Increase In Accident Rate Research Articles

Analysis of causes of traffic accidents for taxi drivers based on MIMIC and machine learning

Through questionnaire survey, information on individual attributes, physical fatigue perception, work pressure, risky driving behavior and traffic accident experience of 2391 taxi drivers was collected. The multi-indicator multi-cause (MIMIC) model was used for path analysis to explore the inducing effect of physical fatigue perception and risky driving behavior on traffic accidents, and to verify the influence of gender, age and work pressure on physical fatigue perception and distracted driving behavior. Four machine learning algorithms, logistic regression, naive Bayes, support vector machine and random forest, were selected to predict taxi accidents. The results show that the increase of physical fatigue perception, negligent driving behavior, aggressive driving behavior and distracted driving behavior can lead to an increase in accident rate, and gender, age and work pressure will affect the frequency of physical fatigue perception and distracted driving behavior. The accident prediction model based on machine learning has excellent effect, among which the random forest has the best prediction effect. The prediction accuracy of using single feature variables "risky driving behavior", "distracted driving behavior" and "physical fatigue perception" is acceptable. When the personal attribute indicators of "work pressure", "age" and "gender" are introduced, the prediction accuracy is further improved.

Traffic Violation Detection System

Travel convenience is impacted by a number of factors, including the condition of the road, traffic, length of trip, accidents, speed, etc. The daily increase in accident rates poses the biggest concern in Sri Lanka. These events not only result in fatalities but also increase the nation's financial losses. Traffic congestion is brought on by road users' lack of discipline and sentiments, which may result in traffic offenses. The goals of this research are to curb any traffic infractions as well as reduce corruption and nepotism on the road. This system was developed as separate three models namely edge server, fine management system and centralized server. Edge server developed in python is to detect traffic violations such as parking, single line cutting, double line cutting, one way and u turn in real time according to the changing rules and constraints configured by the traffic police admin via the fine management system which supports a configurable platform designed using canvas designing tools. Upon edger server identifying violations, the functions in the centralized server responsible to recognize the number plate of the violated vehicle will be triggered and send a sms to driver for further fine management and payment supported by the fine management system. The mobile application controlling server is responsible to track and inform the violations to nearest police officer in any case the system could not rectify the vehicle number plate.

An Automatic Traffic Violation Ticketing System Using Radio Frequency Identification (RFID) Technology

Travel convenience is impacted by a number of factors, including the condition of the road, traffic, length of trip, accidents, speed, etc. The daily increase in accident rates poses the biggest concern. These events not only result in fatalities but also increase the nation's financial losses. Traffic congestion is brought on by road users' lack of discipline and sentiments, which may result in traffic offenses. The goals of this research are to curb any traffic infractions as well as reduce corruption and nepotism on the road. This system was developed using an Atmega328 microcontroller, which instructs the system to identify any driver who violates a traffic light and send an SMS message to the violator and the road management of the violation and the location where it was done. This identification is done with the help of a radio frequency identification (RFID) reader, which gets the unique ID of the vehicle and sends back the information to the microcontroller, which now instructs the GSM module to send the SMS message.

Identification and Ranking of Accident Black Spots in Jordan

In any country, identifying high-intensity accident hotspots is essential in establishing effective techniques to minimize high-intensity accident sites. Because of Jordan's continual population growth in recent years, vehicle ownership has grown, leading to an increase in accident rates. According to many researches, Jordan suffers from damages caused by traffic accidents. As a result, the current study focuses on finding the black spots in selected Jordanian localities as a first step toward identifying the strategies to minimize traffic accidents in Jordan. To achieve this objective, the researcher started their investigation by collecting the accidents that occurred in Jordan during three years in 30 departments in Amman. The study area includes 30 segments in seven intersections in Amman city. Based on the collected data, the case study traffic sites were ranked based on their safety performance using several methods: accident rates, accident frequency, and accident severity index. The study's findings revealed that the high safety segment in the study area is from al-zamakhshre to interchange al-shfaa. In contrast, the high black spots are found from Jordan University to major streets. Results confirmed that identifying the high black spots segments contributes to reducing expected traffic accidents.

Специфика безопасности движения на железнодорожных переездах

Purposes: To consider the state of safety on the railways of the world and the European Union (EU) countries for the period of 1990–2020, and make the particular focus on safety at railway crossings. Information from Wikipedia was considered as one of the sources to evaluate this situation and, as it is not known whether Wikipedia information is representative, more accurate data from the official ERADIS database, which collects comprehensive information on safety of EU railways, was as another source. Methods: The measure of safety status was annual estimates of absolute values of accident rate, material damage, associated with the accidents, and human life and health damage. In this regard, only accidents with passenger trains were considered. The causes of accidents — human error or technical failure — were also being determined, while cases of sabotage, vandalism and terrorism were not considered as they are related to transport safety and not to traffic one. The material, collected this way, can be differentiated and analyzed by EU countries, accident types — derailments, collisions on a way, collisions at railway crossings, collisions with people, fires on trains; by accident causes — human error or technical failure, by accident reasons — human errors or technical failures, by accident consequences — material damage or human life and health damage. Results: Integral estimates by year show increase in accident rate on railways. For EU countries this growth is slowing down but if we consider time periods from 4 years to more the accident rate keeps clear upward tendency. The main cause of accidents is human errors, especially, at railway crossings. Practical significance: The pursued analysis shows the necessity of further usage of automation and safety control systems to improve the guarantor-ability of railway transport.

Differences in road-traffic crash rates during construction and non-construction times on arterial streets: a comparative statistical analysis

Different studies over the past 30 years have shown an increase in the rates of crash frequencies during road construction time, but this trend is not reported as valid for all cities. A question is raised whether higher rates are observed in arterial roads in Bogotá, Colombia. It is possible to apply descriptive statistics and hypothesis tests to prove them and identify the variables that affect the accident rate during road construction. Our research aims to verify the incidence of high impact construction zones, in the crash rate at the arterial road network of Bogotá. We use descriptive statistics and inferential statistical tests to analyze whether crash rates are statistically higher during construction time than during non-construction time at the same highway sections considering different crash severities (damages-only, injuries, and fatalities). Our database considered 871 road links that make up 68 artery corridors for the city of Bogota, and 5.450 road construction zones, from 2015 to 2019. An analysis by corridor was performed, in which we identified seven patterns in the behavior of accident rates influenced by the presence of a road intervention in the corridor. Within the patterns, it was evident that some corridors reported an increase in the accident rate during the time of construction, while others showed a decrease in the same comparison. We used the Wilcoxon test to establish the statistical significance of our conclusions, with a significance level of 10%. We also found that those construction interventions that do not require excavation of more than half a meter there was a decrease in the accident severity, as damages-only crashes, diminished during the construction time, while for those interventions that include excavation greater than half a meter there was an increase in overall accident rates during construction time.

The Application of Non-Parametric Count Models for the Modeling of Female’s Accident Rates in Hamadan Province from 2009 to 2016

Accidents were just one of the general health problems. According to WHO forecasts (2013), deaths from road accidents will become the fifth-highest cause of death in the world by 2030. Therefore, we have attempted the application of non-parametric count models for modeling female's accident rates. All accidents in Hamadan Province, western Iran are referred to as one of the emergency centers located in the hospitals. Data regarding the accidents were obtained from 21 emergency centers across Hamadan for the period 2009-2016. To assess the trend and pattern of the accidents, the Generalized Additive Model for the accident rate has been utilized. The Mean±SD age of the females in study was 31.23±12.88 yr old. For each of the three kinds of road accidents (car accidents, motor accidents and pedestrian crashes), the accident rates in the "residential urban" areas are lesser than in the "non-residential" area (P=<0.001) and in "public and sports grounds" and "great roads, avenues and streets" are more than in "others". For the three kinds of accidents, the functional effect in the monthly trend of the accidents was signification (P=<0.001). The rates for all three kinds of accidents decreased. The increase in accident rates from the beginning of 2014 to Mar 2016 maybe due to the generalization of insurances in Iran and the increase in the number of accident victims being referred to the hospitals, which was the same with the results of other studies.

Analysis of Longitudinal Stresses in Main Pipelines with a Long Operating Life

With the advent of the possibility of determining the actual bending radius of long-operating main pipelines by pigging inline inspection tools, it became clear that up to 100% of trunk lines cannot provide elastic bend radius within the limits required. Assessing the that requirement for bending radius to be of not more than 1000D, it can certainly be considered justified in relation to construction of new trunk lines, but for most long-operating main pipelines, this requirement conflicts with its actual stress-strain state. Re-lay them for this reason, due to the scale of the problem is not possible. At the same time, a sharp increase in accident rate is also not observed, as a result of which we can conclude that it is necessary to revise the existing regulations for the limiting values of permissible elastic bend radius.

A synthesis of studies of access point density as a risk factor for road accidents

Studies of the relationship between access point density (number of access points, or driveways, per kilometre of road) and accident frequency or rate (number of accidents per unit of exposure) have consistently found that accident rate increases when access point density increases. This paper presents a formal synthesis of the findings of these studies. It was found that the addition of one access point per kilometre of road is associated with an increase of 4% in the expected number of accidents, controlling for traffic volume. Although studies consistently indicate an increase in accident rate as access point density increases, the size of the increase varies substantially between studies. In addition to reviewing studies of access point density as a risk factor, the paper discusses some issues related to formally synthesising regression coefficients by applying the inverse-variance method of meta-analysis.

Pilot Domain Task Experience in Night Fatal Helicopter Emergency Medical Service Accidents.

In the United States, accident and fatality rates in helicopter emergency medical service (HEMS) operations increase significantly under nighttime environmentally hazardous operational conditions. Other studies have found pilots' total flight hours unrelated to HEMS accident outcomes. Many factors affect pilots' decision making, including their experience. This study seeks to investigate whether pilot domain task experience (DTE) in HEMS plays a role against likelihood of accidents at night when hazardous operational conditions are entered. There were 32 flights with single pilot nighttime fatal HEMS accidents between 1995 and 2013 with findings of controlled flight into terrain (CFIT) and loss of control (LCTRL) due to spatial disorientation (SD) identified. The HEMS DTE of the pilots were compared with industry survey data. Of the pilots, 56% had ≤2 yr of HEMS experience and 9% had >10 yr of HEMS experience. There were 21 (66%) accidents that occurred in non-visual flight rules (VFR) conditions despite all flights being required to be conducted under VFR. There was a statistically significant increase in accident rates in pilots with <2 and <4 yr HEMS DTE and a statistically significant decrease in accident rates in pilots with >10 yr HEMS DTE. HEMS DTE plays a preventive role against the likelihood of a night operational accident. Pilots with limited HEMS DTE are more likely to make a poor assessment of hazardous conditions at night, and this will place HEMS flight crew at high risk in the VFR night domain.

Association between Daily Hospital Outpatient Visits for Accidents and Daily Ambient Air Temperatures in an Industrial City.

An accident is an unwanted hazard to a person. However, accidents occur. In this work, we search for correlations between daily accident rates and environmental factors. To study daily hospital outpatients who were admitted for accidents during a 5-year period, 2007–2011, we analyzed data regarding 168,366 outpatients using univariate regression models; we also used multivariable regression models to account for confounding factors. Our analysis indicates that the number of male outpatients admitted for accidents was approximately 1.31 to 1.47 times the number of female outpatients (P < 0.0001). Of the 12 parameters (regarding air pollution and meteorology) considered, only daily temperature exhibited consistent and significant correlations with the daily number of hospital outpatient visits for accidents throughout the 5-year analysis period. The univariate regression models indicate that older people (greater than 66 years old) had the fewest accidents per 1-degree increase in temperature, followed by young people (0–15 years old). Middle-aged people (16–65 years old) were the group of outpatients that were more prone to accidents, with an increase in accident rates of 0.8–1.2 accidents per degree increase in temperature. The multivariable regression models also reveal that the temperature variation was the dominant factor in determining the daily number of outpatient visits for accidents. Our further multivariable model analysis of temperature with respect to air pollution variables show that, through the increases in emissions and concentrations of CO, photochemical O3 production and NO2 loss in the ambient air, increases in vehicular emissions are associated with increases in temperatures. As such, increases in hospital visits for accidents are related to vehicular emissions and usage. This finding is consistent with clinical experience which shows about 60% to 80% of accidents are related to traffic, followed by accidents occurred in work place.

PLANNING OF INTERMEDIATE TRANSPORT SYSTEM FOR BENGALURU METROPOLITAN CITY TO COUNTER NOISE AND AIR POLLUTION

Intermediate transport system in any city plays a very important role in commuting people for a short distance, and ferries commuters in to the interior of the city thus providing timely service and in depth accessibility. This avoids long waiting time, easy availability on time. But the serious disadvantage is that excess number of such vehicles increases traffic congestion, noise and air pollution in addition to wastage of valuable fuel imported at huge foreign exchange. Proper and scientific planning and issuing permits prevents all the ill effects of excess number of auto rickshaws on the roads. This would relieve many problems the city is currently facing due to large number of such vehicles. This paper deals with a simple methodology of estimating the demand and supply of auto rickshaws and issuing permits only for representative number of vehicles as per the requirements. ----------------------------------------------------------------------***-------------------------------------------------------------------1. PRESENT SCENARIO OF BENGALURU CITY URBAN TRANSPORTATION Bengaluru city has spread across the four directions to an administrative area of 850 km 2 and this is about 1250 km 2 approximately on which living depends on the various services rendered by the city of different types. The approximate population of this city is about 10 million and about 20% of the adjoining areas of the city are also dependent on this city. The corresponding radius of this city is about 33 km and 40 km. the city has a total vehicle population of around 50 lakhs and a large number of vehicles registered outside the city and also state are plying on the city roads. The city has about 31 lakhs of two wheelers and 1.3 lakhs auto rickshaws. Another conservative estimate indicates that the total number of auto-rickshaw in this city is about 1.5 lakhs. Around 30 lakhs of people are dependent on this service. The city transport is provided by BMTC-Bengaluru Metropolitan Transport service having a total fleet of about 6700 buses and around 45 lakhs passenger trips are supported by this mode. The per capita trips performed by the people is about 1.3 to 1.4, which means that the total demand for city transport is about 16 millions. The various trips performed may be categorized as work, education, business, entertainment, religious, social, sports etc The importance of the city has grown over period of two decades due to the high growth rate witnessed in the field of IT and BT field which offered lot number of jobs which are highly paid sectors. The result of this indicated the rise in the living standard of the people with high disposable income. This increased the affordability level of people followed by tendency to go for own mode of transport. This increased vehicle population was witnessed only in two wheeler and car population. Presently the city has about 31 lakhs of two wheelers and about 7 lakhs of cars. Added to this the grossly inadequate public transport in the form of more walking distance and walking time before and after trips, more waiting time, inconvenience during travel, unreliability, costly fare etc the people are forced to switchover o personalized transport. The increased vehicle population is seen in auto rickshaw sector also. Very high volume of vehicular flow on existing roads that are already constrained is resulting is drop in operating speeds of the vehicles and lowered level of service during peak and off peak hours. The increase in vehicle population and poor planning of the road network has resulted in increased increase in accident rate, the effect of which the numbers of causalities are around 1000 per year and number of injured persons are around 5,000 apart from huge loss of productive time, medication expenses, property damage, long court procedures, followed by awarding compensations towards compensation settlements. This does not include the family sufferings agony due to death, physical impairment of suffered for the rest of their life. IJRET: International Journal of Research in Engineering and Technology eISSN: 2319-1163 | pISSN: 2321-7308 __________________________________________________________________________________________ Volume: 03 Special Issue: 06 | May-2014 | RRDCE 2014, Available @ http://www.ijret.org 280 2. MEANING AND CONCEPT OF INTERMEDIATE TRANSPORT SYSTEM FOR

공공공사의 입찰과정에서 안전평가체계와 요건의 비교분석 - 싱가포르, 일본 사례를 중심으로 -

Construction accident rates are reflected in the pre-qualification of public construction projects in order to prevent accidents and facilitate the safety management of construction companies. However, the construction industry is still experiencing an increase in accident rates. Hence, there is a need to strengthen existing safety evaluation systems and requirements in public construction tendering. The objective of this study was to acquire and provide basic data for benchmarking to select tenderers in domestic public construction projects. In Singapore and Japan, safety evaluation systems and requirements are applied based on various aspects in order to screen tenderers. These evaluation systems include safety regulations and institutional requirements, as well as safety performance and safety management plans of respective construction projects. This study recommends that korean public construction projects also apply similar safety evaluation systems which include comprehensive safety criteria in order to decrease accident rates in the industry.

Exploring the Relationship Between Average Speed, Speed Variation, and Accident Rates Using Spatial Statistical Models and GIS

The primary objective of this article is to contribute to the debate on the relationship between average speeds, speed variations, and accident rates. This is achieved by the use of two advanced statistical models: (1) a nonspatial random-effects negative binomial model and (2) a spatial Poisson-lognormal model using a full hierarchical Bayesian model to explore the relationship. Disaggregated segment-based traffic, road geometry, and accident data from 266 road segments including 13 different motorways (including the M25 motorway) and 17 different trunk A-class roads around London from 2003 to 2007 are used in the analysis. GIS tools are used to achieve the appropriate data and to derive the weight matrix among neighboring segments that is necessary for the spatial model. The results suggest that average speeds are not associated with accident rates when controlling for other factors affecting accidents such as traffic volume, road geometry (e.g., grade and curvature), and number of lanes. However, speed variation is found to be statistically and positively associated with accident rates. A 1% increase in speed variation is associated with a 0.3% increase in accident rates, ceteris paribus. The results for all other factors are found to be consistent with existing studies. Policy implications of the findings are then discussed.

Prevalance of Alcohol Abuse in Calabar South Local Government Areas Cross River State

This study examined the prevalence of alcohol abuse in Calabar South, Local Government Area of Cross River State, Nigeria. Unlike earlier studies of alcohol use in Nigeria, the study focused on a segment of the population that is difficult to reach and probably at high risk of alcohol and drug abuse. In addition, the focus of this study was on both western and the traditional alcohol beverages. The sample consisted of 400 respondents aged 10-50 years resident in Calabar South. Life time consumption of alcohol was reported by 98.5% of the respondents. Beer was the most often consume alcoholic drinks in the study population by the male while wine was for female, 64% of males took beer while 36% of females took wine. the odds of taking alcoholic drink increased with age. The consumption of alcohol was described as very harmful to health by 48% of the sample Analysis of the data showed that the factors that mostly influenced alcohol drinking were its availability which stood at 52.75%, peer groups influenced 27.25%, mass media advent 7.5%, home 9.5% and school 3.0%. The study also showed that alcohol consumption had effect on the social behaviour of the people of Calabar South. Decreased work performance 77.25%, increase in violence and crime 77%, poverty 50.75%, wife and childbearing 73.75%, increase in accident rate 80.5%, children inability to continue schooling 83.5% Nigerian culture, it appears that there is a culture of alcohol implicitly institutionalized that one could easily brand it as a norm to drink alcohol across the whole social spectrum with the student population constituting a significant proportion of the risk group (Ifeagwazi,2007).

Laws of accident causation

This paper suggests that the influence of a number of important risk factors on road accidents can be described in terms of a few highly general statistical regularities that determine the shape of the relationship between the risk factors and accident occurrence. The statistical regularities are referred to as “laws of accident causation”. The following “laws” are proposed: 1. The universal law of learning, which states that the ability to detect and control traffic hazards increases uniformly as the amount of travel increases. This law implies that accident rate per unit of exposure will decline as the amount of exposure increases. 2. The law of rare events, which states that the more rarely a certain risk factor is encountered the larger is its effect on accident rate. This law implies that a risk factor encountered on, for example 5% of all trips, will be associated with a greater increase in accident rate than an otherwise identical risk factor encountered on 50% of all trips. 3. The law of complexity, which states that the more units of information per unit of time a road user must attend to, the higher becomes the probability that an error will made. This law implies that accident rate will increase the more elements of information the traffic environment contains. 4. The law of cognitive capacity, which states that the more cognitive capacity approaches its limits, the higher the accident rate. This law implies that impairments affecting mental functions will have a greater effect on accident rate than impairments affecting physical functioning only. Instances of all these laws, as well as a discussion of to how the laws can be tested empirically, are given. It is hoped that proposing a few basic mechanisms that can summarise the impact of a number of risk factors will stimulate research that may lead to a more general theory of accident causation.

THE HIGHWAY AND RAILROAD OPERATING ENVIRONMENTS FOR HAZARDOUS SHIPMENTS IN THE UNITED STATES - SAFER IN THE '90S?

This paper seeks to illuminate the status of transportation safety and risk for large quantity shipments of spent commercial reactor fuel and mixed and hazardous wastes by examining road and rail accident and vehicular travel data from the mid 1990s. Of special interest are the effect of speed limit changes on controlled access expressways and the possible effect of season to season climatic variations on road transportation. Improvements in railroad technology and infrastructure were found to have created a safer overall operating environment for rail freight shipments. Evidence was found of an increase in accident rates of heavy combination trucks in states that have raised highway speed limits. Cold weather increases road transportation risk, while conditions associated with higher ambient temperatures do not. For rail transportation, both hot and cold temperature extremes are associated with higher accident rates.

Work Zone Speed Limit Procedure

A procedure was developed for determining work zone speed limits usable during the design or construction phases of a roadway construction project. The procedure classifies work zones by the potential hazard present, as represented by the location of work activities or traffic controls in relation to the traveled way, instead of the prevailing speed of traffic. Research by others showed that accident rates increase with deviation from average speed. The most desirable work zone speed limit policy minimizes the increase in accident rate during the construction period. Accident and speed studies showed that the minimum increase in accident rate and speed variance occurred in work zones with a 16 km/h (10 mph) reduction in the work zone speed limit. In a follow-up study, the procedure was implemented on a trial basis in work zones with speed limits up to and including 105 km/h (65 mph). Research showed that the procedure was implementable and can be used to establish speed limits that maximize traffic safety in work zones. Guidelines were developed for implementing the procedure.

Extended workshifts and excessive fatigue.

Studies of overtime have pointed to fatigue as a potential factor producing, for example, a three-fold increase in accident rate after 16 h of work, increases in back injuries, hospital outbreaks of bacterial infection, or nuclear-power plant safety compromises. Fatigue has been measured more directly in studies of scheduled long workshifts, where performance decrements in both work-related tasks and laboratory-type behavioural tests have been observed, and significant loss of sleep and increases in subjective sleepiness have been reported. Analyses of accidents or injuries during scheduled extended workshifts, however, have produced equivocal results. Factors which could compound the fatiguing effects of extended workshifts, such as workload, noise, chemical exposure, or duties and responsibilities outside of the workplace, rarely have been studied systematically. It is concluded that extended workshift schedules should be instituted cautiously and evaluated carefully, with appropriate attention given to staffing levels, workload, job rotation, environmental exposures, emergency contingencies, rest breaks, commuting time, and social or domestic responsibilities.

License extensions for clean-record drivers: A 4-year follow-up

Over 4,000,000 of California's 17,000,000 licensed drivers used to come to the California Department of Motor Vehicles (DMV) annually to take written and vision tests in order to renew their driver licenses. In an effort to increase public convenience and reduce costs, extension of the license by mail was implemented for selected groups of drivers with clean records over the life of their previous licenses. Continued implementation of the program was subject to evaluation of its effect on traffic safety. Since clean-record drivers make up about 50% of the renewal population, this program made it possible for some 2,000,000 drivers annually to avoid coming to the DMV for license renewal. Two studies of program safety effects were conducted, one evaluating a 2-year extension (760,000 subjects), and the other a 4-year extension (407,000 subjects). Random assignment to a group offered extension by mail or to a control group undergoing standard renewal testing and procedures was followed by careful tracking of accident and conviction activity. During the 48-month period following mailing of renewal notices or extension offers, the extension group had a slightly higher accident rate than did the in-person renewal group — an increase of 1%, or 13 accidents for every 10,000 extension offers. Although this small increase in accident rate would translate into about 2,500 additional accident involvements per year if applied to the current volume of clean-record drivers eligible for extension, statistical tests of significance indicated that the increase could easily be due to sampling error ( p>.10). A supplemental Bayesian analysis resulted in a .24 probability that there was no true increase. The administrative cost savings attributable to the extension program were conservatively estimated to be $3,000,000 per year.