestrians need to safely cross the tracks under different conditions and in diverse situations. Practical application of obtained dependences suggests the scope of design of safety equipment and the creation of new technical devices in the zone of responsibility of railways, including the rationale for requirements for existing signaling systems at pedestrian crossings. Keywords: rail track, area of approaching, pedestrian crossing, crossing time, safe distance, train speed. REFERENCES 1.Analysis of the state of occupational safety, electrical safety, industrial and fire safety, non-industrial accidents in the Moscow Directorate of Infrastructure of JSC Russian Railways in 2014 [Analiz sostojanija ohrany truda, elektrobezopasnosti, promyshlennoj i pozharnoj bezopasnosti, neproizvodstvennogo travmatizma v Moskovskoj direkcii infrastruktury OAO «RZhD» za 2014 god]. 2.Zhukov, V.I., Volkov, A.V., Ptushkina, L. V.Improved safety at pedestrian crossings over railway tracks [Povyshenie bezopasnosti na peshehodnyh perehodah cherez zheleznodorozhnye puti].Put’ i putevoe hozjajstvo, 2014, Iss.9, pp.32-37. 3.Shevandin, M.A., Annenkov, A.M., Vygnanova, T. M.Assessment of collision hazard and protection means at railway crossings: Guidelines for degree designing [Ocenka opasnosti naezda i sredstva zashhity pri perehode zheleznodorozhnyh putej: Metodicheskie ukazanija k diplomnomu proektirovaniju].Moscow, 1985, 46 p. 4.Pedestrian crossings over railway tracks.Technical requirements approved by the order of JSC Russian Railways dated 23.12.2009 № 2655r - as amended on 09.09.2010 № 1896r [Peshehodnye perehody cherez zheleznodorozhnye puti. Tehnicheskie trebovanija, utverzhdennye rasporjazheniem OAO «RZhD» ot 23.12.2009 № 2655r - s izmenenijami, vnesennymi 09.09.2010 № 1896r]. 5.Zhukov, V.I., Volkov, A.V., Ptushkina, L. V.Improving pedestrian crossing across railway tracks [Sovershenstvovanie peshehodnyh perehodov cherez zheleznodorozhnye puti].Put’ i putevoe hozjajstvo, 2013, Iss.9, pp.22-25. 6.Health and Safety: textbook in 2 parts.Part 2: Occupational safety in rail transport [Bezopasnost’ zhiznedejatel’nosti: uchebnik v 2 ch. - Ch.2: Bezopasnost’ truda na zheleznodorozhnom transporte].Ponomarev, V.M.[et al]; ed.by V. M.Ponomarev, V. I.Zhukov.Moscow, UMC ZhDT, 2014, 607 p. 7.Systems of automation and remote control on railways of the world: educational guide [Sistemy avtomatiki i telemehaniki na zheleznyh dorogah mira: Ucheb. posobie]/ Transl.from English.Moscow, Intekst publ., 2010, 496 p. 8.Traffic safety on railways: educational guide.In 2 p.Part 1: Safety essentials [Bezopasnost’ dvizhenija na zheleznyh dorogah: Ucheb. posobie. V 2 ch. - Ch.1: Osnovy bezopasnosti]. Balalaev, S.V., Kologrivaya, I. E.Khabarovsk, FESTU publ., 2013, 111 p. 9.Warning system on train movement and approximation of railway rolling stock.General requirements.GOST R55804-2013 [Sistemy informirovanija o dvizhenii poezdov i opoveshhenija o priblizhenii zheleznodorozhnogo podvizhnogo sostava. Obshhie trebovanija. GOST R55804-2013] [Electronic source]: http://standartgost.ru/g/ГОСТ_Р_55804-2013.Last accessed 03.11.2015. 10.Safety at work.General safety on railway tracks [Tehnika bezopasnosti pri vypolnenii rabot Obshhie mery bezopasnosti na zheleznodorozhnyh putjah].[Electronic source]: http://ohrana-bgd.narod.ru/jdtrans/jdtrans2_008.html.Last accessed 03.11.2015. 11.SP 227.1326000.2014 intersections of rail lines with the lines of transport and engineering networks [SP 227.1326000.2014 Peresechenija zheleznodorozhnyh linij s linijami transporta i inzhenernymi setjami].[Electronic source]: http://docs.cntd.ru/document/1200120205.Last accessed 03.11.2015.
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Edwards, Mervyn, Andrew Nathanson, and Marcus Wisch. "Estimate of Potential Benefit for Europe of Fitting Autonomous Emergency Braking (AEB) Systems for Pedestrian Protection to Passenger Cars." Traffic Injury Prevention 15, sup1 (September 26, 2014): S173—S182. http://dx.doi.org/10.1080/15389588.2014.931579.
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Brooks, R. "A Materials and Structure Perspective on the Feasibility of Automotive Frontal Protection Systems Meeting the Proposed Pedestrian Safety Test Criteria." Proceedings of the Institution of Mechanical Engineers, Part L: Journal of Materials: Design and Applications 220, no. 2 (April 2006): 67–78. http://dx.doi.org/10.1243/14644207jmda52.
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Zhou, Guan, Wanzhong Zhao, Qiqi Li, Wenquan Shen, and Chunyan Wang. "Multi-objective robust design optimization of a novel NPR energy absorption structure for vehicles front ends to enhance pedestrian lower leg protection." Structural and Multidisciplinary Optimization 56, no. 5 (July 8, 2017): 1215–24. http://dx.doi.org/10.1007/s00158-017-1754-9.
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Jachowicz, Marcin, and Grzegorz Owczarek. "Studies of Acceleration of the Human Body during Overturning and Falling from a Height Protected by a Self-Locking Device." International Journal of Environmental Research and Public Health 19, no. 19 (September 24, 2022): 12077. http://dx.doi.org/10.3390/ijerph191912077.
Повний текст джерелаАнотація:
The use of individual fall protection equipment is one of the most commonly applied methods of protecting workers whose worksites are located above the floor level. The safety of the user in such a situation depends on both the proper selection and correct use of such equipment. Additionally, aspects such as minimizing the free-fall distance before the fall arrest, as well as quick notification of an accident and efficient rescue operation, are important factors influencing safety. This paper presents a new testing method for fall arrest equipment using a test stand consisting of the Hybrid III 50th Pedestrian ATD anthropomorphic manikin and measuring set with three-axis acceleration transducers. The proposed method and test stand were developed for the design and testing of new fall protection devices equipped with electronic detection and alarm systems, for which it is necessary to determine acceleration limits in order to determine the alarm threshold. The proposed method is based on the measurement of accelerations that occur during tipping and falling from the height of an anthropomorphic manikin secured by a self-locking device. Two places of attachment of the measuring set with a three-axis acceleration sensor were analyzed at the waist belt of the manikin (abdomen and back). Moreover, the self-locking device lanyard was attached to the two points of the safety harnesses (the front and back point). The aim of the research was to check whether the acceleration values depend on the places of attachment of the measuring and anchored system, as well as to determine their maximum values. Acceleration values corresponding to fall arrest and tipping were analyzed. Limits of acceleration have been established in order to determine the threshold of alarm triggering. The non-parametric Mann–Whitney U test was used to check whether the location of the three-axis acceleration transducer and the position of the self-locking device lanyard attachment affect the value of the recorded acceleration. For results of acceleration measurements when testing the behavior of the manikin during fall arrest, no statistically significant differences were found. For results of acceleration measurements when testing the tipping behavior of the manikin, statistically significant differences occurred. This means that during fall arrest, the location of the three-axis acceleration transducer and the position of the self-locking device lanyard attachment do not matter. This work is a continuation of previous research on accelerations characterizing human body positions occurring during normal physical activities (ADL—activities of daily living).
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Ucińska, Monika, and Małgorzata Pełka. "The effectiveness of the AEB system in the context of the safety of vulnerable road users." Open Engineering 11, no. 1 (January 1, 2021): 977–93. http://dx.doi.org/10.1515/eng-2021-0097.
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Abstract According to the analysis by the National Police Headquarters, roughly 40% of all road accident victims in Poland are vulnerable road users (VRU), i.e. pedestrians and cyclists. Their protection has become one of the priorities for action regarding road safety. For this purpose, various activities are carried out aimed not only at human behaviour or the development of modern and safe road infrastructures but also at the development of modern vehicles, including advanced driver assistance systems (ADAS). In order to identify the limitations of the currently available driver assistance systems, designed to respond to VRU, research was carried out under the project name, “PEDICRASH: Safety aspects of VRU in CAD automated vehicles.” The project was aimed at increasing users’ awareness (both pedestrians and drivers) of the limitations of ADAS by analysing barriers and indicating recommendations allowing for more effective protection of pedestrians and cyclists due to the identified operating limitations of these systems. The research focused on the autonomous emergency braking (AEB) system and its potential impact on the level of road safety, with particular emphasis on VRU.
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Prentkovskis, Olegas, Jurijus Tretjakovas, Audrius Švedas, Andrii Bieliatynskyi, Alfonsas Daniunas, and Kateryna Krayushkina. "THE ANALYSIS OF THE DEFORMATION STATE OF THE DOUBLE-WAVE GUARDRAIL MOUNTED ON BRIDGES AND VIADUCTS OF THE MOTOR ROADS IN LITHUANIA AND UKRAINE." Journal of Civil Engineering and Management 18, no. 5 (September 28, 2012): 761–71. http://dx.doi.org/10.3846/13923730.2012.731252.
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Traffic safety mainly depends on vehicles, pedestrians and road infrastructure. On highways, the heaviest traffic accidents are associated with crossing of the dividing strips by a vehicle and its collision with side obstacles on the junction or road bridge exit. These accidents often occur, when vehicles, running at a high speed, collide with obstacles, which may cause human injuries. In such cases, the probability of fatalities or heavy injuries to people in a traffic accident is very high. Road traffic infrastructure plays an important part in ensuring traffic safety on urban roads and highways. It includes guardrails, speed bumps, pedestrian safety islands, traffic regulation systems, road information infrastructure, etc. Guardrail (known as civil engineering element and traffic safety element) installation may help to reduce the number of human injuries and fatalities caused by traffic accidents. Guardrails of various types are installed on the roads of Lithuania and Ukraine. Guardrails, consisting of metal posts of the profile Σ and a protective beam of the profile W, i.e. ‘double-wave guardrails’, are among the most commonly used ones. The authors of this paper present the analysis of the deformation state of a double-wave guardrail (describing the strains and stresses of its elements).
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Özarpa, C., İ. Avcı, B. F. Kınacı, S. Arapoğlu, and S. A. Kara. "CYBER ATTACKS ON SCADA BASED TRAFFIC LIGHT CONTROL SYSTEMS IN THE SMART CITIES." International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XLVI-4/W5-2021 (December 23, 2021): 411–15. http://dx.doi.org/10.5194/isprs-archives-xlvi-4-w5-2021-411-2021.
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Abstract. There are regular developments and changes in cities. Developments in cities have affected transportation, and traffic control tools have changed. Traffic signs and traffic lights have been used to direct pedestrians and vehicles correctly. Traffic light control systems are used to ensure the safety of vehicles and pedestrians, increase the fluency in traffic, guide them in transportation, warn pedestrians and drivers, and regulate and control transportation disruptions. In order to facilitate people's lives, it is desired to control the traffic components autonomously with the developments in autonomous systems. Cyber threats arise due to the active use of the internet and signals or frequencies in the use of modules that will provide communication with traffic lights, traffic signs, and vehicles, which are traffic components at the inter-sections of many roads in the control of central systems. The study is limited to smart traffic lights, which are traffic components. If we examine the cyber-attacks, we can see that Malware Attacks, Buffer Overflow Attacks, DoS attacks, and Jamming Attacks can be made. Network-Based Intrusion Detection Systems and Host-Based Intrusion Detection Systems can be used to detect and stop Malware Attacks, Buffer Overflow Attacks, DoS attacks, and Jamming Attacks. Intrusion detection systems tell us whether the data poses a threat or does not pose after the data passing through the system is examined. In this way, system protection is ensured by controlling the data traffic in the system.
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Savchenko-Belsky, V. Yu, and A. V. Strygin. "Humanitarian and economic aspects of digitalization in road safety systems." E-Management, no. 2 (March 13, 2019): 55–60. http://dx.doi.org/10.26425/2658-3445-2018-2-55-60.
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In the article we examine relevant problems regarding human rights on roads with arising digitalized processes. The problems cover three aspects. First, are the rights of drivers, passengers, and impaired individuals who use digitalized management systems while on the roads. Second, is the protection of the rights of those who are dismissed from driving the public transport with digitalized management systems. Third, is the potential danger to the society from economic outcomes of further digitalization. In the end, the article gives a comprehensive argument about the importance of securing human rights on the roads as it was brought up to our attention by the United Nations.Following the afore mentioned aspects of the problem, the article derives hypothetical solutions regarding human rights of road users with arising digitalized process. First of all, it remains essential to reinforce drivers’ rules on the roads. Next, safety of pedestrians, people who are travelling on foot, needs to be ensured since they are worse off in case of an emergency on the roads. Finally, it is a special focus on ensuring the rights of persons with disabilities. The latter applies not only to the drivers and pedestrians, but also to passengers with disabilities who use the means of urban ground transportation.
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Gülhan, Görkem. "Tarihi Çevrede Ulaşım Stratejisi ve İlkeleri: Şirince Örneği / Strategy and Principles in Historical Environment: The Example of Sirince." Journal of History Culture and Art Research 7, no. 2 (July 2, 2018): 475. http://dx.doi.org/10.7596/taksad.v7i2.1501.
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<p><strong>ABSTRACT </strong></p><p>Throughout history, cities and transportation have been interacting. The types and volume of this interaction have diversified with the change over time in the types of transportation, vehicles and spaces. This relationship between transportation characteristics and settlement patterns has been shaped by the social, spatial and economic characteristics of history, and in this context has created new and different opportunities for interaction. Rapid and violent enlargement in cities after the industrial revolution and the establishment of links for new scales related to transport axes have separated street patterns in historical environments from the new urban dynamics. Historical environments could not be fully analyzed within this scale, and the applications directed towards the historical environment were designed to protect more. Historical urban centers have begun to be viewed as isolated and distressed areas, not as a stakeholder of the urban transport system. Issues such as the damage of the protection of the living spatial problems and the destruction of the historical environment have begun to be encountered. Troubles such as air/noise pollution, deterioration of urban image and vibration of vehicles caused damage to historical texture and brought together new planning approaches. There is a need for applications and approaches that will successfully integrate historic environments and transportation systems into the urban transport and land use fiction.</p><p>In this study, the spatial structure and transportation structure of Selçuk-Sirince, which is a strong historical environment containing intensive transportation demands, is analyzed. Principles, strategies and approaches to overcome transportation problems have been developed. The approach is made in 3 categories as analysis, problem determination and strategy production. It has been determined that Sirince is experiencing spatial damage and that transportation problems are in both vehicular and pedestrian dimensions in conclusion a solution proposal is presented.</p><p><strong>ÖZ</strong></p><p>Tarih boyunca kentler ve ulaşım etkileşim içerisinde olmuştur. Bu etkileşimin türleri ve şiddeti, ulaşım türlerinin, araçların ve mekânların zaman içinde değişimi ile birlikte farklılaşmıştır. Ulaşım özellikleri ve yerleşim dokuları arasındaki bu ilişki tarihin sosyal, mekânsal ve ekonomik özelliklerine göre şekillenmiş ve bu bağlamda her dönemde yeni ve farklı etkileşim olanakları yaratmıştır. Sanayi devriminden sonra kentlerde yaşanan hızlı ve şiddetli genişleme, ulaşım aksları ile ilgili bağlantılarının yeni ölçekler için oluşturulması, tarihi çevrelerde yaşayan sokak dokularını yeni kent dinamiğinden ayrıştırmıştır. Yaşanan hızlı ve kontrolsüz büyümenin etkileri kentlerin ölçeğini yeniden belirlerken tarihi çevreler bu ölçek içerisinde tam olarak çözümlenememiş olup tarihi çevreye yönelik uygulamalar daha çok korumaya yönelik oluşturulmuştur. Tarihi kent merkezleri kentsel ulaşım sisteminin bir paydaşı olarak değil, izole ve ulaşım açısından sıkıntılı alanlar olarak görülmeye başlanmıştır. Yaşanan mekânsal sorunların çözümünde koruma olgusunun zarar görmesi ve tarihi çevrede tahribatlar oluşması türünde sorunlar ile karşılaşılmaya başlanmıştır. Hava/ses kirliliği, kent imgesinin bozulması ve taşıtlardan oluşan titreşimlerin tarihi dokuya zarar vermesi gibi sorunlar yeni planlama yaklaşımları arayışlarını beraberinde getirmiştir. Tarihi çevre ve ulaşım sistemlerini kentsel ulaşım kurgusuna başarı ile entegre edecek uygulama ve yaklaşımlara ihtiyaç duyulmaktadır. Bu çalışmada, yoğun ulaşım talebi içeren ve güçlü bir tarihi çevre niteliği olan Selçuk-Şirince Köyü’nün mekânsal yapısı ve ulaşım kurgusu analiz edilmiştir. Ulaşım sorunlarının çözümü ile ilgili ilkeler, stratejiler ve yaklaşımlar geliştirilmiştir. Anılan yaklaşım analiz, sorunların belirlenmesi ve strateji üretimi olmak üzere 3 kategoride yapılmıştır. Şirince’nin mekânsal tahribat yaşadığı, ulaşım sorunlarının hem taşıt hem yaya boyutunda olduğu tespit edilmiş olup çözüm önerileri sunulmuştur.</p>
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Fialová, Eva. "AUTONOMOUS VEHICLES AND EUROPEAN DATA PROTECTION LAW." MECCA Journal of Middle European Construction and Design of Cars 17, no. 1 (July 20, 2020): 6. http://dx.doi.org/10.14311/mecdc.2020.01.01.
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Autonomous vehicles process a huge amount of data about the driver, or rather passengers of the vehicle, as well as about other persons (pedestrians and passengers of other vehicles). This is why the autonomous vehicles raise questions about the protection of personal data. In 2018 a new European data protection legislation came into force. The General Data Protection Regulation places new obligations on controllers of personal data and provides new rights to data subjects, which will relate to operations of autonomous vehicles and their infrastructure. The providers thereof will have to implement the principles of data protection legislation into their systems. In this context the personal data is not just data concerning the identity of the driver, a passenger or other persons, but any information relating to an identified or identifiable natural person who can be identified, directly or indirectly, in particular by reference to an identifier such as a name, an identification number, location data, or even due to a peculiar behaviour in the vehicle. The paper will focus on the new legal regulation in relation to the operation of autonomous vehicles.Autonomní vozidla zpracovávají velké množství údajů o řidiči vozidla, resp. cestujících ve vozidle, jakož i o dalších osobách (spolucestujících, chodcích a pasažérech v jiných vozidlech). To je důvod, proč provoz autonomních vozidel vyvolává řadu otázek týkajících se ochrany osobních údajů. V roce 2018 nabyla účinnosti nová evropská právní úprava regulující tuto oblast. Obecné nařízení o ochraně osobních údajů přináší nové povinnosti správcům osobních údajů, jakož i nová práva subjektům údajů, která se budou týkat provozu autonomních vozidel a infrastruktury. Výrobci a poskytovatelé služeb budou muset do svých systémů implementovat legislativu o ochraně osobních údajů. Osobními údaji nejsou pouze údaje týkající se totožnosti řidiče, cestujících nebo jiných osob, ale veškeré informace vztahujících se k identifikované nebo identifikovatelné fyzické osobě, kterou lze přímo nebo nepřímo identifikovat, zejména odkazem na identifikátor, jako je např. název, identifikační číslo, lokalizační údaje, nebo třeba i kvůli osobitému chování ve vozidle. Tento článek se zaměřuje na novou právní úpravu ve vztahu k provozu autonomních vozidel.
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Ochoa-Covarrubias, Gabriela, Carlos González-Figueredo, Hugo DeAlba-Martínez, and Alejandro L. Grindlay. "Air Quality and Active Transportation Modes: A Spatiotemporal Concurrence Analysis in Guadalajara, Mexico." Sustainability 13, no. 24 (December 16, 2021): 13904. http://dx.doi.org/10.3390/su132413904.
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The protection of pedestrians, cyclists, and public transportation passengers from environmental pollution is a global concern. This study fills the gap in the existing knowledge of temporal exposure to air pollution in Latin American metropolises. The paper proposes a methodology addressing the relationship between two objects of study, i.e., the users of active modes of transport and air quality. This new methodology assesses the spatiotemporal concurrence of both objects with statistical analysis of large open-access databases, to promote healthy and sustainable urban mobility. The application of the empirical methodology estimated the number of users of active transportation modes exposed to poor air quality episodes in the Guadalajara metropolitan area (Mexico) in 2019. The study considered two pollutants, ozone (O3) and particulate matter (PM10), and two active modes, cycling and bus rapid transit (BRT). Spatiotemporal analyses were carried out with geographic information systems, as well as with numeric computing platforms. First, big data were used to count the number of users for each mode within the area of influence of the air quality monitoring stations. Second, the number of air pollution episodes was obtained using the air quality index proposed by the Environmental Protection Agency (USA) on an hourly basis. Third, the spatiotemporal concurrence between air quality episodes and active mode users was calculated. In particular, the air quality monitoring data from the Jalisco Atmospheric Monitoring System were compared to users of the public bicycle share system, known as MiBici, and of a bus rapid transit line, known as Mi Macro Calzada. The results showed that the number of cyclists and BRT passengers exposed to poor air quality episodes was considerable in absolute terms, that is, 208,660 users, while it was marginal when compared to the total number of users exposed to better air quality categories in the study area, who represented only 10%. To apply the results at the metropolitan scale, the spatial distribution of the air quality monitoring system should be improved, as well as the availability of data on pedestrians and conventional bus passengers.
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Frampton, Richard J., and Jack E. Millington. "Vulnerable Road User Protection from Heavy Goods Vehicles Using Direct and Indirect Vision Aids." Sustainability 14, no. 6 (March 11, 2022): 3317. http://dx.doi.org/10.3390/su14063317.
Повний текст джерелаАнотація:
In Europe, heavy goods vehicles (HGVs) are disproportionately involved in serious and fatal collisions with vulnerable road users (VRUs). An interrogation of 2019 national crash data for Great Britain (Stats19) suggested that detection of cyclists and pedestrians in the nearside and front blind spots of HGVs is still a significant problem during forward or left-turn manoeuvres of the HGV. To improve detection, Transport for London introduced Direct Vision and Safe System Standards in 2021 for HGVs entering the Greater London area. This research assessed the efficacy of one of the Safe System requirements—the fitment of sensors to detect vulnerable road users on the nearside of the vehicle. A physical testing procedure was developed to determine the performance of a sensor system meeting the Transport for London Safe System requirements. Overall, the Safe System compliant sensor system missed 52% of expected detection nodes on the nearside of the vehicle. A total of 56% of the “stop vehicle” nodes, 45% of the “slow down” and 48% of the “proceed with caution” nodes were not recognised. The most forward sensor did not fully cover the front-left corner blind spot, missing 70% of the desired detection nodes. Nearside sensor systems fitted to Safe System requirements may cover a reasonable area but could still leave many undetected zones to the left and front of the vehicle. Standardising sensor range and location could help to eliminate sensor blind spots. Mandating additional front sensors would help cover the blind spot at the front-left corner of the HGV.
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Ou, Soobin, Huijin Park, and Jongwoo Lee. "Implementation of an Obstacle Recognition System for the Blind." Applied Sciences 10, no. 1 (December 30, 2019): 282. http://dx.doi.org/10.3390/app10010282.
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The blind encounter commuting risks, such as failing to recognize and avoid obstacles while walking, but protective support systems are lacking. Acoustic signals at crosswalk lights are activated by button or remote control; however, these signals are difficult to operate and not always available (i.e., broken). Bollards are posts installed for pedestrian safety, but they can create dangerous situations in that the blind cannot see them. Therefore, we proposed an obstacle recognition system to assist the blind in walking safely outdoors; this system can recognize and guide the blind through two obstacles (crosswalk lights and bollards) with image training from the Google Object Detection application program interface (API) based on TensorFlow. The recognized results notify the blind through voice guidance playback in real time. The single shot multibox detector (SSD) MobileNet and faster region-convolutional neural network (R-CNN) models were applied to evaluate the obstacle recognition system; the latter model demonstrated better performance. Crosswalk lights were evaluated and found to perform better during the day than night. They were also analyzed to determine if a client could cross at a crosswalk, while the locations of bollards were analyzed by algorithms to guide the client by voice guidance.
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Kovaceva, Jordanka, András Bálint, Ron Schindler, and Anja Schneider. "Safety benefit assessment of autonomous emergency braking and steering systems for the protection of cyclists and pedestrians based on a combination of computer simulation and real-world test results." Accident Analysis & Prevention 136 (March 2020): 105352. http://dx.doi.org/10.1016/j.aap.2019.105352.
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Li, Qiang, Wenlong Su, Peng Zhang, Xinzhou Cheng, Mingxin Li, and Yuanni Liu. "Blockchain-Based Method for Pre-Authentication and Handover Authentication of IoV Vehicles." Electronics 12, no. 1 (December 28, 2022): 139. http://dx.doi.org/10.3390/electronics12010139.
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The Internet of Vehicles (IoV) is an important supporting technology for intelligent transportation systems that connects traffic participants, such as vehicles, pedestrians, and roads, through wireless networks and enables information exchange to enhance traffic safety and improve traffic efficiency. The IoV is a unique network that involves many network security risks, which must be controlled through authentication, encryption, and other protective measures. To solve problems, such as high computing overhead and low handover authentication efficiency of the existing vehicle access authentication of the IoV, a compact consensus pre-authentication and handover authentication method was designed based on blockchain features such as decentralization and security. The proposed method is based on ensuring authentication security and reduces the consensus time, saves computing resources, and effectively solves the problems of high computing cost and high communication cost arising from frequent vehicle authentication handovers. A performance and security analysis demonstrates that our approach can reduce the computational overhead by up to 88.14% for a vehicle and by more than 60% for a roadside unit (RSU). The overall communication overhead of the solution is reduced by up to 71.31%. The data illustrate that the proposed method can safely and significantly improve the efficiency of vehicle handover authentication.
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Shafiq, Shafina, Sushma Dahal, Noor Kutubul Alam Siddiquee, Meghnath Dhimal, and Anjani Kumar Jha. "Existing Laws to Combat Road Traffic Injury in Nepal and Bangladesh: A Review on Cross Country Perspective." Journal of Nepal Health Research Council 17, no. 4 (January 21, 2020): 416–23. http://dx.doi.org/10.33314/jnhrc.v17i4.2363.
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Background: Road traffic accidents is a leading cause of injury and death globally. The consequences of road traffic accidents are prominent in developing countries that can least afford to meet the health services, economic and societal challenges. Nepal and Bangladesh are two developing country of South Asia who bear a large share of burden due to road traffic injuries.Methods: A non-systematic review of relevant documents using Google scholar and PubMed as well as review of relevant legal documents was done. Results: Nepal and Bangladesh have traffic laws including all the key risk factors as recommended by the World Health Organization except the child restraint systems laws. The existing laws for both countries include speed, drunk driving, use of seatbelts and motorcycle helmet, driver license, vehicle condition, overloading and accident related compensations.In both the countries for post-crash response, national emergency care access number has partial coverage and in Nepal there are some provisions related to trauma registry.Vulnerable groups are pedestrians with majority of male and higher mortality found in rural areas than urban areas for both the countries.Conclusions: Both the countries have traffic laws that focus on the prevention of road traffic accidents and protection of victims. However, amendments in the existing laws are required for confronting immediate challenges of increasing accidents and injuries that both the countries face every year.Keywords: Bangladesh; Nepal; road traffic injury; road traffic accident; traffic acts and laws.
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Thompson, James, Matthew Baldock, and Tori Lindsay. "Motorcycle crashes resulting in hospital admissions in South Australia: Crash characteristics and injury patterns." Journal of Road Safety 31, no. 1 (February 1, 2020): 10–19. http://dx.doi.org/10.33492/jrs-d-19-00245.
Повний текст джерелаАнотація:
Motorcycle riders have a high risk of serious injury if they crash. To assist with identification of countermeasures, the present study examined records from the Royal Adelaide Hospital (RAH) in South Australia for 763 motorcyclists (including scooter riders) admitted between January 2008 and November 2010 and between April 2014 and December 2016. Records were linked with police-reported crash data and results of forensic blood tests for alcohol and drugs. When compared with 1617 car drivers admitted to the RAH over the same periods, motorcyclists were younger, were more commonly male, more likely to hold a learner permit, less likely to hold a provisional licence, less likely to be over the legal alcohol limit and less likely to be at-fault in multiple vehicle crashes. Their crashes were more likely to be single vehicle crashes (specifically roll over, left road – out of control and hit object/animal/pedestrian on road crashes) and were more common on weekends, during the afternoon, on sloping roads, on curved roads, on roads with speed limits of 50 and 80 km/h, during daylight hours, in dry weather and on dry roads. They had a higher severity of injury than car drivers, spent longer in hospital, and were more likely to sustain injuries to multiple body regions. Linear regression showed that older age, higher blood alcohol concentration and higher speed limit increased injury severity for motorcyclists. Based on present findings, motorcycling safety can be improved through countermeasures related to Graduated Licensing Systems, infrastructure, motorcycle technology and protective clothing.
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Mei, Sun, Guo Yuyan, Zhang Juan, and Jiang Mingming. "An Authentication and Key Agreement Scheme Based on Roadside Unit Cache for VANET." Security and Communication Networks 2022 (August 8, 2022): 1–13. http://dx.doi.org/10.1155/2022/3116682.
Повний текст джерелаАнотація:
Vehicular Ad Hoc Network (VANET) is a wireless Mobile Ad Hoc Network that is used for communication between vehicles, vehicles and fixed access points, and vehicles and pedestrians. However, because of the use of open wireless channels, VANET is more vulnerable. Therefore, VANET security is critical for safe driving and user privacy protection. Authentication and key agreement are crucial for ensuring security. Numerous authentication schemes have been proposed between vehicles and roadside units (RSUs). Many solutions are authentication and key negotiation between the vehicle and a single RSU. The vehicle passing through a region needs to complete authentication and key agreement with multiple RSUs separately, which brings a great burden to the vehicle. In order to simplify the authentication process of vehicles and multiple RSUs and improve the efficiency of authentication and key agreement, an efficient authentication and key agreement scheme based on RSU cache is proposed when the vehicle moves from one RSU to another RSU region. In the proposed scheme, RSUs are divided into regions, and each region has a RSU cluster head. When the vehicle enters a certain region and authenticates with a RSU successfully, the RSU submits the authentication information to the RSU cluster head. The RSU cluster head shares the authentication information with other RSUs in the region using the shared key. Other RSUs record the authentication information in the cache. When the vehicle communicates with other RSUs, the authentication is not necessary; the session key can be negotiated by simply exchanging information. After using the cache, the calculation and communication cost of the authentication and key negotiation between the vehicle and other RSU can be significantly saved, the calculation cost is reduced by 37%, and the traffic is reduced by 35%. The random oracle model is used to prove the security of the scheme. The results revealed that the authentication overhead of the proposed scheme is considerably lower than those of other schemes. Compared with the related schemes, the computational cost of the proposed scheme is reduced by 34% on average; the communication cost is close to other related schemes. Moreover, the security analysis shows that the proposed scheme provides better security compared to other related schemes.
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Hasson, Shireen Ihsan Khaza'al, and Kadhim Faris Dhumad. "The Effect of Urban Land Use Changing on Green Area Neighborhoods No. 336 & 338 in Baghdad – Case Study." Journal of Engineering 24, no. 12 (December 3, 2018): 1–20. http://dx.doi.org/10.31026/j.eng.2018.12.09.
Повний текст джерелаАнотація:
The role of the green areas lies in being one of the systems that plays the vital role in achieving the environmental dimension besides the socio-cultural body and the economic dimension in the hidden value of ecosystem services. However, many developing countries are characterized by a state of low community environmental awareness, which coincides with the basic need for land for housing and other uses, to take precedence over nature protection strategies. In the absence of clear planning and long-term planning strategies, all this led to abuses and violations of urban land use. In Iraq, the situation became more apparent due to the political, security and social conditions that followed the year 2003. Hence, the research problem of the phenomenon of excesses on the use of green land in the Iraqi cities in general and Baghdad in particular, which led to many bad effects. The aim of the research is to explore the importance of green spaces and the value of biological diversity, and to detect the effects of the phenomenon of continuous abuses. In order to address the problem of research and achieve its objectives, the premise of its content has been developed: Green infrastructure as a hierarchical and interrelated thematic system that can contribute to the production of a basic design of the city that believes in its functions and enhances its role and ensure its sustainability. The study followed an analytical descriptive approach to data collection and vocabulary extraction in relation to green areas, levels and hierarchies, and the extraction of theoretical indicators for the effects of the changes that occurred on them. They were tested in practice in neighboorhoods no. 338, 336 in the city of Baghdad, in the light of a field analysis and survey. The research found a decline in the area of green areas as their ratios do not meet the local and global standards required, especially with the increasing of urban and population density over the past decade. In addition to what the neighborhoods suffer from urban chaos and a severe shortage of infrastructure services. Greenness and its functional and visual role in beautifying the urban landscape can be observed only in the remaining agricultural use, in nurseries and orchards, which are private property that does not include the general population in the use of its functions. Finally, the research presented its vision regarding the treatment of the negative effects that were diagnosed, in light of the strategy to provide green spaces in the random neighbourhoods at multiple levels, starting with the residential clusters, through the streets and roads pedestrians, and ended with the level of neighborhoods.
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Li, Quan, Shi Shang, Xizhe Pei, Qingfan Wang, Qing Zhou, and Bingbing Nie. "Kinetic and Kinematic Features of Pedestrian Avoidance Behavior in Motor Vehicle Conflicts." Frontiers in Bioengineering and Biotechnology 9 (November 25, 2021). http://dx.doi.org/10.3389/fbioe.2021.783003.
Повний текст джерелаАнотація:
The active behaviors of pedestrians, such as avoidance motions, affect the resultant injury risk in vehicle–pedestrian collisions. However, the biomechanical features of these behaviors remain unquantified, leading to a gap in the development of biofidelic research tools and tailored protection for pedestrians in real-world traffic scenarios. In this study, we prompted subjects (“pedestrians”) to exhibit natural avoidance behaviors in well-controlled near-real traffic conflict scenarios using a previously developed virtual reality (VR)-based experimental platform. We quantified the pedestrian–vehicle interaction processes in the pre-crash phase and extracted the pedestrian postures immediately before collision with the vehicle; these were termed the “pre-crash postures.” We recorded the kinetic and kinematic features of the pedestrian avoidance responses—including the relative locations of the vehicle and pedestrian, pedestrian movement velocity and acceleration, pedestrian posture parameters (joint positions and angles), and pedestrian muscle activation levels—using a motion capture system and physiological signal system. The velocities in the avoidance behaviors were significantly different from those in a normal gait (p < 0.01). Based on the extracted natural reaction features of the pedestrians, this study provides data to support the analysis of pedestrian injury risk, development of biofidelic human body models (HBM), and design of advanced on-vehicle active safety systems.
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Pak, Wansoo, Daniel Grindle, and Costin Untaroiu. "The Influence of Gait Stance and Vehicle Type on Pedestrian Kinematics and Injury Risk." Journal of Biomechanical Engineering 143, no. 10 (June 17, 2021). http://dx.doi.org/10.1115/1.4051224.
Повний текст джерелаАнотація:
Abstract Pedestrians are one of the most vulnerable road users. In 2019, the USA reported the highest number of pedestrian fatalities number in nearly three decades. To better protect pedestrians in car-to-pedestrian collisions (CPC), pedestrian biomechanics must be better investigated. The pre-impact conditions of CPCs vary significantly in terms of the characteristics of vehicles (e.g., front-end geometry, stiffness, etc.) and pedestrians (e.g., anthropometry, posture, etc.). The influence of pedestrian gait posture has not been well analyzed. The purpose of this study was to numerically investigate the changes in pedestrian kinematics and injuries across various gait postures in two different vehicle impacts. Five finite element (FE) human body models, that represent the 50th percentile male in gait cycle, were developed and used to perform CPC simulations with two generic vehicle FE models representing a low-profile vehicle and a high-profile vehicle. In the impacts with the high-profile vehicle, a sport utility vehicle, the pedestrian models usually slide above the bonnet leading edge and report shorter wrap around distances than in the impacts with a low-profile vehicle, a family car/sedan (FCR). The pedestrian postures influenced the postimpact rotation of the pedestrian and consequently, the impacted head region. Pedestrian posture also influenced the risk of injuries in the lower and upper extremities. Higher bone bending moments were observed in the stance phase posture compared to the swing phase. The findings of this study should be taken into consideration when examining pedestrian protection protocols. In addition, the results of this study can be used to improve the design of active safety systems used to protect pedestrians in collisions.
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Drašković, Danislav, Slobodan Tošić, and Тomislav Vujinović. "Telematics of new vehicles for the purpose of pedestrian safety." JTTTP - JOURNAL OF TRAFFIC AND TRANSPORT THEORY AND PRACTICE 6, no. 1 (October 10, 2021). http://dx.doi.org/10.7251/jtttp2101035d.
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Pedestrians are a vulnerable group of traffic users who most often suffer serious physical injuries in collisions with motor vehicles, which very often have a fatal outcome. The modern automotive industry is investing great efforts in the development of active and passive protection systems for all traffic participants, including pedestrians. Pedestrian protection is tried to be achieved by changing the shape of the front parts of the vehicle, by using plastic materials with higher deformation potential which, in collision with the body of the pedestrian, will spend most of the impact energy on its own deformation and thus maximally spare the delicate biological tissue of the pedestrian. Instead of protruding, rigid metal structures of insignificant elasticity and deformation potential, today’s cars are characterized by appropriate body design, use of high elasticity materials and deformation of contact surfaces, specially shaped and integrated bumpers, elastic and raised bonnet, headlights integrated into the contour of the vehicle front which are capable of absorbing part of the impact energy. Modern research shows a certain efficiency of these improvements on modern cars. Most of these studies are of the experimental type and are done in strictly controlled conditions on dolls, often commissioned and funded by wealthy automobile corporations, while there is less research in real field conditions. Recently, experiments have been made with testing the active bonnet, the airbag under the bonnet, and the google model of gluing the pedestrian body.
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Kato, Takeo, Chunzhao Guo, Kiyosumi Kidono, Yoshiko Kojima, and Takashi Naito. "SpaFIND: an Effective and Low-cost Feature Descriptor for Pedestrian Protection Systems in Economy Cars." IEEE Transactions on Intelligent Vehicles, 2017, 1. http://dx.doi.org/10.1109/tiv.2017.2726764.
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Djarah, Djalal, Abdallah Meraoumia, and Mohamed Lakhdar Louazene. "The Impact of the Detector on the Performances of a Multi Person Tracking System." Recent Patents on Engineering 15 (February 15, 2021). http://dx.doi.org/10.2174/1872212115666210215125959.
Повний текст джерелаАнотація:
Background: Pedestrian detection and tracking is an important area of study in real-world applications such as mobile robots, human-computer interaction, video surveillance, pedestrian protection systems, etc. As a result, it has attracted the interest of the scientific community. Objective: Certainly, tracking people is critical for numerous utility areas which cover unusual situations detection, like vicinity evaluation and sometimes change direction in human gait and partial occlusions. Researchers primary focus is to develop surveillance system that can work in a dynamic environment, but there are major issues and challenges involved in designing such systems. So, it has become a major issue and challenge to design a tracking system that can be more suitable for such situations. To this end, this paper presents a comparative evaluation of the tracking-by-detection system along with the publicly available pedestrian benchmark databases. Method: Unlike recent works where the person detection and tracking are usually treated separately, our work explores the joint use of the popular Simple Online and Real-time Tracking (SORT) method and the relevant visual detectors. Consequently, the choice of the detector is an important factor in the evaluation of the system performance. Results: Experimental results demonstrate that the performance of the tracking-by-detection system is closely related to the optimal selection of the detector and should be required prior to a rigorous evaluation. Conclusion: The study demonstrates how sensitive the system performance as a whole is to the challenging of the dataset. Furthermore, the efficiency of the detector and the detector-tracker combination are also depending on the dataset.
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Rebecchi, A., and S. Capolongo. "Healthy Design and Urban Planning Strategies framing the SDG 11 Sustainable Cities and Communities." European Journal of Public Health 31, Supplement_3 (October 1, 2021). http://dx.doi.org/10.1093/eurpub/ckab164.733.
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Abstract According to the “Urban Health Rome Declaration” at European meeting “G7 Health” that defines the strategic aspects and actions to improve Public Health into the cities, and referring to the Agenda 2030 in which the 11th SDG argue about “Sustainable Cities and Communities. Make cities and human settlements inclusive, safe, resilient and sustainable”, one of the most expressive syntheses of the challenging relationship between urban planning and Public Health is stated by WHO (2016): “Health is the precondition of urban sustainable development and the first priority for urban planners”. Referring to the Healthy Cities & Urban Health definitions, we can consider Public Health not merely an aspect of health protection and promotion, but an individual and collective condition, strongly influenced by the environmental context and by the strategies implemented by local Governments. The “Health in All Policies” strategy, clearly underlines how health doesn't depend only on the supply of the healthcare services, but also, on the quality of outdoor and indoor living environments. Aim of the Presentation 3 is the share the findings of a literature review about the link between the urban contexts' morphological and functional features; the results are divided into: 14 Health Outcomes, representing the main Non-Communicable Diseases (NCDs) whose come from the urban environment's quality and by the adoption of healthy lifestyles; 8 types of Environmental Risk Factors (Urban Heat Island Effect; soil/air/acoustic/light pollution; vehicular traffic; Safety & Security; weak attractiveness of places); and 14 Healthy Urban Planning Strategies (green/blue/grey infrastructures; biodiversity protection; adverse meteoric events management; public transport systems; vehicular traffic reduction; pedestrian and cycling paths; social and functional mix; urban solid waste's management; renewable energy and efficiency; outdoor spaces lighting; Design for All).
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Guida, Carmen, Gerardo Carpentieri, and Houshmand Masoumi. "Measuring spatial accessibility to urban services for older adults: an application to healthcare facilities in Milan." European Transport Research Review 14, no. 1 (June 2, 2022). http://dx.doi.org/10.1186/s12544-022-00544-3.
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AbstractThis study proposes a Geographic Information Systems-based methodology to measure accessibility to urban services from the elderly perspective to support urban planning processes. Specifically, it seeks to understand and clarify how the urban environment can influence the quality of life for older adults, mostly through pedestrian and public transport networks, locations of essential urban services, and the organisation of their resources. In light of a significant demographic change, policymakers will have to promote age-friendly urban planning approaches to guarantee equal access to services and activities. We propose a methodology to measure accessibility to healthcare provision services that considers land-use and mobility features and older adults' behavioural traits. The method belongs to the family of 2SFCA—2 steps floating catchment area—which evaluate accessibility as the combination of both supply and demand of urban services. Therefore, we have introduced innovative elements to shape actual mobility opportunities for the elderly and their travel choices. The methodology was applied to Milan's city to measure accessibility to the Health Protection Agency (ATS) services, which is responsible for healthcare assistance to the elderly dwelling in the city. The outputs show that a significant share of older people (almost 40%) suffer from poor accessibility to primary health services and that they mostly live in the city periphery. Moreover, the application to a case study has shown that the methodology could identify the critical aspects needed to aid urban planning to achieve a high quality of life for elderly people.
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Baker, Claire E., Phil Martin, Mark H. Wilson, Mazdak Ghajari, and David J. Sharp. "The relationship between road traffic collision dynamics and traumatic brain injury pathology." Brain Communications 4, no. 2 (February 12, 2022). http://dx.doi.org/10.1093/braincomms/fcac033.
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Abstract Road traffic collisions are a major cause of traumatic brain injury. However, the relationship between road traffic collision dynamics and traumatic brain injury risk for different road users is unknown. We investigated 2065 collisions from Great Britain’s Road Accident In-depth Studies collision database involving 5374 subjects (2013–20). Five hundred and ninety-five subjects sustained a traumatic brain injury (20.2% of 2940 casualties), including 315 moderate–severe and 133 mild–probable injuries. Key pathologies included skull fracture (179, 31.9%), subarachnoid haemorrhage (171, 30.5%), focal brain injury (168, 29.9%) and subdural haematoma (96, 17.1%). These results were extended nationally using >1 000 000 police-reported collision casualties. Extrapolating from the in-depth data we estimate that there are ∼20 000 traumatic brain injury casualties (∼5000 moderate–severe) annually on Great Britain’s roads, accounting for severity differences. Detailed collision investigation allows vehicle collision dynamics to be understood and the change in velocity (known as delta-V) to be estimated for a subset of in-depth collision data. Higher delta-V increased the risk of moderate–severe brain injury for all road users. The four key pathologies were not observed below 8 km/h delta-V for pedestrians/cyclists and 19 km/h delta-V for car occupants (higher delta-V threshold for focal injury in both groups). Traumatic brain injury risk depended on road user type, delta-V and impact direction. Accounting for delta-V, pedestrians/cyclists had a 6-times higher likelihood of moderate–severe brain injury than car occupants. Wearing a cycle helmet during a collision was protective against overall and mild-to-moderate-to-severe brain injury, particularly skull fracture and subdural haematoma. Cycle helmet protection was not due to travel or impact speed differences between helmeted and non-helmeted cyclist groups. We additionally examined the influence of the delta-V direction. Car occupants exposed to a higher lateral delta-V component had a greater prevalence of moderate–severe brain injury, particularly subarachnoid haemorrhage. Multivariate logistic regression models created using total delta-V value and whether lateral delta-V was dominant had the best prediction capabilities (area under the receiver operator curve as high as 0.95). Collision notification systems are routinely fitted in new cars. These record delta-V and automatically alert emergency services to a collision in real-time. These risk relationships could, therefore, inform how routinely fitted automatic collision notification systems alert the emergency services to collisions with a high brain injury risk. Early notification of high-risk scenarios would enable quicker activation of the highest level of emergency service response. Identifying those that require neurosurgical care and ensuring they are transported directly to a centre with neuro-specialist provisions could improve patient outcomes.
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Gendelman, Irina. "The Romantic and Dangerous Stranger." M/C Journal 9, no. 3 (July 1, 2006). http://dx.doi.org/10.5204/mcj.2630.
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A public sculpture in Seattle’s downtown depicts a cement “hobo” sleeping on a bench. A man sleeps on the sidewalk nearby; a policeman comes by and enforcing the law, tells him to move on. The sculpted hobo, part of the city’s efforts to vitalize downtown, appears innocent and romantic. Meanwhile, the living “hobo” is removed from the street as a sign of disorder in the same attempt to create vital streets. Within the vicinity of one block, the person sleeping on the street is at once romanticized and criminalized. What links the sculpted “hobo” with nostalgia and the real person with nuisance?
The streets are full of repressive mechanisms. Laws, prohibitory signs, architecture, surveillance, are but a few displays of power that serve to discipline subjects in public spaces. Disciplinary communication strategies serve as mechanisms of repression to disqualify certain types of behaviors and people, while at the same time inviting others. Davis explains this in his discussion of what he calls “sadistic street environments” where architecture of the streets is built in such a way as to facilitate the geographic expulsion of the poor (Davis 232). Some public benches are designed, for example, to prevent sitting for long periods of time. This expulsion is closely tied to visions of clean streets in which consumers are protected from contact with the unclean uncertainty of poverty, a social condition that does not fit into the imagined vitality of orderly consumption.
Said wrote that the other and the knowledge about otherness are created through discourse in order to alleviate a fear of the unknown and to justify the need for domination. An identity is formed through something that one “is not,” rather that through something that one “is.” Applying this idea to space, Said described an arbitrary geographical boundary that is drawn, enabling the insiders to label the outsider as the “other” and to separate “ours” from “theirs.” The production of the geographical other takes place through what Said calls poetically endowed meaning, constructed through a limited vocabulary and images that impose and reproduce themselves as reality.
In this way, Said’s conceptualization of othering can be applied to the streets. For example, the term homeless encompasses an imagined geography. Like the term “hobo” (a nomad), a person sleeping on the street is commonly referred to as “homeless.” Someone who is “homeless” has no home, and therefore not within his or her own geographical boundaries. “Homeless” cannot be linked to a specific location, deriving a negative identity, through something that is lacking – a home. This creates a dualism; in that being “homeless” is in direct opposition to being with a home, creating the “insider” identity (attached to place) in relation to the “outsider” (having no place). Carrying out one’s domestic functions (like sleeping) in public is, then, an inappropriate intrusion.
Having no home, however, creates an uncomfortable ambiguity because it limits the production of knowledge that can be identified geographically (i.e. address, consumption patterns and other demographic information) about the subject. Foucault explained the way that the mechanisms of control incite a discourse about the subject and eventually attempt to discipline it through encroaching regulation. In this way, Wilson and Kelling’s Broken Windows Theory has been enthusiastically used in US city revitalization efforts and serves as an example of such discursively produced disciplinary strategies. The authors construct categories, “signs of disorder,” and recommend an eradication of these signs (who in some cases happen to be people). For example, in the following segment of Wilson and Kelling’s thesis (italics are mine); “unattached adults,” “teenagers” and “panhandlers” are defined as disruptive subjects in need of social control.
A stable neighborhood of families who care for their homes, mind each other’s children, and confidently frown on unwanted intruders can change, in a few years or even a few months, to an inhospitable and frightening jungle. A piece of property is abandoned, weeds grow up, a window is smashed. Adults stop scolding rowdy children; the children, emboldened, become more rowdy. Families move out, unattached adults move in. Teenagers gather in front of the corner store. The merchant asks them to move; they refuse. Fights occur. Litter accumulates. People start drinking in front of the grocery; in time, an inebriate slumps to the sidewalk and is allowed to sleep it off. Pedestrians are approached by panhandlers (Wilson and Kelling 32).
In this narrative, outsiders invade a neighborhood, creating a frightening world for the stable families. The stranger threatens to turn the home into “an inhospitable and frightening jungle,” a terrifying, yet exotic place. Arguably, the lexical choice of “jungle” itself is racialized. The jungle is frightening because it is associated with something unfamiliar, natural and untamed by colonial powers. It is an environment in need of domination. In this discourse, a good neighborhood is set as the polar opposite of a jungle. In opposition to the jungle, a stable neighborhood is hospitable and safe—but to whom? The “unwanted intruders,” who are “confidently frown[ed]” upon by the “stable neighborhood of families” take shape as inebriates, teenagers, unattached adults and panhandlers. Hospitality and safety is not extended to them. The Broken Windows theory neatly defines the subjects and gives the disciplinary powers an easy target. Power can be straightforwardly exercised over drunks, the poor and the teenagers. The focus has been displaced from any possible systemic flaws onto individual subjects who are othered and necessitate domination.
This poetically endowed meaning is perpetuated by mass media that have tapped into, dramatized and reinforced an existing collective paranoia of urban crime (Garland 158). As the American public have become increasingly reliant on media systems for information the spiral of fear and a desire to be protected from the dangerous streets are cultivated by the media. Gerbner’s study of cultivation (1998) demonstrated a relationship between increased exposure to violent television programs and an increased fear of the outdoors. Violence on television cultivates a perception of a “mean world” outside of the home. The home, then, becomes a guarded frontier and fear is embodied in the outsider. In turn, a solution for protection is readily offered through increased social control and the consumption of surveillance and security systems.
At the same time, the outsider remains an exotic subject. This exoticism can be used to increase the economic capital of the disciplinary forces. As Said described in Orientalism, while the “other” needs to be disciplined, it has something to be possessed. The subject is undesirable and desired at the same time. In addition to being unfamiliar and fearsome, its representational form is both eccentric and quaint.
As cities compete in global economies, to attract people requires continuous work in cultural production (Urry 193). One way that this is achieved is through visual consumption, which produces an aestheticized social life appealing to the tourist gaze. One type of this tourist gaze is what Urry calls a romantic gaze, which seeks to consume the “natural” and “authentic” object (150). The image of the sculpted hobo evokes the sentimental nostalgia of the way cities and hobos “used to be,” benevolent and innocent respectively. Such romanticized representation creates a symbolic capital necessary for the production of globally competitive cities. The discourse of preserving history, for example, allows developers to “reclaim” downtown and it is this “reclamation of history” that enhances the cultural and economic value of a neighborhood. Zukin argued that cultural claim to urban space has given developers new legitimacy to take over the management of the streets. The sculpture of a sleeping hobo helps produce a sense of place through whimsical art and a reference to an imagined idyllic past where hobos were safe and the public, compassionate.
In this way, the exoticized and nostalgic representation of the “hobo” has become more real than the subject that is being depicted (Said 94). The life-sized sculpture rests on a bench as art, detached from the real subject, it becomes the “authentic hobo,” the nomad of the past, the romantic and tragic clown such as the one often depicted by Charlie Chaplin’s tramp. While such imagery is used to produce an urban aesthetic, the actual people tend to be treated with much less sympathy as they are cleaned off the streets. Benches are constructed to prevent lengthy repose and laws prohibit sitting on sidewalks as an alternative. Discussions of the living poor are commonly framed in terms of signs of disorder that need to be eradicated for the benefit of urban vitality.
The idea that people inhabiting the streets need to be removed as a sign of disorder is a misguided effort in attempts to create vital streets. Nor will visual aesthetic be enough to save the streets. The spectacle of crowds and sittable spaces are some of the key factors that attract people to public spaces and make those spaces come to life (Whyte). In The Death and Life of Great American Cities, Jacobs famously argued that no one single element in the urban environment can generate a vital city. The perceptions of safety come from such regulating factors as the natural surveillance of eyes on the street and the public characters as described in Duneier’s ethnography of New York’s scavengers, panhandlers and street vendors. In an intricate dance, streets bring strangers together in casual contact with one another and cultivate the knowledge that difference exists and that it does not have to create a frightening world. Being in public builds trust, while impersonal city streets turn anonymous people into dangerous strangers. Jacobs wrote, “when people say that a city, or a part of it is dangerous or is a jungle what they mean primarily is that they do not feel safe on the sidewalks” (37). “A well used city street is apt to be a safe street. A deserted street is apt to be unsafe” (44). A place where diverse public presence is cultivated would reduce the fear of the streets and perhaps bring compassion back from the past.
References
Davis, Mike. City of Quartz. New York: Verso, 1990. Duneier, Mitchell. Sidewalk. New York: Farrar, Straus and Giroux, 1999. Garland, David. The Culture of Control. Chicago: University of Chicago Press, 2001. Gerbner, George. ‘Cultivation Analysis: An Overview.’ Mass Communication and Society 1.3-4 (Summer-Fall 1998): 175-177. Foucault, Michel. The History of Sexuality. New York: Pantheon Books, 1978. Foucault, Michel. Power/Knowledge. Ed. Colin Gordon. New York: Pantheon Books, 1980. Jacobs, Jane. The Death and Life of Great American Cities. New York: Random House, 1961. McCarthy, Albert J. ‘Zero Tolerance in a Small Town.’ The FBI Law Enforcement Bulletin 67.1 (Jan. 1998): 6-11. Said, Edward. Orientalism. New York: Vintage Books, 1979. Urry, John. Consuming Places. New York: Routledge, 1995. Whyte, William H. City: Rediscovering the Center. New York: Anchor Books, 1988. Willson James Q. and Kelling, George L. ‘Broken Windows.’ Atlantic Monthly 249.3 (March 1982): 29-38. Zukin, Sharon. Landscapes of Power: From Detroit to Disney World. Berkeley: University of California Press, 1991.
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