Left Turn Research Articles

Inducing lateralized phosphenes over the occipital lobe using transcranial magnetic stimulation to navigate a virtual environment.

Electrical stimulation involving visual areas of the brain produces artificial light percepts called phosphenes. These visual percepts have been extensively investigated in previous studies involving intracortical microsimulation (ICMS) and serve as the basis for developing a visual prosthesis for the blind. Although advances have been achieved, many challenges still remain with implementing a functional ICMS for visual rehabilitation purposes. Transcranial magnetic stimulation (TMS) over the primary occipital lobe offers an alternative method to produce phosphenes non-invasively. A main challenge facing blind individuals involves navigation. Within the scientific community, methods to evaluate the ability of a visual prosthesis to facilitate in navigation has been neglected. In this study, we investigate the effectiveness of evoking lateralized phosphenes to navigate a computer simulated virtual environment. More importantly, we demonstrate how virtual environments along with the development of a visual prosthesis share a mutual relationship benefiting both patients and researchers. Using two TMS devices, a pair of 40mm figure-of-eight coils were placed over each occipital hemisphere resulting in lateralized phosphene perception. Participants were tasked with making a series of left and right turns using peripheral devices depending on the visual hemifield in which a phosphene is present. If a participant was able to accurately perceive all ten phosphenes, the simulated target is able to advance and fully exit the virtual environment. Our findings demonstrate that participants can interpret lateralized phosphenes while highlighting the integration of computer based virtual environments to evaluate the capability of a visual prosthesis during navigation.

Driving performance and turning reaction time following hip arthroscopy for FAIS: does capsular repair matter?

(1) To compare the pre- and postoperative driving performance in patients undergoing hip arthroscopy for femoroacetabular impingement syndrome (FAIS); (2) to examine the differences in driving performance between patients with versus without capsular repair. Patients who underwent arthroscopic hip surgery for FAIS were included. Driving performance of participating patients was collected using a driving simulator preoperatively and at 2 weeks, 4-6 weeks and 8-12 weeks postoperatively. Data collected included demographics, surgery laterality, intraoperative procedures, left and right turn reaction time, total turn reaction time, gas off time (GOF), and break reaction time (BRT). Repeated measures analysis of variance (ANOVA) was used for statistical analysis. 21 subjects (9 males, 12 females) with a mean age of 30 ± 9 years were included and 57.1% of the subjects had right-sided surgery. There was no difference between the mean preoperative and the 2-week postoperative left (0.72 seconds and 0.75 seconds, respectively) right (0.77 seconds and 0.75 seconds, respectively), and total (0.74 seconds and 0.75 seconds, respectively) turn reaction times as well as GOF (0.62 seconds and 0.60 seconds, respectively) and BRT (0.92 seconds and 0.93 seconds, respectively), indicating that the patients' driving performance returned to the preoperative level as early as 2 weeks following hip arthroscopy for FAIS. There was no significant difference amongst any of the driving variables between patients who underwent capsular repair (50%) and those who did not. There was no significant difference amongst any of the driving variable s between patients who underwent left versus right hip arthroscopy. Patients' driving performance returns to the preoperative level as early as 2 weeks after hip arthroscopy for FAIS. Surgery laterality nor capsular repair make any significant difference in the time for driving abilities to return to baseline. The impact of intraoperative procedures performed, and the analgesic medications used postoperatively on the driving ability of patients undergoing hip arthroscopy warrants further investigation in larger patient populations.

Asymmetries in Ground Reaction Forces During Turns by Elite Slalom Alpine Skiers Are Not Related to Asymmetries in Muscular Strength.

The ground reaction forces (GRF) associated with competitive alpine skiing, which are relatively large, might be asymmetric during left and right turns due to asymmetries in the strength of the legs and torso and the present investigation was designed to evaluate this possibility. While skiing a symmetrical, 20-gate slalom course, the asymmetries of 9 elite alpine skiers were calculated on the basis of measurements provided by inertial motion units (IMU), a Global Navigation Satellite System and pressure insoles. In addition, specialized dynamometers were utilized to assess potential asymmetry in the strength of their legs and torso in the laboratory. In total, seven variables related to GRF were assessed on-snow and eight related to strength of the legs and torso in the laboratory. The asymmetries in these parameters between left and right turns on snow were expressed in terms of the symmetry (SI) and Jaccard indices (JI), while the asymmetries between the left and right sides of the body in the case of the laboratory measurements were expressed as the SIs. The three hypotheses to be tested were examined using multivariable regression models. Our findings resulted in rejection of all three hypotheses: The asymmetries in total GRF (H1), as well as in the GRF acting on the inside and outside legs (H2) and on the rear- and forefeet GRF (H3) during left and right turns were not associated with asymmetries in parameters related to muscular strength. Nevertheless, this group of elite slalom skiers exhibited significant asymmetry between their right and left legs with respect to MVC during ankle flexion (0.53 ± 0.06 versus 0.60 ± 0.07 Nm/kg, respectively) and hip extension (2.68 ± 0.39 versus 2.17 ± 0.26 Nm/kg), as well as with respect to the GRFs on the inside leg while skiing (66.8 ± 7.39 versus 76.0 ± 10.0 %BW). As indicated by the JI values, there were also large asymmetries related to GRF as measured by pressure insoles (range: 42.7–56.0%). In conclusion, inter-limb asymmetries in GRFs during elite alpine skiing are not related to corresponding asymmetries in muscular strength. Although our elite athletes exhibited relatively small inter-limb asymmetries in strength, their asymmetries in GRF on-snow were relatively large.

Spatiotemporal patterning of acoustic gaze in echolocating bats navigating gaps in clutter

SummaryWe challenged four big brown bats to maneuver through abrupt turns in narrow corridors surrounded by dense acoustic clutter. We quantified bats' performance, sonar beam focus, and sensory acquisition rate. Performance was excellent in straight corridors, with sonar beam aim deviating less than 5° from the corridor midline. Bats anticipated an upcoming abrupt turn to the right or left by slowing flight speed and shifting beam aim to “look” proactively into one side of the corridor to identify the new flightpath. All bats mastered the right turn, but two bats consistently failed the left turn. Bats increased their sensory acquisition rate when confronting abrupt turns in both successful and failed flights. Limitations on biosonar performance reflected failures to switch beam aim and to modify a learned spatial map, rather than failures to update acquisition rate.

Benefits of connected vehicle signalized left-turn assist: Simulation-based study

Simulation modeling can play a major role in supporting the pre-deployment and post-deployment assessment of connected vehicle (CV) applications, particularly given the limited implementations of these applications and the low market penetrations of CV that can be expected in the near future. This study demonstrates the use of simulation modeling to assess the safety and mobility benefits of the Signalized Left Turn Assist (SLTA), a CV-based application at signalized intersections. The benefits of SLTA were analyzed in this study using a calibrated microscopic traffic simulation package. Real-world gap acceptance distribution was used in the calibration of the simulation model to better assess the impact of SLTA considering the real-world driver's behaviors at permissive left-turn signals. A method was developed to calibrate the utilized microscopic simulation model to reflect the real-world gap acceptance distributions.The study results show that SLTA can increase the left-turn capacity depending on the SLTA gap time parameter setting, reaching approximately 64.8%, 51.1%, and 35.9% when utilizing a gap time of 3 s, 4 s, and 5 s, respectively. In addition, the results show that with 100% utilization, the average delay for all vehicles can be reduced by approximately 58.4%. The safety benefits of the SLTA were determined utilizing surrogate measures based on vehicle trajectories generated by the microscopic traffic simulation model. The results show that by utilizing a 5-second predefined time gap in the SLTA application, the total number of observed crossing conflicts decreased from 6 conflicts per hour to zero conflicts per hour when the SLTA utilization rate increases from 0% to 100%.

Análisis vehicular en la carrera 7 de Bogotá D.C. Intersección de estudio carrera 7 x calle 116

El incremento vehicular en las ciudades demanda infraestructura vial que garantice movilidad eficiente, segura y confortable, tanto a nivel vehicular como a escala peatonal. Se conoce que las intersecciones semaforizadas son espacios que permiten el desplazamiento seguro del peatón de un punto a otro y otorga a los vehículos la posibilidad de cambio de dirección, como giros a la izquierda (GI) o en U; la realización de estas maniobras altera los tiempos de viaje de los vehículos en circulación, saturando la intersección con mayor intensidad. Es importante identificar el impacto que genera los GI en las intersecciones con fase semafórica destinada para tal fin, por tal razón se referencia la Carrera 7, sobre este corredor se encuentran 40 intersecciones con 53 GI semaforizados; teniendo en cuenta este índice se establece como punto de estudio, una de las intersecciones con mayor flujo vehicular y nivel de servicio (NS) F como lo es la Carrera 7 x Calle 116; así mismo se indica una propuesta de disminución a dos fases del control semafórico existente, con lo cual dicha intersección pararía a un NS teórico C.

The Design of Smart Car Based on Android Client

This design is based on the open source Android version 8.0 system to develop the mobile phone platform client, using the eclipse integrated development environment to research and develop Bluetooth control. The remote control of the car is realized by Bluetooth technology, gravity sensor and voice. The design is mainly composed of hardware system and software system. It can realize the car’s forward, backward, rear left turn, rear right turn, front left turn, front right turn and other functions. This design scheme provides a new solution for the design and implementation of wireless remote control vehicle, and also plays a certain reference role for the design of remote control smart home system in the future.

Abstract P795: Activating Transcription Factor 3 Improves Stroke Recovery Through Reduction of Neuronal Damage and Neuroinflammation

Background and Purpose: Activating transcription factor 3 (ATF3), a member of the ATF/CREB family, is upregulated in the early phase of various stresses including ischemic stroke. The role of ATF3 in ischemic stroke injury has not been fully elucidated. Hypothesis: ATF3 improves stroke outcomes through reduction of neuronal damage and neuroinflammation. Methods: Permanent distal middle cerebral artery occlusion (pMCAO) was performed in 8-week-old male and female C57BL/6J (WT) and ATF3 knockout (ATF3 -/- ) mice. The sensorimotor functions were analyzed 3 days after pMCAO through adhesive removal and corner tests. Infarct volumes and injured neurons were quantified on Nissl stained and Fluoro-Jade C (FJC) stained sections. The cell-specific expression of ATF3 was analyzed by co-staining ATF3 antibody with antibodies specific to NeuN (Neuron), CD68 (microglia/macrophage) and GFAP (astrocyte). The expression of ATF3 in injured neurons was analyzed by ATF3 and FJC double labeling. Results: ATF3 expression was detected exclusively in neurons in the infarct area 1 day after pMCAO. There were a few ATF3 + CD68 + microglia/macrophages at the peri-infarct regions 2 and 3 days after pMCAO. Almost all FJC + neurons were ATF3 positive. No ATF3 expression was detected in astrocytes. Compared to WT mice, ATF3 -/- mice took longer time to remove the adhesive from their right paws (p<0.001) in adhesive removal test and more left turns in corner test (p<0.001) 3 days after pMCAO. ATF3 -/- mice also had a larger infarct volume (p = 0.014), more FJC + neurons (p=0.002) and CD68 + microglia/macrophages (p=0.003) in the peri-infarct regions than WT mice. Conclusions: Deletion of ATF3 exacerbates neuronal injury, neuroinflammation, and sensorimotor dysfunction in stroke mice, suggesting that upregulation of ATF3 at early stage of stroke improves ischemic stroke recovery through reduction of neuronal damage and neuroinflammation.

Make a Left Turn: Cortico-Striatal Circuitry Mediating the Attentional Control of Complex Movements.

In movement disorders such as Parkinson's disease (PD), cholinergic signaling is disrupted by the loss of basal forebrain cholinergic neurons, as well as aberrant activity in striatal cholinergic interneurons (ChIs). Several lines of evidence suggest that gait imbalance, a key disabling symptom of PD, may be driven by alterations in high-level frontal cortical and cortico-striatal processing more typically associated with cognitive dysfunction. Here we describe the corticostriatal circuitry that mediates the cognitive-motor interactions underlying such complex movement control. The ability to navigate dynamic, obstacle-rich environments requires the continuous integration of information about the environment with movement selection and sequencing. The cortical-attentional processing of extero- and interoceptive cues requires modulation by cholinergic activity to guide striatal movement control. Cue-derived information is "transferred" to striatal circuitry primarily via fronto-striatal glutamatergic projections. Evidence from parkinsonian fallers and from a rodent model reproducing the dual cholinergic-dopaminergic losses observed in these patients supports the main hypotheses derived from this neuronal circuitry-guided conceptualization of parkinsonian falls. Furthermore, in the striatum, ChIs constitute a particularly critical node for the integration of cortical with midbrain dopaminergic afferents and thus for cues to control movements. Procholinergic treatments that enhance or rescue cortical and striatal mechanisms may improve complex movement control in parkinsonian fallers and perhaps also in older persons suffering from gait disorders and a propensity for falls. © 2021 International Parkinson and Movement Disorder Society.

An Alternative Design for the Intersections With Limited Traffic Lanes and Queuing Space

Existing unconventional intersection designs mainly apply to large intersections, such as the intersection of two major roads, in which there are numerous lanes on each leg and the allowed queue length is long. This paper presents a new unconventional intersection design to improve the operational efficiency of the intersections with limited traffic lanes and short distance for vehicular queuing, such as the intersections on collector roads. The new design combines the advantage of the tandem control and exit-lanes for left-turn control (CTE). An optimization model is established to maximize the capacity of the intersection under the CTE design in which the allocation of the mixed-usage lane, lane markings, and signal timings are integrated. A case study and extensive numerical analysis are conducted to evaluate the performance of the proposed model. Comparisons are made between the proposed CTE design and the other three designs, namely the tandem design, exit-lanes for left-turn design, and conventional design, under different geometric and traffic demand cases. The results show that CTE design has promising property when the left turn ratio is low to medium (<; 50%), and the queue length is limited (<; 200m).

Pictorial vs. linguistic negation: Investigating negation in imperatives across different symbol domains

The processing of negation is typically regarded as one of the most demanding cognitive processes as it often involves the reversal of input information. As negation is also regarded as a core linguistic process, to date, investigations of negation have typically been linguistic in nature. However, negation is a standard operator also within non-linguistic domains. For example, traffic signs often use negation to indicate a prohibition of specific actions (e.g., no left turn). In the current study, we investigate whether processing difficulties that are typically reported within the linguistic domain generalize to pictorial negation. Across two experiments, linguistic negation and pictorial negation were directly compared to their affirmative counterparts. In line with the literature, the results show that there is a general processing benefit for pictorial input. Most interestingly, the core process of negation also benefits from the pictorial input. Specifically, the processing difficulty in pictorial negation compared to affirmation is less pronounced than within the linguistic domain, especially concerning error rates. In the current experiments, pictorial negation did not result in increased error rates compared to the affirmative condition. Overall, the current results suggest that negation in pictorial conditions also results in a slowing of information processing. However, the use of pictorial negation can ease processing difficulty over linguistic negation.

Investigating On-Road Lane Maintenance and Speed Regulation in Post-Stroke Driving: A Pilot Case-Control Study.

Stroke can adversely affect the coordination and judgement of drivers due to executive dysfunction, which is relatively common in the post-stroke population but often undetected. Quantitatively examining vehicle control performance in post-stroke driving becomes essential to inspect whether and where post-stroke older drivers are risky. To date, it is unclear as to which indicators, such as lane keeping or speed control, can differentiate the driving performance of post-stroke older drivers from that of normal (neurotypical) older drivers. By employing a case–control design using advanced vehicle movement tracking and analysis technology, this pilot study aimed to compare the variations in driving trajectory, lane keeping and speed control between the two groups of older drivers using spatial and statistical techniques. The results showed that the mean standard deviation of lane deviation (SDLD) in post-stroke participants was higher than that of normal participants in complex driving tasks (U-turn and left turn) but almost the same in simple driving tasks (straight line sections). No statistically significant differences were found in the speed control performance. The findings indicate that, although older drivers can still drive as they need to after a stroke, the decline in cognitive abilities still imposes a higher cognitive workload and more effort for post-stroke older drivers. Future studies can investigate post-stroke adults’ driving behaviour at more challenging driving scenarios or design driving intervention programs to improve their executive function in driving.

A 3D motion capture analysis of a giving-way ankle episode during a 180-degree pivot turn: A case report

Lateral ankle sprains are highly prevalent during sporting activities, as it accounts for approximately 60% of all athletic injuries. There is currently a paucity of research which provides kinetic and kinematic assessments of sprains and giving-way episodes of the ankle joint. The aim of this case study was to examine the kinetics and kinematics of the ankle and knee during a giving-way episode in a female ice hockey player during a 180-degree pivot turn, which was conducted in a 3D motion capture laboratory. Three trials were conducted on this participant (one accident trial, two control trials). Kinetic and kinematic analysis was conducted on the outside leg during a left 180-degree pivot turn (right leg). The plantarflexion angle of the giving-way trial was larger than the control trials from the point of initial contact until the end of the trial. Inversion was also 27-degrees greater 150 ms after initial contact in the giving-way trial and 26-degrees greater compared to control trials 1 and 2. Substantially greater plantarflexion, inversion and internal rotation angles of the ankle were observed during the giving-way trial compared to control trials. The maximum vertical and horizontal ground reaction forces, as well as ankle inversion and internal rotation moments, were lower for the giving-way trial in comparison to the control trials. Further research is needed to understand the influence of plantarflexion angle with a giving-way episode of the ankle. This study provides valuable kinetic and kinematic information regarding a giving-way episode of the ankle.

Comparing single-phase thermal hydraulic performance of a right and left turn twisted tape insert in a tube

Single-phase heat transfer and pressure drop tests were conducted in a tube with two types of twisted tapes. Each tape had exactly similar physical parameters and were made of the same material except that each had an opposite twist that resulted in a clockwise and anticlockwise flow swirl, i.e., left turn and right turn, respectively. Each type had twist ratio of 4 and 5.5 on a 180° twist. The tapes were tested in a tube-in-tube heat exchanger having 2 m length. The internal tube of the heat exchanger had 19.05 mm outer diameter and 1.65 mm wall thickness. Fresh water and 30% water/glycol solution were used as cold and hot fluids. Experiments were performed with Reynolds number varying between 2500 and 11,500 at Prandtl numbers of 9 and 14. Heat transfer and pressure drop enhancement was observed compared to plain tube at all operating conditions with 6–7% higher thermal performance with tighter twist tape. The Left Turn tape with a twist ratio of 5.5 showed slightly better thermal performance beyond Re > 8000 and with a twist ratio of 4 beyond Re > 4000. Similar trends were observed for the pressure drop. This is the first time a study on the subject was initiated assuming that the earth’s rotational effect “could” play a role in the flow swirl pattern inside a conduit. It is recommended to carry out intensive work on the subject with different tape twist ratios, fluids and more importantly larger conduits. The information generated could be of interest to the Concentrated Solar Power industry that uses high-temperature thermal oils. Any improvement in performance could result in lowering the operational cost, and therefore suitable type of twisted tapes could be used for upper and lower hemispheres.

Anticipating Deviant Tornado Motion Using a Simple Hodograph Technique

AbstractThe paths of tornadoes have long been a subject of fascination since the meticulously drawn damage tracks by Dr. Tetsuya Theodore “Ted” Fujita. Though uncommon, some tornadoes have been noted to take sudden left turns from their previous path. This has the potential to present an extreme challenge to warning lead time, and the spread of timely, accurate information to broadcasters and emergency managers. While a few hypotheses exist as to why tornadoes deviate, none have been tested for their potential use in operational forecasting and nowcasting. As a result, such deviations go largely unanticipated by forecasters. A sample of 102 leftward deviant tornadic low-level mesocyclones was tracked via WSR-88D and assessed for their potential predictability. A simple hodograph technique is presented that shows promising skill in predicting the motion of deviant tornadoes, which, upon “occlusion,” detach from the parent storm’s updraft centroid and advect leftward or rearward by the low-level wind. This metric, a vector average of the parent storm motion and the mean wind in the lowest half-kilometer, proves effective at anticipating deviant tornado motion with a median error of less than 6 kt (1 kt ≈ 0.51 m s−1). With over 25% of analyzed low-level mesocyclones deviating completely out of the tornado warning polygon issued by their respective National Weather Service Weather Forecast Office, the adoption of this new technique could improve warning performance. Furthermore, with over 35% of tornadoes becoming “deviant” almost immediately upon formation, the ability to anticipate such events may inspire a new paradigm for tornado warnings that, when covering unpredictable behavior, are proactive instead of reactive.

АНАЛИЗ ПРОЦЕССА ВВОДА СПЕЦИАЛИЗИРОВАННОЙ ЛЕВОПОВОРОТНОЙ ФАЗЫ РЕГУЛИРОВАНИЯ

The paper analyzes the foreign and Russian approach to the calculation of a controlled intersection, defines the basic principles and approaches used in the construction of phase-by-phase crossing schemes. The classification of the ap-proaches used is carried out taking into account foreign and domestic experience. In the course of the analysis of regulatory sources, it was found that there are many approaches to the choice of the organization of the traffic scheme in regulated areas. Particular attention in this matter is paid to the introduction of a specialized phase for performing a left turn, basically this choice is made by a design engineer, based mainly on the demand for performing a left turn, without analyzing the main characteristics of the traffic flow, namely the queue length, speed and traffic delays. funds. The main design parameters used to determine the need to enter a specialized left-turn phase when using traffic light control have been determined.

Repeatability of lateralisation in mosquitofish Gambusia holbrooki despite evidence for turn alternation in detour tests.

Akin to handedness in humans, some animals show a preference for moving to the left or right. This is often attributed to lateralised cognitive functions and eye dominance, which, in turn, influences their behaviour. In fishes, behavioural lateralisation has been tested using detour mazes for over 20years. Studies report that certain individuals are more likely to approach predators or potential mates from one direction. These findings imply that the lateralisation behaviour of individuals is repeatable, but this is rarely confirmed through multiple testing of each individual over time. Here we quantify the repeatability of turning behaviour by female mosquitofish (Gambusia holbrooki) in a double sided T-maze. Each female was tested three times in each of six treatments: when approaching other females, males, or an empty space; and when able to swim freely or when forced to choose by being herded from behind with a net. Although there was no turning bias based on the mean population response, we detected significant repeatability of lateralisation in five of the six treatments (R = 0.251-0.625). This is noteworthy as we also found that individuals tended to alternate between left and right turns, meaning that they tend to move back and forth along one wall of the double-sided T-maze. Furthermore, we found evidence for this wall following when re-analysing data from a previous study. We discuss potential explanations for this phenomenon, and its implications for study design.

Modeling and Solving the Intersection Inspection Rural Postman Problem

Local governments inspect roads to decide which segments and intersections to repair. Videos are taken using a camera mounted on a vehicle. The vehicle taking the videos proceeds straight or takes a left turn to cover an intersection fully. We introduce the intersection inspection rural postman problem (IIRPP), which is a new variant of the rural postman problem (RPP) that involves turns. We develop integer programming formulations of the IIRPP based on two different graph transformations to generate least-cost vehicle routes. One formulation is based on a new idea of transforming a graph. A second formulation is based on a graph transformation idea from the literature. Computational experiments show that the formulation involving the new graph transformation idea performs much better than the other formulation. We also develop an RPP-based heuristic and a heuristic based on a modified RPP. Heuristic solutions are improved by solving integer programming formulations on an induced subgraph. Computational experiments show that the heuristics based on the modified RPP perform much better than the RPP-based heuristics. The best-performing heuristic generates very good quality IIRPP-feasible routes on large street networks quickly. Summary of Contribution. Our paper addresses a real-world problem faced by local governments during road inspections. The real-world problem that we solve and the methodologies that we use fall at the intersection of computing and operations research. We introduce the intersection inspection rural postman problem, which is a new variant of the rural postman problem that involves turns to capture this real-world scenario. The rural postman problem is an important problem in vehicle routing. Studying new variants of this problem is key to extending the practice and theory of vehicle routing. We develop an integer programming formulation based on a new idea of transforming a graph and also develop heuristics based on the rural postman problem.

Incorporating Speed in a Traffic Conflict Severity Index to Estimate Left Turn Opposed Crashes at Signalized Intersections

Rigorous evaluation of implemented safety treatments, especially for innovative treatments and those targeted at rare crash types, is challenging to accomplish with conventional crash-based analyses. This paper aims to address this challenge for treatments at urban signalized intersections by providing a methodology that uses surrogate measures of safety obtained from video analytics to predict changes in crashes. To develop this approach, left turn opposed traffic conflicts based on post-encroachment times, along with corresponding conflicting vehicle speeds, are first measured from video observations at signalized intersections. The conflicts are then classified into three severity levels using a risk score function defined by these measures. Multiple linear regression models are developed to relate left turn opposed crashes at the same intersections in the period 2009–2014 to the correspondingly classified conflicts. The results show strong relationships between the classified conflicts and crashes (adjusted [Formula: see text] of 85% and 94% for total and fatal/injury crashes, respectively). The results also reveal that the contribution of conflicts to the risk of crashes varies based on speed dimension of their severity, suggesting that neglecting speed as a factor in conflict severity levels may be at the expense of losing meaningful information. The models can be applied to estimate the change in crashes following a safety treatment by observing, through video analytics, the change in conflicts and speeds and using the crash-conflict-speed model. The methodological approach is viable for quickly evaluating all treatments and, in particular, innovative ones for which knowledge on safety effects is sparse or non-existent.

Left turn, right turn - artistic and political radicalism of late socialism in Hungary

Left turn, right turn - artistic and political radicalism of late socialism in Hungary