Lane Violation Research Articles

Visual detection and tracking of lane violations for heavy vehicles

Visual detection and tracking of lane violations for heavy vehicles

Navigating Peril: Unraveling the Consequences of violation of Lane by bike riders on Traumatic Brain Injury Outcomes in a Developing Country's Neurosurgical department

Objective: To infer the impact of violation of lane by the bike riders on the severity of injury and clinical outcome. Materials & Methods: prospective observational study conducted from 1st January 2023 to 30th June 2023.50 patients who met inclusion criteria were studied for impact of violation of lane on the severity of injury and clinical outcome. Data was analyzed for gender distribution, valid driving license, helmet wearing, trauma scene violation of lane, duration of stay in ward, severity of injury, mode of injury and outcome was assessed by Glasgow outcome scale extended after 1 month. Results: In our study 49(98%) patients were male and 1(2%) female. 37 (74%) patients had documented evidence by 1122 regarding lane violation group while 13(26%) patients of lane non violation group. 14(28%) patients had STBI, and 18(36%) patients were categorized in moderate and mild traumatic brain injury each. Neuro monitoring was done in 14(28%) patients. Operative intervention was done in 31(62%) patients and 9(64%) patients were those who had STBI.11(78%) out of 14 patients with severe injury were from lane violation group. Patients of lane violation group were having higher disability i.e. 12 (32.4%). Conclusion: Violation of lane is an aberrant driving behavior. It has emerged as a common cause of bike related road traffic accidents leading to mortality. A prevailing disregard for traffic norms adds fuel to this perilous fire, paving the way for grave outcome. Key words: Severe Traumatic brain injury (STBI), Road traffic accident (RTA), Violation of lane, Bike rider, Intracranial pressure (ICP), Glasgow outcome scale extended.

Methods to introduce floating bridge motion and wind excitation on a model for the investigation of heavy vehicle dynamics

The proposed floating bridge solution at Bjørnafjorden in connection with the E39 infrastructure upgrade is an enabler to realize efficient transportation. This bridge and the vehicles shuttling on it will be exposed to inclement weather conditions. The waves and wind excite the floating bridge to induce compound motion in addition to the aerodynamic crosswinds directly interacting with the vehicles. Methods to introduce the complex motion of the floating bridge (multi-post test rig) and aerodynamic crosswinds on a tractor semi-trailer have been established and presented in this paper. The environment-vehicle-driver system is enabled through a co-simulation between MATLAB/Simulink (primary) and Adams (secondary). This complex interplay is studied on the intricate 627-DoF Adams vehicle model coupled with the Adams driver model. Numerical simulations are performed for multiple constant vehicle speeds under laden condition on a road with friction of 0.7 for the 1-year storm weather condition. Vehicle stability and safety assessments such as lane violation, path following ability, rollover risk, and lateral side slip limit are evaluated to draw inferences. Subsequently, permissible vehicle speed for a laden tractor semi-trailer to operate on the floating bridge is suggested. Furthermore, a simpler 9-DoF tractor semi-trailer vehicle model developed in MATLAB/Simulink combined with the pure pursuit tracking based driver model is compared with the Adams model under identical environmental conditions for an unladen case. The simpler vehicle-driver model is validated against the detailed Adams vehicle-driver model through numerical simulations for different constant vehicle speeds.

Analysis of Risk Factors Affecting Urban Truck Traffic Accident Severity in Korea

Due to increases in truck traffic, truck traffic safety has become an unavoidable societal issue in Korea. Truck traffic accidents were responsible for 24% of all traffic deaths in 2019, and the fatality rate was significantly higher than that of other forms of traffic. This study analyzes not only the driver and environmental factors, but also the traffic condition factors which are considered to contribute to the severity of truck traffic accidents, and presents practical truck safety solutions based on the findings. This study examines the fatal and serious injury truck traffic accidents in Incheon, which has large logistics facilities and the highest fatality rate (3.3) in Korea’s capital area. According to the regression analysis results, ‘Nighttime’, ‘Vehicle-single’, ‘Vehicle to Pedestrian’, ‘Lane violation’, and ‘Signal violation’ contribute to the severity of truck traffic accidents. Furthermore, truck traffic accidents in the logistics influencing area are more likely to be serious than in the non-influencing area. In terms of the traffic condition factors, the number of lanes, the maximum speed, and the number of road property-changing nodes were significant. The results of this study will provide useful data for establishing traffic safety policies in urban areas.

Non-motorized Vehicle Traffic Accidents in China: Analysing Road Users’ Precrash Behaviors and Implications for Road Safety

The paper aims to explore underlying patterns of non-motorized vehicle (NM, including both regular bicycles and e-bikes) traffic accident occurrences based on precrash behaviors. A quarter-year data of NM accidents was collected by Yinzhou Traffic Police Department of Ningbo, China. Descriptive statistics and Rough Set theory were used to examine rules within different types of NM accidents from temporal, spatial, and behavioral aspects. Some main findings include: behavior patterns of different parties involved vary across different accident types, levels of roads, and intersections; motorized vehicle’s illegal turning as well as NM’s reverse riding are the two key behaviors that deserve concern across all levels of roads and intersection; in addition, for higher level urban roads more attention should be focused on lane violations of motorized vehicles, and for branch roads and intersections prevention efforts could be directed to motorized vehicles’ illegal turning around and NM’s red-light running respectively. Results from this paper could facilitate related staff formulating more targeted policies to make roadways safer.

A cross-cultural analysis of driving behavior under critical situations: A driving simulator study

Driving simulators are useful tools for traffic safety researches as they can create repeatable scenarios that cannot be easily created in real world. The present study investigated whether there existed significant differences in risk-avoiding behaviors between Chinese and German young male student drivers when interacting with vulnerable traffic participants. Twenty Chinese and twenty-one German young male drivers were recruited to perform a series of simulated driving including three scenarios of traffic conflict: (1) motorbike lane violation (2) pedestrian crossing urban street (3) Animal (wild boar) crossing highway road. A questionnaire-based survey about subjective assessment of the severity of the conflicts was conducted after experiment. Using data collected from the driving simulator and questionnaire, differences in risk-avoiding behaviors between two groups of drivers were tested. Results showed that Chinese young male drivers would maintain a higher speed in scenario (1), they also had a higher score of severity of conflicts in scenario (1) and (3). German young male drivers had a shorter reaction time under the same time-to-collision (TTC) in scenario (3), and they had a shorter reaction time in the case of a longer time-to-collision (TTC) in scenario (1).

Effects of mobile phone use on driving performance in a multiresource workload scenario

Objective: This study explores the influence of mobile phone secondary tasks on driving from the perspective of visual, auditory, cognitive, and psychomotor (VACP) multiple resource theory, and it is anticipated to benefit the human-centered design of mobile phone use while driving.Methods: The present study investigated 6 typical phone use scenarios while driving and analyzed the effects of phone use distractions on driving performance. Thirty-six participants were recruited to participate in this experiment. We abandoned traditional secondary tasks such as conversations or dialing, in which cognitive resources can become interference. Instead, we adopted an arrow secondary task and an n-back delayed digit recall task.Results: The results show that all mobile phone use scenarios have a significant influence on driving performance, especially on lateral vehicle control. The visual plus psychomotor resource occupation scenario demonstrated the greatest deterioration of driving performance, and there was a significant deterioration of driving speed and steering wheel angle once the psychomotor resource was occupied.Conclusions: Phone use distraction leads to visual, cognitive, and/or motor resource functional limitations and thus causes lane violations and traffic accidents.

Strategies and Barriers in Effective Bus Lane Implementation and Management: Best Practices for Use in the Greater Washington, D.C. Region

Bus lanes have the potential to significantly improve bus speeds and reliability. These benefits are typically not solely achieved through the design and installation of a bus lane, however. A successful bus lane must also have sufficient public support for regulating bus lane use, as well as enforcing those regulations. Effective design, enforcement, legislation, and education strategies are critical during both the planning and post-implementation phases to limit bus lane violations and increase compliance, thereby improving bus lane efficiency. Despite the importance of developing a robust management plan to limit violations and maintain bus lane efficiency, there is little documented guidance for bus lane implementation and management in the literature, particularly related to enforcement and education strategies. This paper develops a best practices review to respond to that gap in guidance by conducting a comprehensive literature review of best practice in bus lane management along with interviews with agency staff. The objective of this paper is to research, identify, and develop strategies to improve bus lane observance and enforcement, and to create an implementation plan for agencies with specific recommendations and strategies to ensure the success of bus lane initiatives.

Attachment as a predictor of driving performance

The current study focuses on the value of attachment style—a personality trait most commonly associated with close relationships and affect regulation, but also with cognitive performance—as a predictor of both reported real-world driving and driving in a simulator. Participants completed a battery of self-report measures, including driving experience and violations (e.g., traffic violations, crashes), a cognitive task, and four driving scenarios where speeding, collisions, and lane violations were monitored. Attachment style, as well as driving style and performance on the cognitive task, were found to predict driving performance. The findings highlight the complex associations between personality, attention, and driving performance. Specifically, the results support the inclusion of personality variables such as attachment style in the study of driving performance or when planning interventions to improve driving.

Performance Evaluation of Bus Routes Using Automatic Vehicle Location Data

Real survey data are of considerable significance for transit planners and operators to assess the performance of a bus route and then improve its level of service. Automatic vehicle location (AVL) system is a convenient tool to collect a large amount of real data from buses. This paper aims to propose a methodology to evaluate the operational performance of a bus route based on AVL data. First, several statistical indexes are selected for the evaluation, including percentile travel times, coefficient of variation (COV) of travel times, and average commercial speed and travel time distribution. Moreover, spatial and temporal features of travel time variation and transit regulation indexes are analyzed. Then the bus route with transit signal priority and dedicated bus lane in Suzhou, China, is taken as a case study to validate the proposed methodology. Numerical tests indicate that the most influential feature of travel time is its spatial and temporal patterns, which vary across segments and time-of-day intervals. Bus lane violation and route repetition may undermine the efficiency of priority measures. In addition, the schedule design has important impacts on the adherence and headway regularity.

Investigations of interactions between bus rapid transit and general traffic flows

SummaryBus rapid transit (BRT) is a popular strategy to increase transit attraction because of its high‐capacity, comfortable service, and fast travel speed with the exclusive right‐of‐way. Various engineering designs of right‐of‐way and the violation enforcement influence interactions between BRT and general traffic flows. An empirical assessment framework is proposed to investigate traffic congestion and lane‐changing patterns at one typical bottleneck along a BRT corridor. The BRT bottleneck consists of bus lane, BRT station, video enforcement zone, and transit signal priority intersection. We analyze oblique cumulative vehicle counts and oblique cumulative lane‐changing maneuvers extracted from videos. The cumulative vehicle counts method widely applied in revealing queueing dynamics at freeway bottlenecks is extended to an urban BRT corridor. In the study site, we assume four lane‐changing patterns, three of which are verified by the empirical measurements. Investigations of interactions between buses and general traffic show that abnormal behaviors (such as lane violations and slow moving of the general traffic) induce 16% reduction in the saturation rate of general traffic and 17% increase in bus travel time. Further observations show that the BRT station and its induced increasing lane‐changing maneuvers increase the downstream queue discharge flows of general traffic. The empirical results also contribute to more efficient strategies of BRT planning and operations, such as alternative enforcement methods, various lane separation types, and optimized traffic operations. Copyright © 2014 John Wiley & Sons, Ltd.

Embedded System for Automatic Traffic Violation Monitoring and Alerting

Safety and comfort of road users is becoming a matter of grave concern. It is essential to build a safer and much more reliable system for traffic control and management, since the number of on road accidents has shoot up greatly with the increase in vehicle traffic [1, 10]. The objective of this project is to introduce a system which detects all kind of violations at a street intersection such as speed violation, stop line violation and lane violation during red light running and thereby we can trace each and every individual vehicle. Two rows of IR transmitters are used for detecting the violations. One is to warn the driver, whenever he crosses the first stop line during red signal, by switching on the alarm circuit which is fixed in the vehicle, and the alarm is a continuous one until he stops the vehicle. Second one is to transmit the details of the vehicle to the RTO office, if he cross the second stop line and it will ready to turn off the ignition whenever he tries to stop the vehicle. Once the vehicle is turned off, it will reset only through the Road Traffic Officer (RTO). The proposed system has two sections one is the receiver which is fixed in the vehicle and the second one is the transmitter which is fixed in the RTO office. Moreover, the details of the vehicle is monitored and transmitted to the RTO section and the details of the vehicle are displayed in the RTO section whenever the vehicle violates the traffic rule.

Simulated driving under the influence of extended wake, time of day and sleep restriction

Around a fifth of all road accidents can be attributed to fatigued drivers. Previous studies indicate that driving performance is influenced by time of day and decreases with sustained wakefulness. However, these influences occur naturally in unison, confounding their effects. Typically, when people drive at a poor time of day and with extended wake, their sleep is also restricted. Hence, the aim of the current study was to determine the independent effects of prior wake and time of day on driving performance under conditions of sleep restriction. The driving performance of fourteen male participants (21.8 ± 3.8 years, mean ±SD) was assessed during a 10 min simulated driving task with speed/lane mean, variability and violations (speeding and crashes) measured. Participants were tested at 2.5 h intervals after waking, across 7 × 28 h days with a sleep:wake ratio of 1:5. By forced desynchrony each driving session occurred at 9 doses of prior wake and within 6 divisions of the circadian cycle based on core body temperature. A mixed models ANOVA revealed significant main effects of circadian phase, prior wake and sleep debt on lane violations. In addition, three significant two-way interactions (circadian phase × prior wake, prior wake × sleep debt, sleep debt × circadian phase) and one three-way interaction (circadian × prior wake × sleep debt) were identified. The presence of the large interaction effects shows that the influence of each factor is largely dependent on the magnitude of the other factors. For example, the presence of the time of day influence on driving performance is dependent on the length of prior wake or the presence of sleep debt. The findings suggest that people are able to undertake a low-difficulty simulated drive safely, at least for a short period, during their circadian nadir provided that they have had sufficient sleep and have not been awake too long.

특징점 추적을 이용한 실시간 끼어들기 위반차량 검지 시스템

In this paper, we suggest a system of detecting a vehicle with lane violation, which can detect the vehicle with lane violation, by using the feature point tracking. The whole algorism in the suggested system of detecting a vehicle with lane violation is composed of three stages such as feature extraction, register and tracking in feature for the tracking-targeted vehicle, and detecting a vehicle with lane violation. The feature is extracted from the morphological gradient image, which results in constructing robust detection system against shadows, weather conditions, head lights and illumination conditions without distinction day and night. The system shows excellent performance for the data captured at day time, night time, and rainy night time as much as 99.49% for positive recognition ratio and 0.51% for error ratio. Also the system is so fast as much as 91.34 frames per second in average that it may be possible for real-time processing.

Driving under low-contrast visibility conditions in Parkinson disease

To assess driving performance in Parkinson disease (PD) under low-contrast visibility conditions. Licensed, active drivers with mild to moderate PD (n = 67, aged 66.2 +/- 9.0 years, median Hoehn-Yahr stage = 2) and controls (n = 51, aged 64.0 +/- 7.2 years) drove in a driving simulator under high- (clear sky) and low-contrast visibility (fog) conditions, leading up to an intersection where an incurring vehicle posed a crash risk in fog. Drivers with PD had higher SD of lateral position (SDLP) and lane violation counts (LVC) than controls during fog (p < 0.001). Transition from high- to low-contrast visibility condition increased SDLP and LVC more in PD than in controls (p < 0.01). A larger proportion of drivers with PD crashed at the intersection in fog (76.1% vs 37.3%, p < 0.0001). The time to first reaction in response to incursion was longer in drivers with PD compared with controls (median 2.5 vs 2.0 seconds, p < 0.0001). Within the PD group, the strongest predictors of poor driving outcomes under low-contrast visibility conditions were worse scores on measures of visual processing speed and attention, motion perception, contrast sensitivity, visuospatial construction, motor speed, and activities of daily living score. During driving simulation under low-contrast visibility conditions, drivers with Parkinson disease (PD) had poorer vehicle control and were at higher risk for crashes, which were primarily predicted by decreased visual perception and cognition; motor dysfunction also contributed. Our results suggest that drivers with PD may be at risk for unsafe driving in low-contrast visibility conditions such as during fog or twilight.

Driving, aging, and temporal factors in vision

Task analyses of driving usually list a number of visual activities that require switching perceptions between different visual images. But most tests used for certifying and renewing driver licenses ignore the transient nature of seeing and use visual stimuli presented for extended duration under static conditions. Although considerable literature exists on temporal and spatio-temporal processing, transportable, standardized tests of such abilities have not been generally available. This exploratory study involved using a portable computerized test battery of five temporal-acuity tests that we have developed and administering these tests to participants in three age groups. A computer-based driving game was also administered and time to complete the driving course and the number of lane violations made were recorded. Results suggest that measuring temporal visual factors, in particular backward masking, could yield additional information related to driving performance and age, and that future driving research should include measures of both spatial and temporal visual acuity.

Predictors of driving safety in early Alzheimer disease

To measure the association of cognition, visual perception, and motor function with driving safety in Alzheimer disease (AD). Forty drivers with probable early AD (mean Mini-Mental State Examination score 26.5) and 115 elderly drivers without neurologic disease underwent a battery of cognitive, visual, and motor tests, and drove a standardized 35-mile route in urban and rural settings in an instrumented vehicle. A composite cognitive score (COGSTAT) was calculated for each subject based on eight neuropsychological tests. Driving safety errors were noted and classified by a driving expert based on video review. Drivers with AD committed an average of 42.0 safety errors/drive (SD = 12.8), compared to an average of 33.2 (SD = 12.2) for drivers without AD (p < 0.0001); the most common errors were lane violations. Increased age was predictive of errors, with a mean of 2.3 more errors per drive observed for each 5-year age increment. After adjustment for age and gender, COGSTAT was a significant predictor of safety errors in subjects with AD, with a 4.1 increase in safety errors observed for a 1 SD decrease in cognitive function. Significant increases in safety errors were also found in subjects with AD with poorer scores on Benton Visual Retention Test, Complex Figure Test-Copy, Trail Making Subtest-A, and the Functional Reach Test. Drivers with Alzheimer disease (AD) exhibit a range of performance on tests of cognition, vision, and motor skills. Since these tests provide additional predictive value of driving performance beyond diagnosis alone, clinicians may use these tests to help predict whether a patient with AD can safely operate a motor vehicle.

Driver Distraction: Evaluation with Event Detection Paradigm

The effects of eight in-vehicle tasks on driver distraction were measured in a large, moving-base driving simulator. Forty-eight adults, ranging in age from 35 to 66, and 15 teenagers participated in the simulated drive. Hand-held and hands-free versions of phone dialing, voicemail retrieval, and incoming calls represented six of the eight tasks. Manual radio tuning and climate control adjustment were also included to allow comparison with tasks that have traditionally been present in vehicles. During the drive the participants were asked to respond to sudden movements in surrounding traffic. The driver’s ability to detect these sudden movements or events changed with the nature of the in-vehicle tasks that were being performed. Driving performance measures such as lane violations and heading error were also computed. The performance of the adult group was compared with the performance of the teenage drivers. Compared with the adults, the teens were found to choose unsafe following distances, have poor vehicle control skills, and be more prone to distraction from hand-held phone tasks.

Surrogate Measures of Visual Demand while Driving

A driving simulator study involving a total of 40 participants was conducted in one dynamic and two static data collection environments: driving in the simulator, parked in the simulator and in a static test mock-up. Participants were asked to perform tasks on a navigation system, a cellular telephone and a compact disk player. Total task time was measured in all environments and lane violations were measured in the dynamic environment. Task times measured in the static environments were found to be good predictors of both dynamic task time and lane violations.

A New Approach to HOV Entry Requirements: MassHighway’s 3+ /Limited 2+ Sticker Program

The Massachusetts Highway Department opened the I-93 Southeast Expressway high-occupancy vehicle (HOV) lane in November 1995, under a three-person, or 3+, entry requirement. A 2+ rule was not implemented because studies indicated that the high number of existing two-person carpools would overload the narrow lane, causing it to fail. While the lane was an operational success, with general public support, the agency fielded continuing complaints about underutilization. In response, the Massachusetts Legislature and MassHighway designed a program to allow a limited number of two-person vehicles into the lane. MassHighway examined the results of the sticker program on incidents, lane violation rates, and HOV volumes. The program’s impact on incidents was negligible, and the rate actually declined slightly in the months following its opening. The program had no impact on the HOV lane’s already low violation rate, which was due to its barrier-protected, limited-acces design. HOV volumes rose 29 percent on average following the opening of the sticker program. Suprisingly, given the high demand for stickers, relatively few recipients use the lane on a regular basis. A MassHighway survey of sticker recipients revealed some of the reasons for this phenomenon and confirmed several operational aspects about the HOV lane in general. The sticker program represents a new solution to an old problem among HOV practioners—how to balance the need for a congestion-free facility, while meeting the need for public acceptance and perception of adequate utilization. The sticker program went a long way toward diffusing public criticism of the HOV lane, while keeping vehicle volumes to a manageable level. The Southeast Expressway HOV sticker program represents one alternative for successfully metering 2+demand.