en-us Tue, 5 Jun 2012 00:25:03 UTC Inmagic DB/Text WebPublisher http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR226E Mon, 14 May 2012 14:00:00 UTCWith increasing traffic demands and various attempts to get maximum performance out of the road traffic system, the driving task is becoming more and more complex, and the more important it is to consider the human factor in highway design and operation. Successful introduction of new driver support systems, dynamic traffic management systems, or complex road designs depends strongly on how people are able and willing to cope with these developments. Knowledge is needed on how people behave and perform in complex and dynamic task environments. Following a brief description of available driving simulator facilities at TNO in the Netherlands, this paper presents research on human behavior that makes use of advanced human-in-the-loop driving simulators for highway design and operation. A study on the acceptable length of contraflow systems in work zones revealed that a 3-1 contraflow system with a 2.75-m lane width would be acceptable up to 8 km in length. For the Westerschelde tunnel in the Netherlands, a traffic management evacuation scheme of diverting left lanes is much more effective than stopping all traffic in the secure tunnel tube. Given a speed limit of 80 km/h, a 5.4-m-wide single-lane tunnel tube is an acceptable solution, but drivers prefer a wider cross section (6.5 m). Lane departure warning assistant systems improve truck driving behavior on narrow lanes, but at a cost of more strenuous driving. These examples clearly illustrate the added value of driving simulator research for safe and efficient highway design and operation. http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR357E Mon, 14 May 2012 14:00:00 UTCBridges in New York State have been experiencing close to 200 bridge hits a year. These accidents are attributed to numerous factors including: improperly stored equipment on trucks; violation of vehicle posting signs; illegal commercial vehicles on parkways, etc. This report describes the work done to achieve the following objectives: (i) review and identify major factors contributing to bridge impacts, (ii) provide recommendations to the NYSDOT about effective measures for reducing the likelihood of future bridge hits, (iii) provide long term, feasible and economical recommendations to reduce the likelihood of bridge hits, (iv) review and comment on the NYSDOT Collision Vulnerability Assessment Procedure and provide recommended improvements and (v) develop a computer program for analyzing the bridge hits occurrences as new bridge hits data become available. The focus of the research has been on commercial overheight vehicles hitting superstructures of bridges. This study doesn’t address water vessels or trucks colliding with highway bridge piers. http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR033E Mon, 14 May 2012 14:00:00 UTC http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR080E Mon, 14 May 2012 14:00:00 UTC http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR128E Mon, 14 May 2012 14:00:00 UTC http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR146E Mon, 14 May 2012 14:00:00 UTC http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR181E Mon, 14 May 2012 14:00:00 UTCThis paper summarises part of an assessment of left-turn vehicle (USA right-turn) versus pedestrian crashes at signalised intersections across Metropolitan Melbourne, Australia conducted for VicRoads (the State Road Transportation Agency). Study objectives for this paper include: Evaluating data on the relative safety performance for pedestrians of different left-turn treatments; and Identifying any patterns in the crash types observed for each treatment to see if they suggest possible design improvement opportunities. This paper: Compares the proportion of crashes at each treatment type versus the proportion of this treatment at all signalised intersections on the Melbourne Metropolitan road network (as volume-based crash rates are impractical for a sufficient sample size); and Examines the detailed characteristics for each crash. The findings included: 195 pedestrian crashes involving left-turn vehicles were recorded at signalised intersections in 5 years; Slip lanes experienced 22 per cent of crashes with 30 per cent of treatments; Exclusive stand-up lanes represent 18 per cent of crashes and 20 per cent of treatments; Shared stand-up lanes represent 60 per cent of crashes and 50 per cent of treatments; and Distinct conflict patterns were detected for each treatment type, suggesting possible improvements in operation or design (e.g. 79 per cent of slip lane crashes featured pedestrians approaching from the driver’s left). Further research opportunities were identified including: Refining the categorisation of left-turn treatments, addressing the possible bias of slip lane provision towards low activity areas and examining other crash types (eg. vehicle-vehicle). http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR201E Mon, 14 May 2012 14:00:00 UTCAround 200 motorcycle fatalities result from rural roadway departures into trees or utility poles in the United States annually. A logistic regression model for calculating the fatality risk for motorcyclists colliding with fixed objects was previously developed by the authors. In this paper, the model is used to estimate the fatality risk of motorcyclists colliding with trees and utility poles following a departure from a rural roadway. Real-world data of fatal cases from 2000 to 2009 in the United States are collected, and a fatality risk analysis is performed to investigate the benefits that various road safety measures may have had in the reduction of the fatality risk in these cases. Safety measures include reducing speed, helmet use and the installation of barriers to protect the motorcyclists from impacting the trees or poles. The benefits are expressed in terms of the resulting reductions in fatality risk, calculated using the logistic regression model. The road safety measures are discussed in terms of their relative benefit to reducing the fatality risk of motorcyclists, in rural roadway departure collisions with trees and utility poles. http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR334E Mon, 14 May 2012 14:00:00 UTCThe current Report provides a timely opportunity to examine the effectiveness of existing policies and to address criticisms surrounding school zone operations expressed by parents, motorists, road safety practitioners and members of the public. School zones have been a resounding success overall. Crash injuries have declined dramatically since such zones were introduced twenty years ago and this has been of benefit to school children, their parents and carers, road safety authorities and the community generally. These benefits are not only represented by a reduction in physical casualties, but also in social and financial costs to all road users. The Committee has found that there is still room for improvement in the way school zones are managed and has made a series of recommendations to improve the utilisation of road safety infrastructure and treatment selection, to enhance road safety education programs and to more effectively target road safety messages. In order to assist motorists, the Committee has made additional recommendations to standardise the operation of zones in existing school precincts as well as in future planning, within the context of greater adherence to the road rules. With increased cooperation by government road safety agencies and broader dissemination of information to all road users about the benefits of school zones, combined with stricter enforcement of rules governing their operation, the Committee would like to build on gains already made and see the number of injuries and crash incidents further reduced. This can only be done in a true spirit of partnership by all who use and manage the road system.