Safe Speed Research Articles

Compound disaster characteristics of rock burst and coal spontaneous combustion in island mining face: A case study

The island mining face in coal mines often encounters stress concentration and significant air leakage, elevating the risk of rock burst and spontaneous combustion of residual coal in the goaf. This study centers on the investigation of the 9305 island mining face within a mine situated in Shandong Province, China. Leveraging the features of coal spontaneous combustion and data from microseismic and gas monitoring throughout the mining process, a novel method for calculating safe mining speeds under compound disasters is introduced. The safe mining speed of the 9305 island mining face is stratified, and a prevention and control technology integrating long distance directional drilling for impact-spontaneous combustion compound disasters is proposed. Findings suggest that to mitigate spontaneous combustion of residual coal, considering the seam's spontaneous combustion tendency, the safe mining speed should exceed 3.7 m per day. Accounting for the distribution of microseismic events during coal seam extraction, the safe mining speed is maintained below 4.8 m per day in the unprotected mining area and capped at 8 m per day in the protected zone. Through a comprehensive analysis considering coal seam spontaneous combustion tendency, impact tendency, and time to coal seam oxidation to critical temperature, the safe mining speed for the island mining face ranges from 3.7 m per day to 4.8 m per day in the unprotected area and from 5.14 m per day to 8 m per day in the protected area. The proposed long distance directional drilling 'one hole, multiple purposes' scheme enables an integrated approach encompassing pressure relief before coal seam extraction, water injection during mining, and grouting post-mining. This method effectively prevents and controls the compound disasters of rock burst and coal spontaneous combustion, presenting innovative technical solutions for the safe extraction of coal resources.

Cellular automaton model for the analysis of design and plan of bus station in the mixed traffic environment

With the quick development of Connected Autonomous Vehicles (CAVs), CAVs would gradually become an important part of urban traffic. Hence, the impacts of CAVs on urban traffic should be further explored. This study aims to analyze the mixed traffic comprising CAVs and human-driven vehicles (HDVs) in different urban scenarios in which different bus station types (i.e., roadside and bay bus stations) and capacities are considered. To do this analysis, this study proposes a cellular automaton model which simulates car following behaviours of vehicles using a two-state safe speed model, and designs specific modeling rules for lane-changing behaviours and vehicle behaviours near bus stations with consideration of the differences between CAVs and HDVs. The analysis results indicate that the impacts of various bus station types and capacities on the mixed traffic flow vary with traffic volumes, while increasing the CAV penetration rate can reduce the traffic congestion caused by bus stop-and-go. Furthermore, the study explores the optimal number of bus routes for different types of bus stations in different urban traffic scenarios, and several possible policy implications have been given according to the analysis results.

Adaptability and growth of Hippocampus kuda and Oryzias melastigma under rapid temperature changes.

Temperature changes had a huge impact on the growth of aquaculture organisms, which mainly involved two parameters: the changing amplitude and the changing speed. Wide-adaptability and narrow-adaptability were divided by the amplitude, while fast-adaptability and slow-adaptability proposed in this article were divided based on the speed. Investigating the impact of the changing speed on artificial farming was vital. In this study, two fish species of wide-adaptability, Hippocampus kuda and Oryzias melatigma, were selected as research objects, explored the effects of temperature changing speeds on them under 2 changing amplitudes of 2°C and 4°C. The similarities and differences in their responses to temperature changes were analyzed and compared from the aspects of feeding, metabolism, physiology, immunity, and growth. The results showed that all 3 changing speeds (0.5°C/h, 1°C/h, and direct input) had no effect on the growth of O. melatigma under the 2°C amplitude, while there were significant differences in various aspects of H. kuda in the treatments with the speeds between 0.5°C/h and direct input, such as a significant difference in growth, in food intake, and in response speeds and response levels of several enzymes and related genes. Under 4°C amplitude, the impact of all 4 changing speeds (0.5°C/h, 1°C/h, 2°C/h and direct input) on both fish was more pronounced. H. kuda showed a significant difference of growth among 3 groups, and the critical safe speed was about 0.5°C/h in its heating treatments. And the growth decrease only occured the heating treatment of direct input in O. melatigma. Furthermore, some genes responded quickly and efficiently to the low-speed changes of temperature in H. kuda, but were inhibited in the treatments with high-speed changes. However, they can still express rapidly and efficiently in the high-speed treatments of O. melatigma, included several stress-related genes, lipid metabolic-related genes, and immune-related genes. Seen from these differences, the energy source used in H. kuda to resist stress was single and short-lived. So, under a long-term stress, H. kuda gradually transformed from normal physiological stress into pathological stress, leading to the outbreak of diseases. Therefore, for precise aquaculture of H. kuda, stricter and more precise control of environmental temperature is necessary to prevent rapid and big temperature changes from affecting the growth and survival of the seahorse.

Evaluating the effect of frigate hangar shape modifications on helicopter recovery using piloted flight simulation

Turbulent ship airwakes can present a major challenge for a pilot landing a helicopter to the ship. A recent study has proposed modifications to the hangar of a simple ship, the SFS2, to improve the air flow over the deck. To assess the effect of the proposed hangar modification on the helicopter and pilot, the unsteady air flow over the modified ship has been computed using time-accurate CFD, and then integrated with a full-motion flight simulator for a pilot to conduct deck landings to the original and modified ship geometries in wind speeds from 30 kt to 50 kt. The effectiveness of the proposed modification was assessed through pilot workload ratings for the landing task, and by recording pilot control inputs and helicopter states. The study has shown that there are some benefits from the hangar modifications. In the headwind the helicopter was deemed to be at the safe limit at 50 kt when operating to the original SFS2, while the limit was not reached in the 50 kt wind for the modified ship. In an oblique wind, the safe wind speed limit was found to be 40 kt for the original ship and 50 kt for the modified version. Although the improvements are not substantial, they do represent a positive outcome.

Development of a system that changes the speed of the motor for a given radius of curvature of an autonomous car while taking turn

This work endeavors to create a system capable of autonomously regulating a car’s speed while navigating turns, based on the curvature of the road. The primary objective is to bolster the safety and stability of autonomous vehicles by curbing excessive speeds during turns, thereby mitigating the risk of accidents such as loss of control or rollovers. The approach blends theoretical analysis with practical application, involving computations to ascertain the ideal speed for a given curve radius. Factors such as vehicle mass, wheel specifications, and centrifugal and gyroscopic forces are considered in these calculations. Subsequently, an algorithm is devised and implemented using Arduino Uno and programmed within the Arduino IDE software environment. The system employs sensors to monitor the motor’s speed and adjust the motor’s speed accordingly. Both simulated scenarios and real-world experiments validate the system’s efficacy in maintaining safe speeds during turns. The study concludes by underlining the potential of this system to heighten the safety and dependability of autonomous vehicles, while also proposing future avenues for research, such as integration with broader autonomous driving frameworks and field testing across diverse environmental conditions.

A Novel Traffic Speed Prediction for Road Weaving Sections: Incorporating Traffic Flow Characteristics

Weaving sections on roads are crucial areas with high concentrations of mandatory lane changes, which can increase the likelihood of traffic accidents. Speed is a key factor in determining traffic safety, and the development of an accurate speed prediction method is essential for improving safety in weaving sections. While current methods are effective in predicting speeds in straightforward situations, they face challenges in more complex scenarios such as weaving sections. This study presents a refined traffic speed prediction approach specifically designed for weaving sections in order to tackle the aforementioned issue. Initially, novel variables were formulated to capture the unique traffic flow attributes present in weaving sections, which distinguish them from standard road segments. Subsequently, supplementary empirical variables that are known to impact speed were incorporated. We conducted a variable importance assessment to ascertain the extent and direction of each variable’s contribution. Lastly, variables with significant positive effects were chosen as inputs for three machine learning algorithms: Random Forest (RF), Backpropagation Neural Network optimised with Genetic Algorithm (BPNN-GA) and Support Vector Regression (SVR). This method was evaluated using aerial footage from five distinct weaving sections in China, maintaining an approximately 3 km/h prediction error. In addition, the study also finds that the speed distribution in weaving sections is negatively correlated with the number of lane-changing. Vehicles experience deceleration at both on-ramp and off-ramp, with a more significant deceleration occurring at the on-ramp. Speed is significantly affected by short length, number of lanes and proportion of large vehicles. The proposed method can be embedded into intelligent traffic systems for safe speeds of autonomous vehicles in weaving sections. Reconstructing spatiotemporal patterns of traffic congestion, predicting traffic accidents and implementing active traffic management strategies in weaving sections could be investigated in the future.

Safe path planning of mobile robot based on improved particle swarm optimization

Path planning is a fundamental aspect of mobile robot navigation, playing a crucial role in enabling robots to autonomously navigate while avoiding obstacles. Nevertheless, traditional path planning algorithms face navigation challenges, including obstacle avoidance and the potential for getting stuck in local minima or deadlocks along the path. To tackle these challenges, the study proposes an enhanced path planning method based on control barrier function (CBF). This approach introduces a safety velocity adjustment mechanism based on CBF and combines it with the particle swarm optimization (PSO), adjusting the safe speed in global planning and addressing the issue of local minima. Experimental simulations are conducted to validate the flexibility and global optimization performance of the proposed path planning method across various obstacle scenarios.

Speed-securing measures on rural roads in Sweden: An observational study

Objective Speed-securing measures are intended to, as the name suggests, to secure that the speeds of road users do not exceed the safe speed for a given type of environment. The purpose of this study was to make an evaluation of existing speed-securing measures on rural roads in Sweden to see how well they manage to limit the speed. Methods and data A total of 34 unique locations have been filmed with drones with varying speed limits between 40 and 70 km/h. The analysis focused on the radius of both the individual vehicle trajectories and the radius of the roads themselves and how they relate to the speed choice of the drivers (including the 85th percentile speed). Results The result shows a moderate correlation between both types of radii and the speed choice of the drivers. In addition, the result also shows only a weak correlation between the driven radius and the radius of the roads themselves. Finally, the result also shows that only 17 locations manage to keep the 85th percentile speeds under the speed limit. Conclusion Overall, the study suggests that the radius of the infrastructure is an important factor to lower the speed but the lack of a clear relationship between the driven radius and the radius of the road shows that more research is needed to properly understand why some locations work better than others.

Post-earthquake damage probability assessment of high-speed railway simply supported bridge based on traffic capacity

Railway transportation is an important channel for emergency rescue and disaster relief. Traditionally, the method of evaluating the damage degree of bridges under different seismic intensities from the perspective of structural damage cannot be directly used to judge the traffic capacity of trains on bridges after earthquakes. It is impossible to guarantee the running safety and affect the transportation of materials after the earthquake. Because the damage state of track structure directly affects the running safety of trains, this study combines the relationship between the damage of track structure and the deformation of bridge structure after earthquake, and puts forward the transverse relative displacement of girder end (TRDGE) as the damage index of train running function of railway bridge after earthquake. Then, the OpenSees-TRBF (Train-Railway-Bridge-Foundation Coupled System Dynamic Analysis Platform) co-simulation method is used to carry out the train-track-bridge coupling dynamic calculation under different seismic damage states, and the running safety analysis database under different TRDGEs is established. Then, the Particle Swarm Optimization (PSO) algorithm is used to classify the bridge damage index of traffic capacity through different target safety speeds. Based on the probabilistic seismic demand model, the exceedance probability curve of traffic capacity damage under different seismic intensities is established. Finally, based on the curve, the running safety risk domain of trains on the bridge under different seismic intensities is obtained with a confidence level of 95 %. This study proposes a post-earthquake damage assessment method for railway bridges based on the assurance of running safety probabilities, evaluating the damage degree of the bridge with the residual traffic capacity of the bridge after the earthquake. This study can be applied to assess earthquake damage on existing railway bridges and provide references for the safe speed of trains on the bridge after an earthquake.

An overhead line virtual test track for the assessment of railway catenary pantograph interaction

This paper presents the infrastructure geometry of a virtual test track for investigating the dynamic performance of train pantographs and overhead line systems with discrete features including height transitions and overlaps. This has been developed to support cascade of legacy fleets to new regions of the rail network and to better understand how legacy electrification infrastructure can support more modern fleets. The geometry is developed as an ‘obstacle course’ representative of overhead line fitted to legacy routes which have been electrified after their initial construction and is reusable across overhead line equipment types and modelling packages. A range of demonstration results are presented to illustrate application of three pantograph models. The virtual test track geometry and dynamic modelling can be used to assess the performance of catenary/pantograph combinations for overhead line geometries with discrete features and large height variations that are not currently covered by validation methods such as described in BS EN50318. The approach is applicable as a planning tool to establish safe working speeds across a range of overhead line features when full overhead line geometry is not available, or will be too costly to obtain, in the context of extending the utilisation of legacy assets.

Study on train safety control of high-speed railway bridge under the action of near-fault earthquake

In order to study the effect of the velocity pulse on the dynamic response of the train-bridge system of the high-speed railway simple supported beam bridge, the velocity pulse is simulated by the trigonometric function method and superimposed with the far-field earthquake without pulse to synthesize the pulse with different pulse types, pulse periods and pulse peaks. A 10×\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$\ imes$$\\end{document}32m typical high-speed railway simple supported beam bridge is considered an case illustrating study. Then, the dynamic response of train-track-bridge coupling system is calculated by train-track-bridge seismic analysis software TTBSAS. Afterwards, the influence of pulse near-field earthquakes parameters and vertical components on dynamic response of train-bridge system and the safety of the train on the bridge are discussed in detail.The new derailment evaluation index is adopted to evaluate driving safety under earthquakes. The train safety control of simply supported beam bridge under the action of near-field earthquake is studied. The results show that the impact of pulse ground motion on the dynamic response of the train-track-bridge coupling system is significantly higher than that of no-pulse ground motion, especially the impact on the bridge and rail subsystem is more significant than that of train subsystem. Under the excitation of ground motion intensity of 0.05g∼\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$\\sim$$\\end{document}0.15g, the safe speed threshold of pulse near-field ground motion is smaller than that of far-field ground motion. When the ground motion intensity is 0.20g∼\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$\\sim$$\\end{document}0.30g, the safe speed threshold of pulse near-field ground motion and far field ground motion is 200km/h. So, the pulse near-field earthquake poses a greater threat to the safety of the train on the bridge than the far-field earthquake. Therefore, the influence of pulse near-field earthquakes should be considered in the seismic design. The research results of this paper can provide theoretitcal support for the design of a high-speed railway bridge in the near-field area.

Safe speeds for a heavy articulated vehicle when passing a floating bridge tower under crosswind

This paper recommends safe speeds for a heavy articulated vehicle when passing by Bjørnafjorden floating bridge tower under two constant crosswind speeds (65 km/h and 100 km/h). The analysis is based on the tractor-semitrailer (TS) model with fifth-wheel (FW) coupling in roll and free in yaw. Comparison of safe speeds assessments has been made with two TS models differ in FW coupling. Aerodynamic forces and moments for TS models as function of their position relative to the bridge tower and time were computed using Computational Fluid Dynamics (CFD) simulations. For TS model coupled in roll and free in yaw, no rollover risk is noticeable for both crosswind excitations. For TS model free in roll and in yaw, roll-over risk is noticeable at lower vehicle velocities (at 36 km/h and 54 km/h). TS with rigid connection in FW stays in the traffic lane for every considered vehicle velocity. TS model which is roll and yaw moment free in the FW overestimates rollover risk assessment at lower vehicle velocities. TS model with rigid connection in the FW underestimates traffic lane departure assessment at higher vehicle velocity. Appropriate mathematical modelling of a heavy articulated vehicle that considers tractor and semitrailer units as two separate bodies coupled in roll and free in yaw is of importance for accurately assessing safe speeds when a vehicle passing by the bridge tower.

Feasibility of the Northern Sea Route: Impact of Sea Ice Thickness Uncertainty on Navigation

With the accelerated melting of the Arctic sea ice, the opening of the Northern Sea Route (NSR) of the Arctic is becoming increasingly accessible. The purpose of this paper was to examine the impact of uncertainty in sea ice thickness (SIT) data on the opening of the NSR and to quantify the extent of this impact, which is essential to the regularized operation of polar shipping. A quantitative assessment framework was proposed to examine the influence of SIT data uncertainty on navigational uncertainty through three aspects: the navigational spatiotemporal windows, the distribution of safe sailing speeds, and the uncertainty in optimal route planning by employing four distinct SIT datasets. Furthermore, the sensitivity of navigational spatiotemporal windows, the distribution of safe sailing speeds, and route planning to variations in SIT were also evaluated. Results show that experiment results based on CS2SMOS exhibit a more aggressive profile, while results based on CPOM are more conservative. The difference in SIT data has a significant impact on the proportion of operations subject to special consideration areas, such as safety speed, sailing time, and distance in NEP. A 0.1 m discrepancy in sea ice thickness data results in an approximate 0.067 change in the proportion of operations within special consideration areas. This discrepancy also leads to an approximate speed change of 0.89 knots, a navigation duration change of approximately 4 days, and a distance change of 152 km within specified limits.

Automatic Pedestrian Safety in Automobiles through Microcontroller and RF Technology

One of the government's top priorities for creating a safe driving environment is pedestrian safety. To guarantee safety in all respects, many safety measures have been put into place by the government and adopted by the populace. The main goal of this study is to indirectly lower the number of accidents by eliminating their core causes. Careless driving and excessive speeding are the main causes of accidents. This document ensures that a car is designed to travel at a specific pace in each area, keeping it within safe speed limit. This lessens the impact of accidents, including material and human loss. This is accomplished by using the proper microcontroller, RF transmitter, and receiver through a comparison process. The car equipped with a receiver, receives the data signal from the traffic sign board, compares it to the output, and adjusts the speed of the vehicle to a safe level. By doing this, the car is always forced to go at the designated speed, and driving behaviour is altered, reducing the likelihood of accidents. This offers a supplementary safety precaution that focuses on eliminating the primary sources of mishaps.

Evaluation of the physical barrier on lane segregation at multilane highway towards motorcyclist: A case study

Abstract In Malaysia, the escalating annual road traffic accidents, primarily attributed to human factors, necessitate a closer examination of these influences. This study focuses on assessing the impact of lane segregation on motorcyclists’ behavior within multilane roadways. Conducted along the R5 highway from Kapar to Kuala Selangor, classified as a rural highway, the study evaluates the 85th percentile operating speed, crucial for multilane flow rate. Two locations, one with median physical barriers and the other with only line markings, were compared. Traffic flow and speed were observed at 5-minute intervals over 45 minutes using a laser gun and tally counter. Analysis, based on the Malaysian Highway Capacity Manual, revealed that the median barrier location promoted safe speeds and a higher motorcycle percentage. Conversely, the absence of a median barrier but with line markings resulted in elevated speeds exceeding the limit, accompanied by a lower motorcycle percentage. These findings underscore the significance of median physical barriers in reducing vehicle speed, enhancing road safety, and curbing road accidents.

Bayesian Network를 이용한 수상 레저사고 위험 요인 분석

Since 2016, the incidence of marine leisure accidents has doubled approximately. In response to the growing societal call for accident prevention, the Central Marine Safety Tribunal and the Maritime Police Agency have been systematically managing safety accidents by publishing marine safety tribunal decisions, annual reports, and statistical data. In this study, based on these tribunal decisions, Bayesian Network analysis and accident fault ratios were utilized to analyze the risk factors contributing to accidents. The analysis revealed that in accidents involving collisions, negligence of boundaries (0.444) showed the highest priority, while accidents involving capsizing identified non-compliance with safe speed (0.384) and absence of distress signal equipment (0.384) as high priorities. In accidents leading to sinking, negligence of boundaries (0.8) was highlighted. For future, more detailed accident prevention plans in marine leisure activities, there is a need for legal and institutional research to improve marine accident tribunal decisions and restore data reliability

Analyzing the Impact of Geometrophysical Modeling on Highway Design Speeds: A Comparative Study for Mexico’s Case

This manuscript presents an examination of the impact of geometrical and physical parameters on highway design speeds, critical for traffic safety and efficiency. Originating from a classical dynamics discussion in an undergraduate automotive technology engineering class, an exploration of the consequences of different geometrophysical considerations on a vehicle’s dynamics over pavement surfaces is developed. Considering various analytical models, an assessment of their principles and the significance of geometric and physical concepts involved in the problem is made, such as plane of motion and trajectory curvature radius, on safe (non slippage) operational speeds. The subsequent comparative study shows that one of the most accepted models in highway design regulations in México, when used as reference, yields percentage error differences respect to others of 0≲%EMax≲5, as well as a consistent trend for relatively underestimating safe highway operational speeds. A discussion of the immediate implications of these findings, emphasizing the necessity of experimental studies to validate theoretical predictions, is presented. This work contributes to the field by providing a detailed comparison of analytical models under a general applied science perspective, suggesting modifications to current highway design practices in México based on geometrophysical insights. In summary, this work’s main aim is to shed light on the intricacies of determining safe design speeds from an applied sciences point of view, while also calling for a reevaluation of the existing guidelines to enhance highway design and safety.

Safety-critical control of planar quadcopters under dynamic event-triggered mechanism

This paper aims to solve the problem of safety-critical control, i.e., safe flight of planar quadcopters in complex environments. By introducing input-to-state safe barrier function (ISSf-BF), the attitude, position, speed, and other key parameters of planar quadcopters are fully considered to realize safety-critical control. Also, a dynamic event-triggered mechanism (DETM) is constructed, and Zeno phenomenon is ruled out based on the constructed DETM. By monitoring the relative distance and speed changes between planar quadcopters and the boundary of the safe zone, the control action is triggered only when the control strategy needs to be adjusted, which effectively reduces the unnecessary waste of computation and communication resources. Finally, a series of simulation experiments are demonstrated to verify the feasibility of the proposed method.

Injury risk curves to guide safe speed limits on Swedish roads using German crash data supplemented with estimated non-injury crashes

Vision Zero postulates that no one should be killed or seriously injured in road traffic; therefore, it is necessary to define evidence-based speed limits to mitigate impact severity. The overall aims to guide the definition of safe speeds limits by establishing relations between impact speed and the risk of at-least-moderate (MAIS2+) and at-least-severe (MAIS3+) injuries for car occupants in frontal and side crashes in Sweden. As Swedish in-depth data are unavailable, the first objective was to assess the applicability of German In-depth Accident Study (GIDAS) data to Sweden. The second was to create unconditional injury risk curves (risk of injury given involvement in any crash), rather than risk curves conditional on the GIDAS sampling criterion of suspected-injury crashes. Thirdly, we compared the unconditional and conditional risk curves to quantify the practical implications of this methodological choice. Finally, we provide an example to demonstrate how injury risk curves facilitate the definition of safe, evidence-based speed limits in Sweden. Characteristics important for the injury outcome were similar between GIDAS and Swedish data; therefore, the injury risk curves using German GIDAS data are applicable to Sweden. The regression models yielded the following results for unconditional injury risk curves: 10 % MAIS2+ at 25 km/h impact speed for frontal head-on crashes, 20 km/h for frontal car-to-object crashes, 55 km/h in far-side crashes, and 45 km/h in near-side crashes. A 10 % MAIS3+ risk was reached between 70 and 75 km/h for all crash types. Conditional injury risk curves gave substantially different results; the 10 % MAIS3+ risk in near-side crashes was 140 km/h, twice the unconditional value. For example, if a 10 % MAIS3+ risk was acceptable, treating remaining uncertainty conservatively, assuming compliance with speed limits and that Automated Emergency Braking takes 20 km/h of the travel speed before impact in longitudinal traffic, the safe speed limit for car occupants on most Swedish roads would be 80 km/h and 60 km/h in intersections.

Improving walking via real-time visual feedback after stroke in treadmill training (RE-VISIT): a protocol for randomized controlled trial

BACKGROUND: After a stroke, most patients often suffer reduced walking ability and balance. Restoring walking ability and improving balance are major goals of stroke rehabilitation. Treadmills are often used in clinical setups to achieve these goals. Adding dimensions to the visual feedback in addition to the mirror for real-time frontal view is proven to enhance the gait. It is, therefore, important to design additional real-time visual feedback in treadmill training, in particular for the sagittal view involved side. OBJECTIVE: The objective of this study is to test if the real-time sagittal visual feedback during treadmill training is superior to the conventional mirror feedback treadmill training program of equivalent intensity in improving walking speed and balance after stroke. METHODS/DESIGN: The RE-VISIT trial (Real-time Visual feedback after Stroke in Treadmill training) is registered in the Clinical Trial Registry of India (CTRI/2023/10/058299). In this two-arm randomized control trial, which will be a single-blinded study, 42 eligible stroke survivors undergoing rehabilitation will be randomly allocated (1:1 ratio) to either real-time visual sagittal feedback along with front mirror (experimental) group or only front mirror treadmill training (control) group, all the participants will receive 15 sessions of treadmill training for up to 15 min at a safe self-selected speed over 5-6 weeks. The RE-VISIT (experimental) group will receive real-time, visual sagittal view feedback of the involved lower limb trajectory along with the routine front mirror view during treadmill training and will be asked to modify their gait pattern. The control group will receive treadmill walking training only with the routine front mirror view feedback. Clinical and gait assessments will be conducted at the baseline, immediately following the final session of training, and at the 9th week during follow-up. The outcome measures of interest are walking speed (primary) and balance (secondary), which will be measured prior to baseline, post 15 sessions of training, and at the 9th week following training. DISCUSSION: This REVISIT trial will provide insight and contribute to the existing innovation and modifications of incorporating real-time visual feedback during treadmill training in post-stroke gait rehabilitation. The findings will help the better designing of a gait rehabilitation program with a treadmill for post-stroke subjects to improve walking speed, and balance for those who have greater difficulties in community ambulation. We anticipate that those in the REVISIT training will demonstrate improved walking ability.