Road Safety Information Research Articles

Joint Optimization of Message Transmissions With Adaptive Selection of CCH Interval in VANETs

In vehicular networks, the safety-related messages (emergency and periodic messages) and non-safety message (RFS: request for service message) should share the scarce wireless resource. Emergency messages deliver time-critical information with guaranteed reliability, <italic xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink">e.g.</i> road-safety information, whereas periodic ones convey normal status update information, <italic xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink">e.g.</i> vehicular positions, show that is less time- and loss-critical. The RFS message is used for reserving Internet data service through the infrastructure on the road. In the channel access for vehicles, the synchronization interval (SI) is repeated every 100 ms and each SI is divided by one control channel interval (CCHI) for the transmission of safety-related messages and RFS message and by one service channel interval (SCHI) for the Internet service from the roadside infrastructure. It is crucial to set the length of CCHI appropriately in the SI because of the dynamic environment of VANETs. In this paper, we consider two optimization problems of message transmissions depending on whether the length of CCHI is flexible or not: 1) a fixed CCHI (non-adaptive) and 2) a variable CCHI (adaptive), respectively, and obtain the optimal MAC parameters where we adopt the IEEE 802.11e enhanced distributed channel access (EDCA) protocol with a “strict” priority for the emergency message. Finally, we conduct extensive simulations to validate our analytical findings.

Dependable wireless connectivity: insights and methods for 5G and beyond

Dependability is a measure of availability and reliability of systems/services. In the context of communication systems, dependability is governed by the coverage probability of the network under prescribed service requirements, by the latency of data transmissions as well as by the transmission error probability. Achieving dependable connectivity can be very challenging, especially within wireless mobile communications, where the transmission channel is often prone to severe fading and strong interference. Current generations of cellular mobile communication systems (4G and below) can mainly provide best effort services and are not well equipped to achieve a sufficiently high level of dependability as required by many novel applications, such as, road-safety relevant information exchange in vehicular communications, as well as, wireless remote operation of robots and drones. Standardization bodies have already recognized the market potential of such use-cases for mobile communications, and correspondingly efforts are ongoing to enhance the fifth generation of cellular systems (5G) towards ultra-reliable low-latency transmission. In this paper, we provide insights gained by our research work within the Christian Doppler Laboratory for Dependable Wireless Connectivity for the Society in Motion with respect to factors influencing the dependability of 5G mobile cellular systems, and we present our achievements over the past two years for enhancing the robustness, reliability and efficiency of dependable wireless communications.

Personalizing Content Presentation on Large 3D Head-Up Displays

Abstract Drivers' urge to access content on smartphones while driving causes a high number of fatal accidents every year. We explore 3D full-windshield size head-up displays as an opportunity to present such content in a safer manner. In particular, we look into how drivers would personalize such displays and whether it can be considered safe. Firstly, by means of an online survey we identify types of content users access on their smartphones while driving and whether users are interested in the same content on a head-up display. Secondly, we let drivers design personalized 3D layouts and assess how personalization impacts on driving safety. Thirdly, we compare personalized layouts to a one-fits-all layout concept in a 3D driving simulator study regarding safety. We found that drivers' content preferences diverge largely and that most of the personalized layouts do not respect safety sufficiently. The one-fits-all layout led to a better response performance but needs to be modified to consider the drivers' preferences. We discuss the implications of the presented research on road safety and future 3D information placement on head-up displays.

Road safety data and information availability and priorities in South-East European regions

Abstract While road deaths have been reduced by 53% in the European Union (EU) between 2001 and 2013, in South East European (SEE) members reductions vary from 64% (Slovakia) to 24% (Romania) indicating a significant diversity in the road safety level in the region and the need for urgent improvements. Moreover, the poor performance in the SEE countries is slowing down overall progress at EU level. ROSEE- ROad safety in South-East European regions is an EU co-funded project undertaken in Italy, Romania, Hungary, Greece, Slovenia and Bulgaria. ROSEE aimed at improving coordination in planning and operation of national and regional road networks with an emphasis on improving accessibility and road safety. The objective of this paper is to present the results of a survey conducted among a large panel of road safety stakeholders in SEE countries, aiming at assessing what they considered to be priorities and necessities in terms of scientific data, information, and tools to conduct their road safety activities. A questionnaire comprising of the following sections was used for the assessment:(a) background information;(b) data and resources for fact finding and diagnosis of road safety issues; (c) data and resources for the development of road safety related programmes; (d) data and resources for the implementation of road safety related measures; (e) data and resources for the monitoring and evaluation of road safety measures. In sections (b) to (d), the respondents evaluated each listed item on two dimensions: the perceived priority for their personal work, and the perceived availability at the level of their country (i.e. the extent to which, according to their knowledge, the item in question was available would they want to use it). In total, 112 questionnaires were analysed. Combined priority and availability ratings as well as ranking of priorities and identification of highest priorities per country was achieved. Furthermore, policy makers’ priorities were analysed separately. The analysis of the collected responses revealed that stakeholders expressed significant demand for data and knowledge in road safety-related decision making. They also expressed discontent about the current poor availability of such information. Groupings of the road safety needs and priorities of the different stakeholders were also performed.

자전거도로에서의 안전 및 이용공간 효율성을 위한 시각정보 디자인 제안*

최근 우리나라는 행정안전부와 국토해양부의 주도아래 중앙정부와 지방자치단체에서 각종자전거 정책을 추진하면서 자전 거 이용인구의 증가와 함께 안전사고에 대한 대책이 요구되고 있다. 이는 자전거도로의 공간적 특수성 및 상황에 따른 설 계기준이 다르고 세부적인 설계기준도 구체적으로 마련되어있지 않고 자전거도로의 노면설계에 대한 그래픽 요소나 기준 도 지자체나 구간에 따라 제각각인 것이 현실이다. 이에 본 연구에서는 자전거도로에서의 안전성과 더불어 이용자들의 공 간 이용성을 향상시키기 위한 목적으로 서울의 한강 이남구간 중 양평지역을 대상지로 하여 기존 적용되고 있는 진행표시 인 화살표와 자전거 픽토그램의 시각정보 요소들의 배치를 우측으로 이동 변경하여 이용자들의 주행 위치를 비교 실험 해 봄으로서 일부 이용자가 진행표시 쪽으로 따라 주행하는 개선된 결과를 얻을 수 있었으며 이를 통해 향후 자전거도로에서 의 설계 기준에 반영될 수 있도록 기대하는 것이 본 연구의 목적에 있다.

Road safety risk evaluation by means of improved entropy TOPSIS–RSR

Currently, comparisons of road safety performance at a national or sub-national level are worthy of being conducted; both in order to better understand one’s own situation in regards to road safety risk, and to find a meaningful reference (best-in-class) to learn lessons in terms of action program formulation. In this respect, the composite road safety performance index, which condenses the vast amount of road safety information in a comprehensive manner to produce a broad picture of road safety, is rapidly developing and becoming increasingly popular. Mainly due to the unsatisfactory explanation of more detailed aspects of crash causation and injury prevention when considering isolated indicators such as fatality rate. To this end, a means to measure the multi-dimensional concept of road safety in a scientific and systematic manner is urgently required; specifically a performance measuring technique that can combine the multilayer safety performance indicators (SPIs) into an overall index. In this study the improved entropy TOPSIS–RSR methodology is structured to conduct the road safety risk evaluation process from an overall perspective, based on a composite Road Safety Risk Index (RSRI). Using the results of clustering analysis as a relevant reference, a given set of provinces are grouped into several specific classes based on the RSRI score for case study. The contrasts in results prove to verify the robustness of the proposed model. Furthermore, they indicate the feasibility of applying this model as a valuable tool for road safety policymakers to decision-making activities and performance evaluation that contains multi-alternative and multi-criteria.

Reliability Calculation of VANET with RSU and SP

VANET is a special type of MANET which consists of moving vehicles as nodes that form a temporary network in an Adhoc fashion. In recent years, many protocols and techniques are available to share the traffic information in VANET. This study focuses on forwarding the road safety information from source vehicle to destination vehicle with RSU (Road Side Unit) and SP (Service Provider). RSU and SP are made to transmit the information to ongoing vehicles without missing the clarity and reliability. The main objective of this study is to find the reliable path from the source vehicle to destination vehicle to transmit the traffic information. Universal Generating Function Technique (UGFT) is one of the important techniques to assess the network reliability in real life. UFGT is applied to find the reliability of nodes and links used in this VANET. Results are obtained by using Network Simulator (NS-2). Simulation results show that information dissemination with RSU and SP outperforms without RSU and SP in terms of Delay, Throughput and Packet loss.

State of the Art of Slovenian Road Safety

The State of the Art of Slovenian Road Safety aims to provide a short description of road safety situation in Slovenia as well as to record all activities taken in Slovenia. This article is based on ROSEE ROad safety in South East European regions report. The road safety performance of Slovenia in comparison to other countries of South Eastern Europe is discussed. Basic road safety trends in Slovenia and a macroscopic analysis of road accident factors related to road users, road environment and vehicles are presented. Also the assessment of road safety legislation, policy and institutional capacity in Slovenia is undertaken. In this article, the assessment of needs and availability of road safety related data and information in Slovenia is also presented. Finally, the road network conditions in Slovenia, a general road safety assessment of the interurban road network and the status of Road Safety Audits are described.

Underreporting of Road Crashes in Pakistan and the Role of Fate

Objective: Comprehensive, accurate information about road crashes and related trauma is a prerequisite for identification and control of risk factors as well as for identifying faults within the broader road safety system. Quality data and appropriate crash investigation are critical in reducing the road toll that is rapidly growing in much of the developing world, including Pakistan. This qualitative research explored the involvement of social and cultural factors (in particular, fatalism) in risky road use in Pakistan. The findings highlight a significant issue, previously unreported in the road safety literature, namely, the link between fatalistic beliefs and inaccurate reporting of road crashes. Method: Thirty interviews (one-on-one) were conducted by the first author with police officers, drivers, policy makers, and religious orators in 3 Pakistani cities. Findings: Evidence emerged of a strong link between fatalism and the underreporting of road crashes. In many cases, crashes and related road trauma appear to go unreported because a crash is considered to be one's fate and, therefore, beyond personal control. Fate was also implicated in the practice of reconciliation between parties after a crash without police involvement and the seeking and granting of pardon for a road death. Conclusions: These issues represent additional factors that can contribute to underreporting of crashes and associated trauma. Together, they highlight complications involved in establishing the true cost of road trauma in a country such as Pakistan and the difficulties faced when attempting to promote scientifically based road safety information to counteract faith-based beliefs.

Using attitudes, beliefs, and behaviours to shape a Cambodian motorcycle helmet campaign

BackgroundAs the number of motorcyclists in Cambodia increases, so do motorcycle-related injuries. Injuries decrease as helmet use increases. Campaigns addressing this issue will be more effective if they are based...

도로 주행 시뮬레이션 평가를 통한 스마트 델리네이터의 안전운전 유도 효과분석

본 연구에서는 실시간으로 차량 및 도로교통상황에 대한 정보의 수집 및 전송이 가능한 스마트하이웨이의 도로 및 통신환경이 조성되었을 때를 가정하여, 도로 Infra 기반의 정보제공수단을 통해 전방 도로교통상태정보 및 안전정보를 다수의 운전자에게 공통적으로 제공하여 네트워크 차원의 안전운행을 유도할 수 있는 방안을 마련하고자 하였다. 기존의 델리네이터에서 위험도 등급에 따라 색깔을 달리해 표출하는 기능을 추가한 장비를 스마트 델리네이터(Smart Delineator)로 명명하였다. 스마트 델리네이터는 기존의 델리네이터의 기능과 같은 선형정보 제공 기능 뿐만 아니라, 시시각각 변화하는 도로교통 상황정보 및 노면 상태정보를 실시간으로 제공받아 전방 도로교통상황에 대해 제공된 경고정보를 운전자가 직관적으로 인지하고 이를 수용하여 충분한 여유거리와 시간을 갖고 대응할 수 있도록 안전정보를 제공하는 시설물이다. 운전자의 안전운전 유도에 미치는 영향을 살펴보고자 도로 주행 시뮬레이터를 이용한 모의 시뮬레이션 평가 결과와 만족도 설문조사를 통해 안전운전 유도 효과를 도출해 보았다. 도로 주행 시뮬레이션을 이용한 운전자 반응 평가 결과 스마트 델리네이터는 이벤트 발생 위치에 대한 판단이 가능하며, 사전에 규정된 위험도 등급에 따른 통행속도 감소율 또는 권장속도에 따라 운전자들의 행동을 유도하는 효과가 있었다. Assuming a completed Smart Highway road & communication environment that allows real-time information collection and transmission of road traffic condition ahead, the purpose of this study is to develop a plan for inducing a network-level safe driving pattern by providing road traffic condition and safety information to multiple drivers through a road information provision device. In this study, the device with a function that displays different colors according to the hazard level to the existing delineator has been named 'Smart Delineator'. Smart Delineator is a device that provides not only alignment information but also safety information for drivers to receive real-time warning information and intuitively recognize road traffic condition ahead so that drivers can respond. To examine the effects of safety driving inducement level on drivers, a simulation test was conducted using driving simulator as well as a satisfaction survey. The result showed that the Smart Delineator was able to identify the location of occurrence and affecting driving according pattern, either adhering to recommended speed or reducing speed according to the pre-defined hazard level.

Road Safety 2.0

The aim of this case study is first, to determine the extent to which web 2.0 can be the technology that would enable a strong relationship between government and its citizens to develop in managing road safety and second, to examine the endeavours of the WA Office of Road Safety (ORS) in fostering the relationship. It shows that in ORS’ road safety strategy for 2008-2020, community engagement is strongly advocated for the successful development and execution of its road safety plan but the potential of web 2.0 approaches in achieving it is not recognised. This would involve the use of blogs and RSS as suitable push strategies to get road safety information to the public. Online civic engagement would harness collective intelligence (‘the wisdom of crowds’) and, by enabling the public to annotate information on wikis, layers of value could be added so that the public become co-developers of road safety strategy and policy. The case identifies three major challenges confronting the ORS to become Road Safety 2.0 ready: how to gain the publics’ attention in competition with other government agencies, how to respond internally to online citizen engagement, and how to manage governmental politics.

Combining road safety information in a performance index

In this paper we focus on an essential step in the construction process of a composite road safety performance indicator: the assignment of weights to the individual indicators. In the composite indicator literature, this subject has been discussed for a long time, and no agreement has been reached so far. The aim of this research is to provide insights in the most important weighting methods: factor analysis, analytic hierarchy process, budget allocation, data envelopment analysis and equal weighting. We will give the essential theoretical considerations, apply the methods on road safety data from various countries and discuss their advantages and disadvantages. This will facilitate the selection of a justifiable method. It is shown that the position of a country in the ranking is influenced by the method used. The weighting methods agree more for countries with a relatively bad road safety performance. Of the five techniques, the weights based on data envelopment analysis resulted in the highest correlation with the road safety ranking of 21 European countries based on the number of traffic fatalities per million inhabitants. This method is valuable for the development of a road safety index.

Development of Footprint Methodology for Road Safety

Progress in traffic safety is the result of many developments, including political decisions, the development of safety plans and actions, and the implementation of these plans and actions. This paper explores ways of presenting road safety information to help decision makers understand how the interaction between many factors leads to improvements in the safety quality components of the traffic system and finally to reductions in road casualties. Simple one-factor bar charts cannot be used to this effect. In the SUNflower+6 project, a methodology has been developed that results in a “road safety footprint” for a country or jurisdiction. This footprint helps to identify strong and weak points in the traffic system, to direct to further and more detailed analyses, and to assist in finding ways to further road safety improvements. The development of this method was one of the goals of the SUNflower+6 project, which aimed to assess the state of the art in road safety of nine European countries and presented recommendations for the improvement of road safety in these countries and the European Commission. A footprint provides a representation of the road safety status and development over time in a country and can be used for benchmarking purposes. At this stage, the proposed methodology is considered to be a first step that may eventually grow into a widespread tool for benchmarking road safety. In the near future, further research will be conducted to learn from practical application of the developed methodology in more countries and jurisdictions in the world.

Designing the European road safety observatory

The unavailability of consistent traffic accident data and road safety information limits the opportunities to provide target approaches to reduce road crashes. The European commission has decided to meet the demand for this data by establishing a new Road Safety Observatory. The structure and much of the initial content is being developed within the SafetyNet Integrated Project. This paper describes the structure of its key components.

Perceived susceptibility to and perceived causes of road traffic injuries in an urban and rural area of Tanzania

The aim of the study was to investigate social and behavioral correlates of perceived vulnerability to traffic injuries in an urban and rural setting in Tanzania. In 2002, a sample of 494 adults aged 15 years and above participated in household interviews in Dar es Salaam (urban) and Hai District (rural). The study was part of a population-based survey that collected self-report data on non-fatal injuries. In Dar es Salaam 75 and 82% of males and females, respectively, perceived it as likely that they would experience a traffic injury in general. The corresponding figures in Hai were 63 and 64%. Men rated their road traffic vulnerability similarly to women (OR = 0.8, 95% CI 0.5–1.3). Factors associated with high perceived vulnerability as a pedestrian or being injured by a bicycle were amount of road safety information received from health workers and friends, having caused a car to swerve and having crossed a road while talking. Respondents perceived driver recklessness and driver drunkenness as the leading causes of traffic injuries in both areas. Differences were found between the urban and rural setting with respect to perceived risk for traffic injury. The implications of these findings in the context of traffic injury prevention are discussed.

An empirical investigation of European drivers' self-assessment

Problem: Evaluating motorists through self-assessment has attracted much interest in recent literature, which is mainly due to the profound impact various parameters of self-assessment can have on the way motorists deal with hazardous traffic situations. Much of the previous work in this area has been hampered both by the lack of adequate sample sizes and, because of the small samples, the evaluation methodologies used. Method: This paper extends previous research in two significant directions: (a) it uses the SARTRE 2 database, which provides more than 17,000 questionnaires from most European countries; and (b) it employs the ordered probit modeling approach, which recognizes the latent nature of self-assessment and explicitly links its dimensions to a set of relevant explanatory variables such as age, gender, region, and income. Results: The results indicate that drivers who rate themselves as both more dangerous and faster than others are, generally, younger men, with higher incomes, break the speed limit more frequently, avoid wearing seat belts, and have been involved in more accidents in the past than other drivers. Interestingly, more experienced and more highly educated drivers assess their driving as less dangerous, but admit to driving faster than other drivers. Impact on Industry: The methodology used and the results obtained can be a significant help in identifying drivers with high and low self-assessment ratings, which can be useful in planning and implementing road safety information campaigns.

Monoataxia of upper extremity in motor cortical infarction

<h3>Abstract</h3> <h3>Objective</h3> investigate the impact of a road-safety program on adolescent willingness to engage in risky behaviour as probationary drivers, adjusted for covariates of interest. <h3>Method</h3> <i>b</i>streetsmart is a road-safety program delivered to around 25,000 adolescent students annually in New South Wales. Using a smart phone-based app, student and teacher participation incentives, students were surveyed before and after program attendance. Mixed methods linear regression analysed pre-post modified Behaviour of Young Novice Driver (BYNDS_M) scores. <h3>Results</h3> 2360 and 1260 students completed pre- and post-event surveys respectively. Post-event BYNDS_M scores were around 3 points lower than pre-event scores (−2.99, 95%CI - 3.418 to -2.466), indicating reduced intention to engage in risky driving behaviours. Covariates associated with higher stated intentions of risky driving were exposure to risky driving as a passenger (1.21, 95% CI 0.622-2.011), identifying as non-binary gender (20.8, 95% CI 8.795 to 40.852), adjusting for other predictors. <h3>Conclusions</h3> Trauma-informed, reality-based injury prevention programs are effective in changing short term stated intentions to engage in risky driving, among a pre-independent driving student population. The adolescent novice driver age group is historically challenging to engage, and injury prevention action must be multi-pronged to address the many factors influencing their behaviour. <h3>What is already known on this topic</h3> Road traffic injuries are the leading cause of death for adolescents in most developed countries globally. Injury prevention action must be multi-pronged to address the many factors influencing their behaviour <h3>What this study adds</h3> The bstreetsmart injury prevention intervention which incorporates trauma informed, CBT influence and reality-based road safety information to around 25,000 students annually, showed significant short-term impact on the stated willingness of the study population to engage in risky driving behaviour when obtaining their probationary licence. Adolescents are strongly influenced by examples of risky road behaviours among their closest adult drivers. <h3>How this study might affect research, practice, or policy</h3> Interventions such as bstreetsmart hold a positive place in the multi-pronged approach needed to address the difficult issue of novice drivers.

Relationships between road slipperiness, traffic accident risk and winter road maintenance activity

A method for deriving quantitative relationships between road slipperiness, traffic acci- dent risk and winter road maintenance (WRM) activity is described. The method is also applied to data from an area in southern Sweden. If a specific type of road slipperiness represents a large acci- dent risk despite high WRM activity it is important to increase public awareness during such periods. If the type of slipperiness represents a large accident risk but is accompanied by low WRM activity, it is also important to increase the WRM to reduce the accident risk. In the method, a road slipperiness classification, based on atmospheric processes, is used to classify the road conditions at the time an accident occurred. The road condition is classified either as non-slippery or as one out of 10 types of slipperiness. Data for the slipperiness classification are taken from the Swedish Road Weather Infor- mation System (RWIS). Results from this study show that the traffic accident risk was different for dif- ferent types of road slipperiness. Highest accident risk was associated with road slipperiness due to rain or sleet on a frozen road surface. When accidents occurred in these situations, there was always high WRM activity. This indicates that, in order to reduce the accident rate during these situations, public awareness must be increased by providing information to drivers. The study also demonstrates the benefits of applying a standardized road slipperiness classification to all kinds of sources of road safety information, such as a RWIS, traffic accident reports and WRM reports. With a standardized and objective classification of the road conditions and digitally stored data, all evaluations are easily conducted.