Speed Enforcement Research Articles

Fortifying Smart Transportation Security Through Public Blockchain

Smart vehicles-enabled intelligent transportation system (ITS) supports a wide range of applications, such as, but not limited to, traffic planning and management, collision avoidance alert system, automated road speed enforcement, electronic toll collection, and real-time parking management, to name a few. However, it suffers from various types of security and privacy issues due to insecure communication among the entities over public channels. Therefore, an efficient and lightweight security mechanism is essential to protect the data that is both at rest as well as in transit. To this direction, we propose a public blockchain-envisioned secure communication framework for ITS (PBSCF-ITS). The proposed PBSCF-ITS guarantees access control and key management among the vehicle to vehicle, vehicle to roadside unit, and roadside unit to cloud server. We analyze the security of PBSCF-ITS to prove its resilience against various types of possible attacks. Furthermore, the performance of PBSCF-ITS with other related competing schemes has been compared. The obtained results illustrate that PBSCF-ITS outperforms the existing ones. Additionally, the pragmatic study of PBSCF-ITS is conducted to check its influence on various network-related performance parameters, like the number of mined blocks and transactions per block.

Measuring racial and ethnic disparities in traffic enforcement with large-scale telematics data.

Past studies have found that racial and ethnic minorities are more likely than White drivers to be pulled over by the police for alleged traffic infractions, including a combination of speeding and equipment violations. It has been difficult, though, to measure the extent to which these disparities stem from discriminatory enforcement rather than from differences in offense rates. Here, in the context of speeding enforcement, we address this challenge by leveraging a novel source of telematics data, which include second-by-second driving speed for hundreds of thousands of individuals in 10 major cities across the United States. We find that time spent speeding is approximately uncorrelated with neighborhood demographics, yet, in several cities, officers focused speeding enforcement in small, demographically nonrepresentative areas. In some cities, speeding enforcement was concentrated in predominantly non-White neighborhoods, while, in others, enforcement was concentrated in predominately White neighborhoods. Averaging across the 10 cities we examined, and adjusting for observed speeding behavior, we find that speeding enforcement was moderately more concentrated in non-White neighborhoods. Our results show that current enforcement practices can lead to inequities across race and ethnicity.

Critical elements of public acceptance and support for automated speed enforcement in British Columbia, Canada

IntroductionAlthough automated speed enforcement (ASE) technologies have broad potential to reduce the societal and economic impacts of transport injuries, perceptions of poor public support have thwarted their widespread deployment in British Columbia (B.C.), Canada. This study investigates the levels of acceptance and support for different types of speed enforcement, particularly ASE, and the influence of informative statements or suggested ASE policies on levels of acceptance and support among a representative sample of British Columbians. MethodsThe online survey was conducted by Insights West, a public opinion research firm, in March 2018. Survey respondents were 802 British Columbians, stating their approval of 7 types of speed enforcement and 16 pro-ASE and con-ASE statements on a four-point Likert scale. They were also presented with two informative statements and 11 suggested ASE policies as a six-point Likert scale representing likelihood of support of ASE considering various critical elements. ResultsThe majority of British Columbians polled demonstrated acceptance and support for the use of ASE technologies in B.C., and strategies designed to foster strong public buy-in for implementation and expansion of ASE technologies were delineated. ConclusionThis survey highlighted the areas which need to be strengthened in order to garner and maintain sufficient community acceptance and support for the ASE program. The findings would be instructive for any jurisdiction that aims to deploy ASE technologies to reduce the burden of preventable transport injuries and deaths.

Factors influencing injury severity to belted drivers in car crashes in India

Objective The 2019 revised Indian seat belt regulation resulted in a significant increase in driver belt use. This study examines the factors influencing Maximum Abbreviated Injury Scale (MAIS) 2+ injuries to belted car drivers using Indian crash data. Methods Crash data obtained from Road Accident Sampling System–India (RASSI; 2011 to 2020) were used. Analysis was performed on a sample of 662 belted car drivers, representing 1.7 million drivers nationally. Survey logistic regression was used to identify factors influencing the odds of MAIS 2+ injuries to belted car drivers. Factors including delta-V, mass ratio (striking vehicle/struck vehicle), crash type, and driver age and gender were examined. The model fits and the statistical significance of each factor included in the models were examined. In addition, clinical review of crashes with belted drivers sustaining MAIS 3+ injury is presented. Results Delta-V was the most significant factor (odds ratio = 12%; 95% confidence interval 6%–19%) influencing belted driver injuries. Older drivers (55+ years) have a higher odds of MAIS 2+ injury. By adding mass ratio to the model, the odds ratio for delta-V increased to 1.16. If the mass ratio is 2.5 (striking vehicle weight = 2.5 times struck vehicle weight), then the odds of MAIS 2+ injury for the struck vehicle driver doubles. The average Delta-V for MAIS 2+ crashes is 34 mph and injury risk increases significantly when delta-V approaches 30 mph. Seventy percent of crashes with injured drivers had a mass ratio >2. For drivers with minor/no injuries, 88% of crashes had a mass ratio <2. Review of MAIS 3+ injury crashes showed that these crashes had a high delta-V (38 mph) and high mass ratio (5). Sixty percent of belted drivers sustained MAIS 3+ head or chest injury resulting from reduction in survival space. About 37% of AIS 3+ head injuries were subdural hemorrhages and 20% were crush injury to head. AIS 3+ chest injuries were rib fractures (40%) and lung lacerations/ruptures (27%). Conclusion Delta-V and mass ratio are significant factors of belted driver injuries in India. Serious injuries are mainly to the head and chest. Increased rear underrun protection device (RUPD) fitment rate, improved airbag and RUPD design, safe speed enforcement, and improved road infrastructure will reduce injury severity.

Using Connected Vehicle Trajectory Data to Evaluate the Impact of Automated Work Zone Speed Enforcement.

Work zone safety is a high priority for transportation agencies across the United States. Enforcing speed compliance in work zones is an important factor for reducing the frequency and severity of crashes. This paper uses connected vehicle trajectory data to evaluate the impact of automated work zone speed enforcement on three work zones in Pennsylvania and two work zones in Indiana. Analysis was conducted on more than 300 million datapoints from over 71 billion records between April and August 2021. Speed distribution and speed compliance studies with and without automated enforcement were conducted along every tenth of a mile, and the results found that overall speed compliance inside the work zones increased with the presence of enforcement. In the three Pennsylvania work zones analyzed, the proportions of vehicles travelling within the allowable 11 mph tolerance were 63%, 75% and 84%. In contrast, in Indiana, a state with no automated enforcement, the proportions of vehicles travelling within the same 11 mph tolerance were found to be 25% and 50%. Shorter work zones (less than 3 miles) were associated with better compliance than longer work zones. Spatial analysis also found that speeds rebounded within 1–2 miles after leaving the enforcement location.

A Systematic Review of Excessive Speed Monitoring and Control System for Accident Prevention on Cameroon Highways

Road safety is still an important issue with road accidents among the leading causes of death accounting for more than 1.2 million fatalities and 50 million injuries globally per year. Of these casualties, speeding is a substantial contributing factor. Nowadays, speed reduction is mainly achieved through speed law enforcement measures. The review is aimed at examining the different enforcement approaches used to control and monitor excessive speeds on highways at large and particularly in Cameroon. A systematic search was performed in Science Direct, Elsevier, google scholar, scientific research, and Springer, ResearchGate, Scopus, and PubMed databases. Furthermore, references of selected articles were reviewed to maximize the rate of articles found. The details of the research articles were generated using the Preferred Reporting Items for Systematic Reviews and Meta-Analysis (PRISMA) flow chart. The results show that of 658 retried articles, duplicates of 458 were excluded and 200 were screened. A total of 61 and 40 articles were screened from abstract and full pdf text respectively. Finally, 15 relevant studies were included in the study. The review revealed that the included articles on speed enforcement on the highway were limited to sanctioning defaulters for fine payments.

A study on the determinants of Ethiopian minibus taxi drivers’ speeding behaviour: An application of the ‘major theorists’ model

Speeding is the most common road safety problem that results in many traffic accidents in Addis Ababa, Ethiopia. Minibus taxis substantially contribute to speed-related road traffic crashes in Addis Ababa. This study aimed to investigate minibus taxi drivers’ speeding behaviour using the ‘major theorists’ model, an integrated framework drawn from five dominant motivational models. Participants were 218 Ethiopian male minibus taxi drivers in Addis Ababa. The study followed a three-step sequential procedures: 1. Development of a new instrument addressing the assumptions of the ‘major theorists’ model, and validation using Principal Component Analysis (PCA). 2. Exploration of associations between variables in the ‘major theorist’ model using a Pearson’s correlation analysis. 3. Identification of statistically significant predictors of self-reported speeding via linear multiple regression analyses. It was found that self-efficacy to drive fast, weak speed enforcement, social pressure from relatives to drive fast, and behavioural intention to drive fast were significant predictors of self-reported speeding behaviour. These findings can be applied in awareness rising interventions for taxi driver to improve their speed limit compliance.

Comparative analysis of drive-cycles, speed limit violations, and emissions in two cities: Toronto and Beijing

Driving behavior and speed enforcement are both important to road safety and affect vehicle exhaust emissions. Relationships between driving characteristics and safety or emissions have been assessed in multiple studies. However, there is scant information on whether safe driving also reduces emissions and how this relationship changes across urban areas. This study makes use of two similar GPS datasets collected in the metropolitan areas of Toronto and Beijing to conduct a comparative analysis of driving characteristics, speed limit violations, and emissions. Emissions for all trips were computed using the same emission rate database derived from a Portable Emissions Monitoring System (PEMS). We observe that the average speeds in the two cities are close to 25 km/h. In Toronto, the fraction of time spent at speeds over 80 km/h on expressways is 40% higher than in Beijing. We also note a higher level of accelerations in Toronto. The trips in Beijing have approximately 14%, 57%, 14%, and 21% lower emissions of carbon dioxide (CO2), carbon monoxide (CO), nitrogen oxides (NOx), and particle number (PN), respectively. Drivers in Toronto violate speed limits in 93% of their trips for 21% of trip travel time while the numbers for Beijing are 43% and 4%. These differences are not necessarily due to driving behavior, but rather to driving characteristics, which encompass the effects of behavior, road network design, traffic congestion, trip patterns, and speed enforcement. A scenario was evaluated by reconstructing drive-cycles to assess the effects of speed limit enforcement for trips where violations were detected. In Toronto, if obeying the speed limit, the mean trip travel time was estimated to increase by 1.8 min. In contrast, trip emissions of CO2, CO, NOx, and PN were found to decrease, on average, by 5.2%, 19.1%, 5.2%, and 2.9%, respectively. Speed limit enforcement can result in lower emissions, by reducing aggressive accelerations.

A Verification Method for Traffic Radar-Based Speed Meter With Target Position Determination in Road Vehicle Speeding Enforcement

Traffic radar-based speed meter (TRSM) is an important measuring instrument for measuring the speed of target vehicle based on the radar Doppler effect, and has been legally used in road vehicle speeding enforcement for more than 30 years in China. TRSM with target position determination (TRSM-TPD) is a new generation of TRSM with the advantages of speeding enforcement by lane, high accuracy of speed measurement and target position determination, high efficiency, low cost, etc. This paper proposes a new verification method for TRSM-TPD in road vehicle speeding enforcement. The proposed verification method includes the simulated speed calibration method for initial verification in the laboratory, and the online speed and position calibration method for subsequent verification in the field. The range of simulated radial speed is up to (1∼400) km/h and the maximum permissible error is within ±0.03 km/h, which can satisfy the full-range and high-accuracy speed calibration requirements for TRSM-TPD. The uncertainty of the reference facility in actual traffic is 0.12% within the speed range of (60∼250) km/h, where coverage factor <italic xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink">k</i> = 3. The simulated and online calibration results validate the effectiveness of the proposed verification method and the feasibility of the realized target speed simulator and the established reference facility.

Safer Roads Through Smarter Enforcement

A whole range of capabilities are offered by Idemia’s new MESTAcompact solution, from red-light and speed enforcement to seatbelt- and cellphone-use detection

Multi-Vehicle Speed Estimation Algorithm Based on Real-Time Inter-Frame Tracking Technique

Inappropriate vehicle speeding remains a central factor that causes road accidents claiming millions of lives every year. This challenge has raised concerns for vehicle speed estimation as an attempt to promote speed enforcement methods. Traditionally, radar and lidar systems have widely been used for this purpose, despite their several shortfalls: cosine error effects, need for direct line-of-sight, and inability to simultaneously and accurately measure speed from multiple vehicles. The current work proposes an algorithm and a multi-vehicle speed estimation system in a multi-lane road environment to address multi-vehicle speed estimation shortfalls. The proposed solution exploits image processing and computer vision techniques to flag vehicles with inappropriate speeding patterns. A series of experiments showed that the developed system generates more accurate results than those given by the lidar system. In essence, the proposed system can estimate the speed of up to six vehicles concurrently. It can produce an average percentage error of 2.7% relative to the actual speed measured by a speedometer. This error is 5.4% lower than that demonstrated by the lidar system, emphasizing that the proposed system may be a more suitable approach to traffic laws enforcement.&#x0D; Keywords: Computer vision; image processing; inter-frame differencing; vehicle tracking; road accident

Case study of low speed limit regions inspected by average speed enforcement: Opinions on speed limit enforcement of commuter drivers in Turkey

This article presents information on the average speed enforcement system technology used in a university campus on sections with speed limits of 20, 30 and 50 km/h which is determined to be effective for decreasing the speeding behavior of drivers during a certain period of time. Afterwards, a study is presented which puts forth driver characteristics and their opinions. At the end of the application, drivers are subject to surveys within the scope of, “driver’s personal characteristics, driver behaviors known by themselves, opinions on the average speed enforcement in the campus and the applied speed limits as well as other enforcements”. A sample group of 729 drivers who regularly enter-exit the campus are included in the study as a result of which 52.8% of the participants indicated that the speed limits enforced via average speed enforcement technology are low, 42.6% indicated that they are sufficient and 1.6% stated that they are high. Accordingly, it is thought that the speed limits enforced by average speed enforcement are not considered as reasonable by the drivers and that these limits may be neglected frequently in the future. I

Revisiting Speed Management Strategies in Malaysia

&#x0D; &#x0D; &#x0D; &#x0D; Speed, because of its centrality to mobility, deserves effective management approaches. This review examined the present approaches in Malaysia: speed zoning, enforcement, education, and physical engineering; before putting forward evidence of their limited effectivity. The discussion continued with a proposal for preventive approaches in managing speed. Instead of reactive measures, i.e. curbing the speeding, the proposal clutches on the elimination of room for speeding by advocating for vehicular speed management system – e.g. the intelligent speed adaptation technology, or top speed limiting by design. The potential regulatory mechanism, implementation challenges, and subsequent courses of action to realize the proposal concludes the article.&#x0D; &#x0D; &#x0D; &#x0D;

A new model to estimate pedestrian deaths from speed-related interventions

Objective The S-shaped function of probability of pedestrian fatality with respect to impact speed of vehicle is well known in road safety literature. However, the implication of this evidence for changes in speed for a population of drivers has not been explored. Method An integrated model has been developed to estimate pedestrian fatalities resulting from changes in speed of traffic. The model uses combined relative risks of injury crash rate of drivers and probability of pedestrian fatality resulting from an injury crash. Two approaches have been used—an individual approach using probability distribution of speed, and an aggregate approach, using only mean speed. The application of the model has been demonstrated using four case studies with speed of traffic before and after an intervention. Results It is found that even small reductions in mean speed translate to large reductions in pedestrian fatalities. The risk contributed by speeding vehicles is highly disproportionate to their share in vehicle population. In a case study from Delhi (India), in which at-grade junction was replaced with a grade-separated junction, 74% of risk of pedestrian fatalities is contributed by less than 5% speeding vehicles (>50km/h). Changes in mean speed is a poor indicator of changes in injury risk if the standard deviation of the distribution also changes significantly. A surprising finding was that large variation in the S-shape of pedestrian fatality risk function has relatively small effects on overall results. Conclusions A new model has been developed to estimate changes in pedestrian fatalities resulting from changes in traffic speed. The application of the model using four speed-related interventions emphasize that deterrence of a small proportion of drivers using speed enforcement can have large implications for pedestrian safety.

近年の速度抑制・取り締まりの技術 -ISA・可搬式オービス・平均速度取締-

近年の速度抑制・取り締まりの技術 -ISA・可搬式オービス・平均速度取締-

Allocating and scheduling resources for a mobile photo enforcement program

We present a scheduling model for an urban mobile photo radar speed enforcement (MPE) program. An MPE program utilizes automated photo radar technology to capture speed limit violators, towards an aim to reduce speeding and thus, improve traffic safety. We propose a binary quadratic program that determines where (by location visit tasks) and when (in shifts) to send enforcement resources (operators and equipment) over a month-long schedule. The aim of this program is to minimize violations of enforcement time halos (and thus, efficiency losses) in attaining traffic-safety focused program goals. We solved this problem using a combined Dantzig-Wolfe and column generation optimization approach, after exploring several different types of commonly-used solution methods. The model is applied to a currently operational MPE program in the City of Edmonton, Canada. Using a five-day enforcement time halo, we find that our model results improve resource utilization by 24% over historical program deployment. The scheduling model is the final step of a larger unified MPE program framework that systematically and efficiently connects high-level urban traffic safety goals down shift-level allocations of highly limited enforcement resources. It provides a data-driven and transparent framework that both contributes to cities’ pursuits of Vision Zero and combatting negative public perceptions of MPE programs. Additionally, the framework can be easily adapted for, and transferred to, other automated traffic enforcement technologies across jurisdictions.

Proposals on how to improve the Digital Markets Act

This is a policy paper with comments for an improvement of the Digital Markets Act that had been proposed by the European Commission in December 2020. The paper was prepared for an information session of the IMCO Committee of the European Parliament on 19 February 2021. We propose to have a more principled approach to gatekeeper regulation with three core principles: contestability of markets, fairness of intermediation, and independence of decision-making. We also discuss the possibilities to update obligations under the DMA. A further issue in the paper is enforcement. We advocate a stronger integration of national authorities and private parties in enforcement. In particular, there should be a branch for enforcement that is independent from the European Commission's own activities. Other proposals relate to speed enforcement, structural remedies, the relation with national law and merger control.

Assessing the Effectiveness of an Integrated Speed Management Plan on Highways

Manned speed enforcement has long been used as a safety measure to improve drivers' compliance with posted speed limits on highways. The sustainable presence of police squads at high-risk locations is key to the successful implementation of an enforcement program and is usually supported by other measures, such as educational campaigns, messages, and warnings. The goal of this study is to evaluate the effectiveness of an integrated speed management plan that is focused on manned traffic enforcement at three highway locations near the City of Leduc, Canada. Baseline speed data was collected and used to develop an enforcement deployment schedule. Following a public educational and engagement program, the enforcement plan was implemented. A detailed analysis was conducted for the speed data before, during, and after manned enforcement operations. To account for potential confounding factors, the evaluation method utilized a control site to correct for trends and other effects. The results showed that there was a statistically significant reduction in the average speed of vehicles that ranged from 1.14 to 8.96 km/h while the number of speed violations dropped by up to 25.5% at enforcement locations. Overall, the results from this study demonstrated that implementing an integrated speed management program, with manned enforcement at its core, has a high potential to improve safety by improving compliance, reducing the number of violations, and decreasing the average speeds on highways. The sustained manned enforcement is expected to increase drivers’ compliance with speed limits, which should eventually reduce collisions and improve safety. Keywords: Vehicular Speed, Manned Enforcement, Speed Violations, Safety Impacts, Speed Limit Compliance DOI: 10.7176/CER/13-1-04 Publication date: January 31 st 2021

Temporal Movement Patterns Predict Collisions between Female Florida Key Deer and Vehicles on Big Pine Key, Florida

Deer–vehicle collisions (DVCs) are a critical cause of mortality for the endangered Odocoileus virginianus clavium (Florida Key Deer; hereafter Key Deer). Extensive research has focused on large-scale Key Deer movements throughout their range and the corresponding relationship to DVCs (e.g., dispersal of juvenile males south across US Highway 1 [US 1]). Far less data are available about the relationships among short-term movement patterns (hourly and daily) of Key Deer, US 1 traffic patterns, and DVCs. We used global positioning system collars to track female Key Deer movements on short time scales on Big Pine Key in the Lower Florida Keys. We then cross-referenced this with US 1 traffic data and DVCs. We found a significant relationship between hourly female Key Deer movement and hourly DVCs throughout the 24-hour daily period (r = 0.505, P = 0.012). Hourly US 1 traffic patterns were significantly related to hourly DVCs only during night periods (r = 0.787, P = 0.012). This information will inform Key Deer management options such as variable timing of vehicle speed enforcement and warning lights along roadways.

Adding Average Speed Enforcement to Toll Roads

How existing cameras and infrastructure can be used to add average speed enforcement to stretches of tolled highway