P. Wagner, Ragna Hoffmann, M. Junghans, A. Leich, Hagen Saul
This paper demonstrates an approach that makes it easy to find patterns in traffic crash data-bases, and to specify their statistical significance. The detected patterns might help to prevent traffic crashes from happening, since they may be used to tailor campaigns to the community at hand. Unfortunately, the approach described here comes at a cost: it identifies a considerable amount of patterns, not all of them are being useful. The second disadvantage is that is needs a certain size of the data-base: here it has been applied to a data-base of the city of Berlin that contains about 1.6 Million (M) crashes from the years 2001 to 2016, of which about 0.9M had been used in the analysis.
{"title":"Visualizing crash data patterns","authors":"P. Wagner, Ragna Hoffmann, M. Junghans, A. Leich, Hagen Saul","doi":"10.5507/tots.2020.008","DOIUrl":"https://doi.org/10.5507/tots.2020.008","url":null,"abstract":"This paper demonstrates an approach that makes it easy to find patterns in traffic crash data-bases, and to specify their statistical significance. The detected patterns might help to prevent traffic crashes from happening, since they may be used to tailor campaigns to the community at hand. Unfortunately, the approach described here comes at a cost: it identifies a considerable amount of patterns, not all of them are being useful. The second disadvantage is that is needs a certain size of the data-base: here it has been applied to a data-base of the city of Berlin that contains about 1.6 Million (M) crashes from the years 2001 to 2016, of which about 0.9M had been used in the analysis.","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2020-09-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"78658963","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
C. Kaufmann, M. Frühwirth, D. Messerschmidt, Maximilian Moser, A. Eichberger, S. Arefnezhad
The development of automated driving is an ongoing process; nonetheless, certain problems remain unresolved. One of them is the question when the automated vehicle control system should hand over the control to a human driver and whether this can be done in a safe way. What happens if a driver is not ready to take over? Can the system somehow estimate the status of the driver? The WACHsens simulator study was designed with the aim to gain more knowledge about when and how drivers are getting sleepy with special focus on automated driving.The overall goal of the project was to merge data from vegetative vigilance, camera observation and driving behaviour. This article describes the process of the driving behaviour observation and the evaluation of the data collected during the observation. An enhanced observation scheme made it possible to determine, at any point in time of the 30 minutes drives, in which posture the test person is and in what degree of drowsiness the test person is. It is based on the variables and scales which have been used in other studies such as ORD (Observer Rating of Drowsiness) and ORS (Observer Rated Sleepiness). They were linked to the observation method of the Vienna driving test to allow continuous observation. 197 simulator test drives from 50 test persons were analyzed by the observers. Four different scenarios were evaluated for all test subjects: tired/manual, tired/automatic, rested/manual, and rested/automatic. The aim of the observation analysis was to investigate differences in body movements and activities according to personal characteristics (age, gender, driving experience, experience with assistance systems) and regarding the different scenarios. The categorization of the drowsiness level of the test persons by the observers corresponds very well with the subjective assessment of the test subjects (measured by the Karolinska sleepiness scale KSS). A comparison of the different scenarios shows that most of the signs of sleepiness or situations in which the test subjects fell asleep were observed during the tired/automated trips. But even during the rested/automated drive over 40% of the test persons showed signs of tiredness, roughly the same number actually fell asleep as in the tired/manual drive. No significant differences between the personal characteristics (gender, age, and experience with assistance systems) regarding the number of body movements (change of position and activities) or sleepiness levels could be found. A significant difference was found between the different scenarios and the comparisons between the tired/rested trips and the manual/automated trips regarding the moment in which the test persons showed first signs of tiredness. During the automated trips and/or if the test subjects showed signs of progressing weariness, the first signs of tiredness were registered significantly earlier than during the trips in which the test subjects drove manually and/or were rested. The results show
{"title":"Driving and tiredness: Results of the behaviour observation of a simulator study with special focus on automated driving","authors":"C. Kaufmann, M. Frühwirth, D. Messerschmidt, Maximilian Moser, A. Eichberger, S. Arefnezhad","doi":"10.5507/tots.2020.011","DOIUrl":"https://doi.org/10.5507/tots.2020.011","url":null,"abstract":"The development of automated driving is an ongoing process; nonetheless, certain problems remain unresolved. One of them is the question when the automated vehicle control system should hand over the control to a human driver and whether this can be done in a safe way. What happens if a driver is not ready to take over? Can the system somehow estimate the status of the driver? The WACHsens simulator study was designed with the aim to gain more knowledge about when and how drivers are getting sleepy with special focus on automated driving.The overall goal of the project was to merge data from vegetative vigilance, camera observation and driving behaviour. This article describes the process of the driving behaviour observation and the evaluation of the data collected during the observation.\u0000An enhanced observation scheme made it possible to determine, at any point in time of the 30 minutes drives, in which posture the test person is and in what degree of drowsiness the test person is. It is based on the variables and scales which have been used in other studies such as ORD (Observer Rating of Drowsiness) and ORS (Observer Rated Sleepiness). They were linked to the observation method of the Vienna driving test to allow continuous observation.\u0000197 simulator test drives from 50 test persons were analyzed by the observers. Four different scenarios were evaluated for all test subjects: tired/manual, tired/automatic, rested/manual, and rested/automatic. The aim of the observation analysis was to investigate differences in body movements and activities according to personal characteristics (age, gender, driving experience, experience with assistance systems) and regarding the different scenarios.\u0000The categorization of the drowsiness level of the test persons by the observers corresponds very well with the subjective assessment of the test subjects (measured by the Karolinska sleepiness scale KSS). A comparison of the different scenarios shows that most of the signs of sleepiness or situations in which the test subjects fell asleep were observed during the tired/automated trips. But even during the rested/automated drive over 40% of the test persons showed signs of tiredness, roughly the same number actually fell asleep as in the tired/manual drive. No significant differences between the personal characteristics (gender, age, and experience with assistance systems) regarding the number of body movements (change of position and activities) or sleepiness levels could be found.\u0000A significant difference was found between the different scenarios and the comparisons between the tired/rested trips and the manual/automated trips regarding the moment in which the test persons showed first signs of tiredness. During the automated trips and/or if the test subjects showed signs of progressing weariness, the first signs of tiredness were registered significantly earlier than during the trips in which the test subjects drove manually and/or were rested.\u0000The results show","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2020-09-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"73680597","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This review explored the potential climate risks for transportation and probable institutional constraints and opportunities for adaptation in Ghana. Using documentary research and on the foundation of the Transport Sensitivity Framework and the Action Theory of Adaptation, policy and programme documents on transportation and climate change in Ghana were analyzed. The results indicate that potential consequences will be in two-fold; risks related to direct impacts on infrastructure and operations and risks associated with climate-induced socio-economic changes. There are three critical constraining issues; lack of data-driven information on potential climate impacts on transport systems; misalignment (or overlap) of institutional roles; and the lack of a framework for mainstreaming climate change documentation in transport plans. An opportunity for transport adaptation is that existing institutional and policy arrangements are amenable to review and reforms in the short-term. Thus, in amending these policies there must be concerted efforts towards the long-term integration of potential climate impacts and adaptation options into transport planning, designing, construction, maintenance, and operations.
{"title":"Transport System and Climate Change Risks: Potential Adaptation Constraints and Opportunities in Ghana","authors":"G. Atampugre, Martin Larbi, T. Ojo, Gengyuan Liu","doi":"10.5507/tots.2020.001","DOIUrl":"https://doi.org/10.5507/tots.2020.001","url":null,"abstract":"This review explored the potential climate risks for transportation and probable institutional constraints and opportunities for adaptation in Ghana. Using documentary research and on the foundation of the Transport Sensitivity Framework and the Action Theory of Adaptation, policy and programme documents on transportation and climate change in Ghana were analyzed. The results indicate that potential consequences will be in two-fold; risks related to direct impacts on infrastructure and operations and risks associated with climate-induced socio-economic changes. There are three critical constraining issues; lack of data-driven information on potential climate impacts on transport systems; misalignment (or overlap) of institutional roles; and the lack of a framework for mainstreaming climate change documentation in transport plans. An opportunity for transport adaptation is that existing institutional and policy arrangements are amenable to review and reforms in the short-term. Thus, in amending these policies there must be concerted efforts towards the long-term integration of potential climate impacts and adaptation options into transport planning, designing, construction, maintenance, and operations.","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2020-05-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"73923607","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The autonomous vehicles are in the phase of prototypes and proofs-of-concept, yet the promises and visions of autonomous future already drive significant changes in long term urban planning. We utilise the socio-technical transition approach to autonomous vehicles' services to help to understand the dynamics of the development and to direct public policies in order to foster a more environmentally and socially sustainable urban mobility. The research uses a three-round Delphi method with experts and stakeholders in the field of research and development to explore potential pathways and develop a multi-level perspective (MLP) socio-technical model of autonomous vehicles' implementation in Czech cities. There already exist stabilising and destabilising pressures within the automobile regimes, closely connected to the autonomous vehicles development, which may result in divergent, more or less disrupting pathways. Considering a varyingly high level of uncertainty in specific regimes, we have developed three diverse socio-technical scenarios: 1. A transformation - 'sceptical-public transport' pathway, barring any significant technological or societal advancements towards autonomous driving in Czech urban context; 2. A reconfiguration - 'slow incremental development' scenario, in which the incremental progress enables more flexible and effective public transport services, shared mobility and promotes electromobility; and 3. A technological substitution - 'techno-optimist' scenario, relying heavily on fast technological progress towards fully autonomous vehicles without requiring vast additional infrastructure and use of V2X communication. Through analysis of the promising niche innovations and their regime-landscape interactions, the article devises a scope for possible policy actions in order to support more sustainable autonomous mobility development.
{"title":"Driverless, or Carless Future? Socio-technical Scenarios of Autonomous Urban Mobility in the Czech Republic","authors":"D. Szabó","doi":"10.5507/tots.2020.003","DOIUrl":"https://doi.org/10.5507/tots.2020.003","url":null,"abstract":"The autonomous vehicles are in the phase of prototypes and proofs-of-concept, yet the promises and visions of autonomous future already drive significant changes in long term urban planning. We utilise the socio-technical transition approach to autonomous vehicles' services to help to understand the dynamics of the development and to direct public policies in order to foster a more environmentally and socially sustainable urban mobility. The research uses a three-round Delphi method with experts and stakeholders in the field of research and development to explore potential pathways and develop a multi-level perspective (MLP) socio-technical model of autonomous vehicles' implementation in Czech cities. There already exist stabilising and destabilising pressures within the automobile regimes, closely connected to the autonomous vehicles development, which may result in divergent, more or less disrupting pathways. Considering a varyingly high level of uncertainty in specific regimes, we have developed three diverse socio-technical scenarios: 1. A transformation - 'sceptical-public transport' pathway, barring any significant technological or societal advancements towards autonomous driving in Czech urban context; 2. A reconfiguration - 'slow incremental development' scenario, in which the incremental progress enables more flexible and effective public transport services, shared mobility and promotes electromobility; and 3. A technological substitution - 'techno-optimist' scenario, relying heavily on fast technological progress towards fully autonomous vehicles without requiring vast additional infrastructure and use of V2X communication. Through analysis of the promising niche innovations and their regime-landscape interactions, the article devises a scope for possible policy actions in order to support more sustainable autonomous mobility development.","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2020-05-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"77895207","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This study used sources from selected databases to provide an overview of the role of habit in choosing a mode of travel. The articles were selected from two levels. The first included selected studies that considered the psychological aspects of travel mode choice and travel mode change. These created the context for the issues of mode choice and the change of travel mode. The second level was narrower and included studies that were directly focused on the role of habit in travel mode choice or that took the role of habit into account. These studies were used as the core of the review. Subsequently, the topic of habit and travel mode choice was divided into four fields: the theoretical definition of the concept of habit, both in general and in the context of travel mode choice; the theoretical bases of the selected studies; follow-up strategies for transport-mode change; and the measurements and methods used in the field. The Theory of Planned Behaviour (TPB) is the most often used theory for explaining the travel mode choice. Other approaches include the Norm Activation Model and the Value Belief Norm Theory. The aim for other approaches is usually to trigger conscious choice processes, but most reaearchers believe that travel mode choices are automatic and habitual when made in a stable context. The Comprehensive Action Determination Model is a promising theoretical integration that may be used in future research. It integrates assumptions of the TPB, Norm Activation Model, theoretical habit conception, and ipsative behaviour theory in order to build on habitual processes, intention processes, situation effects, and personal and social norms. As habit seems to have the most important role in the choice of travel modes and the possible changes, it should also be considered for mode-choice models in the automation era.
{"title":"Considering Habit in Research on Travel Mode Choice: A Literature Review with a Two-Level Methodology","authors":"Darina Havlícková, P. Zámecník","doi":"10.5507/tots.2020.004","DOIUrl":"https://doi.org/10.5507/tots.2020.004","url":null,"abstract":"This study used sources from selected databases to provide an overview of the role of habit in choosing a mode of travel. The articles were selected from two levels. The first included selected studies that considered the psychological aspects of travel mode choice and travel mode change. These created the context for the issues of mode choice and the change of travel mode. The second level was narrower and included studies that were directly focused on the role of habit in travel mode choice or that took the role of habit into account. These studies were used as the core of the review. Subsequently, the topic of habit and travel mode choice was divided into four fields: the theoretical definition of the concept of habit, both in general and in the context of travel mode choice; the theoretical bases of the selected studies; follow-up strategies for transport-mode change; and the measurements and methods used in the field. The Theory of Planned Behaviour (TPB) is the most often used theory for explaining the travel mode choice. Other approaches include the Norm Activation Model and the Value Belief Norm Theory. The aim for other approaches is usually to trigger conscious choice processes, but most reaearchers believe that travel mode choices are automatic and habitual when made in a stable context. The Comprehensive Action Determination Model is a promising theoretical integration that may be used in future research. It integrates assumptions of the TPB, Norm Activation Model, theoretical habit conception, and ipsative behaviour theory in order to build on habitual processes, intention processes, situation effects, and personal and social norms. As habit seems to have the most important role in the choice of travel modes and the possible changes, it should also be considered for mode-choice models in the automation era.","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2020-05-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"82618199","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Visual or perceptual grouping refers to the tendency of the visual system to aggregate discrete stimuli into larger wholes. It is the process of determining which regions and parts of the visual scene belong together as parts of higher order perceptual units such as objects or patterns. The central hypothesis of Gestalt psychology is that the mind forms these global wholes through autonomous processes in the brain using the following principles - simplicity, proximity, similarity, closure, common fate, continuity, and figure-ground. An understanding of the Gestalt principles of visual grouping helps explain why alert and attentive motorists can sometimes make inexplicably bad decisions concerning speed and/or path of travel, and can be used by designers to engineer safer roads.
{"title":"Visual Grouping and Its Application to Road Design and Traffic Control","authors":"G. Forbes","doi":"10.5507/tots.2019.003","DOIUrl":"https://doi.org/10.5507/tots.2019.003","url":null,"abstract":"Visual or perceptual grouping refers to the tendency of the visual system to aggregate discrete stimuli into larger wholes. It is the process of determining which regions and parts of the visual scene belong together as parts of higher order perceptual units such as objects or patterns. The central hypothesis of Gestalt psychology is that the mind forms these global wholes through autonomous processes in the brain using the following principles - simplicity, proximity, similarity, closure, common fate, continuity, and figure-ground. An understanding of the Gestalt principles of visual grouping helps explain why alert and attentive motorists can sometimes make inexplicably bad decisions concerning speed and/or path of travel, and can be used by designers to engineer safer roads.","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2020-05-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74355810","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The present study describes the development of the "Clear Picture...!? course program and examines its effectiveness. "Clear Picture...!?" is a one-day course on alcohol prevention aimed at Estonian adolescents aged 17 to 19 years and is carried out in educational institutions. A traffic psychologist together with the police and an accident victim facilitate the knowledge transfer, personal experience, reflection exercises and experience exchange of accidents caused by alcohol through three modules. In the empirical part of the present study, the results with a re-measurement group design (N = 109) examine whether participation in the course program results in a reduction of number of driving under alcohol influence cases, the number of violations in road traffic and the number of general non-traffic-related violations. The changes reflecting the results from the cases which have been registered in the police database are measured one year pre- and post-participation in the course. Whether an increased amount of alcohol consumption among adolescents is a risk factor for more violations within and outside road traffic was tested using AUDIT. With regard to all dependent variables (violations within and outside traffic) the course program shows reduction after one year from their participation in comparison to the year before the participation. There was no change in regard to the other variables. Significant interactions between participants and time of measurement on all dependent variables indicate a greater reduction in the registered cases of violations in participants. For students whose results indicated an increased daily consumption of alcohol, more legal violations were registered with the police in Estonia over the two-year observation period than with those with low alcohol consumption. Increased daily consumption of alcohol is therefore a risk indicator for violations within and outside road traffic. Due to the present study, a traffic risk assessment questionnaire "Clear Picture…!?" was developed, which enables to give immediate feedback to the participants about possible risks and dangers in traffic. It also enables to give directions and recommendations for future behaviour and how to avoid possible traffic risks. Also, AUDIT enables to give feedback to the participants about their possible alcohol problems and gives directions for future use. Relationship was found between problematic alcohol consumption and Traffic Law violations based on AUDIT. In terms of reducing the number of violations, the course program "Clear Picture...!? has a positive effect on AUDIT
{"title":"Evaluation of the Effectiveness of a Primary Preventive Program \"Clear Picture…!?\" to Increase Traffic Safety","authors":"G. Meinhard","doi":"10.5507/tots.2019.004","DOIUrl":"https://doi.org/10.5507/tots.2019.004","url":null,"abstract":"The present study describes the development of the \"Clear Picture...!? course program and examines its effectiveness. \"Clear Picture...!?\" is a one-day course on alcohol prevention aimed at Estonian adolescents aged 17 to 19 years and is carried out in educational institutions. A traffic psychologist together with the police and an accident victim facilitate the knowledge transfer, personal experience, reflection exercises and experience exchange of accidents caused by alcohol through three modules.\u0000In the empirical part of the present study, the results with a re-measurement group design (N = 109) examine whether participation in the course program results in a reduction of number of driving under alcohol influence cases, the number of violations in road traffic and the number of general non-traffic-related violations. The changes reflecting the results from the cases which have been registered in the police database are measured one year pre- and post-participation in the course. Whether an increased amount of alcohol consumption among adolescents is a risk factor for more violations within and outside road traffic was tested using AUDIT.\u0000With regard to all dependent variables (violations within and outside traffic) the course program shows reduction after one year from their participation in comparison to the year before the participation. There was no change in regard to the other variables.\u0000Significant interactions between participants and time of measurement on all dependent variables indicate a greater reduction in the registered cases of violations in participants. For students whose results indicated an increased daily consumption of alcohol, more legal violations were registered with the police in Estonia over the two-year observation period than with those with low alcohol consumption. Increased daily consumption of alcohol is therefore a risk indicator for violations within and outside road traffic.\u0000Due to the present study, a traffic risk assessment questionnaire \"Clear Picture…!?\" was developed, which enables to give immediate feedback to the participants about possible risks and dangers in traffic. It also enables to give directions and recommendations for future behaviour and how to avoid possible traffic risks. Also, AUDIT enables to give feedback to the participants about their possible alcohol problems and gives directions for future use. Relationship was found between problematic alcohol consumption and Traffic Law violations based on AUDIT.\u0000In terms of reducing the number of violations, the course program \"Clear Picture...!? has a positive effect on AUDIT","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2020-05-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87961666","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Lukas Hartwig, C. Kaufmann, R. Risser, C. Erbsmehl, Tom Landgraf, M. Urban, Dominik Schreiber
The article gives an overview about the results of the use of a newly developed measurement technique in order to analyse the behaviour of road users at level crossings. For the test of the measurement technique a before/after design was chosen in order to evaluate the effects of a speed bump on the behaviour of road users and on safety at level crossings. The measurement technique combines the use of (1) an infrared camera and (2) conventional video recording. The use of an infrared camera allows the registration of variables such as speed, position, distance and acceleration independent of lighting conditions. A conventional camera includes recording of road users head movements on the basis of which one can conclude where their attention is directed.
{"title":"Evaluating Pedestrian and Cyclist Behaviour at a Level Crossing","authors":"Lukas Hartwig, C. Kaufmann, R. Risser, C. Erbsmehl, Tom Landgraf, M. Urban, Dominik Schreiber","doi":"10.5507/tots.2019.009","DOIUrl":"https://doi.org/10.5507/tots.2019.009","url":null,"abstract":"The article gives an overview about the results of the use of a newly developed measurement technique in order to analyse the behaviour of road users at level crossings. For the test of the measurement technique a before/after design was chosen in order to evaluate the effects of a speed bump on the behaviour of road users and on safety at level crossings. The measurement technique combines the use of (1) an infrared camera and (2) conventional video recording. The use of an infrared camera allows the registration of variables such as speed, position, distance and acceleration independent of lighting conditions. A conventional camera includes recording of road users head movements on the basis of which one can conclude where their attention is directed.","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2020-05-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74885789","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
N. Agerholm, Lasse Sørensen, Pelle Gøeg, H. Lahrmann, A. V. Olesen
Inappropriate speeding is one of the main causes for traffic-related injuries and fatalities. Studies have shown that more than 50 % of Danish car drivers regularly speed on urban roads and nearly 75 % of them speed on rural roads. Physical speed-calming measures, particularly speed humps, are widely used to reduce speeding in urban areas in the Danish road network. However, speed humps are often located based on reasons other than ensuring that they have the best effect on reducing the speed of vehicles. Furthermore, their speed-calming effect is not utilised sufficiently. This study evaluated more than 570 speed humps on roads with a 50 km/h speed limit. The main results reveal that speed increases with an interval between speed humps of up to 200 m at approximately 60 km/h. Additionally, a positive correlation was found between the distance from the roadside to the roadside buildings. The actual interval between speed humps ensures that suitable driving behaviour is carried out is 52 m, 70 m and 164 m for through roads, main roads and residential roads, respectively, in cases in which roadside buildings are situated farther from the road. Similar values were found for the intervals between speed bumps on these three types of roads (67 m, 89 m and 261 m, respectively) when there is a shorter distance between the roadside and the roadside buildings. Overall, speed humps are an efficient way to reduce speeding in built-up areas; however, aside from the interval between the speed humps, the distance from the roadside to the roadside building is the only significant factor contributing to the speed of the car for drivers on these roads.
{"title":"A large-scale study on the speed-calming effect of speed humps","authors":"N. Agerholm, Lasse Sørensen, Pelle Gøeg, H. Lahrmann, A. V. Olesen","doi":"10.5507/tots.2020.006","DOIUrl":"https://doi.org/10.5507/tots.2020.006","url":null,"abstract":"Inappropriate speeding is one of the main causes for traffic-related injuries and fatalities. Studies have shown that more than 50 % of Danish car drivers regularly speed on urban roads and nearly 75 % of them speed on rural roads. Physical speed-calming measures, particularly speed humps, are widely used to reduce speeding in urban areas in the Danish road network. However, speed humps are often located based on reasons other than ensuring that they have the best effect on reducing the speed of vehicles. Furthermore, their speed-calming effect is not utilised sufficiently. This study evaluated more than 570 speed humps on roads with a 50 km/h speed limit. The main results reveal that speed increases with an interval between speed humps of up to 200 m at approximately 60 km/h. Additionally, a positive correlation was found between the distance from the roadside to the roadside buildings. The actual interval between speed humps ensures that suitable driving behaviour is carried out is 52 m, 70 m and 164 m for through roads, main roads and residential roads, respectively, in cases in which roadside buildings are situated farther from the road. Similar values were found for the intervals between speed bumps on these three types of roads (67 m, 89 m and 261 m, respectively) when there is a shorter distance between the roadside and the roadside buildings. Overall, speed humps are an efficient way to reduce speeding in built-up areas; however, aside from the interval between the speed humps, the distance from the roadside to the roadside building is the only significant factor contributing to the speed of the car for drivers on these roads.","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2020-05-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"91294118","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Darina Havlícková, Vít Gabrhel, E. Adamovská, P. Zámecník
One of the long-term goals of autonomous mobility is to achieve mobility for non-drivers or those with difficult access to mobility: for seniors, women, children or other groups of people who are not able to drive a car. However, previous surveys revealed that respondents in these subpopulations were rather reluctant to use connected and automated vehicles (CAVs). This discrepancy brings a paradox in the context of autonomous mobility because one of the main benefits of autonomous mobility is its use by groups that currently reject it the most. One of the reasons for this refusal may lie in the amount of available information on CAVs. Thus, this study focuses on the general attitude, the level of awareness and the preferred ways of new information obtaining on CAVs. Firstly, focus groups revealed preferred media channels for obtaining new information on CAVs. Consequently, a survey was conducted on perceptions and attitudes related to CAVs among the general population in the Czech Republic. Overall, 59 professional inquirers personally interviewed 1116 persons older than 15 years via computer (CAPI). Respondents were selected through the multistage probabilistic sampling procedure, based on the list of address points in the Czech Republic. In the sample, there were 573 (51%) women, the average age was 51 years (SD = 17 years). The results show that, on average, women declared more neutral and negatives attitude towards CAV in comparison to men regardless of age. Furthermore, men declared higher CAV awareness than women in all age groups. As for the preferred information channels, young men mostly chose internet or a "trial as a driver on the circuit". On the other hand, seniors declared the lowest willingness to receive new information about CAVs. However, if they wish to receive information on CAVs, they prefer TV or a "Trial during a social event at my neighbourhood". Results of this study are thus consistent with findings of previous studies as they all identify the importance of gender and age when it comes to the attitude on CAVs.
{"title":"The role of gender and age in autonomous mobility: general attitude, awareness and media preference in the context of Czech Republic","authors":"Darina Havlícková, Vít Gabrhel, E. Adamovská, P. Zámecník","doi":"10.5507/tots.2019.013","DOIUrl":"https://doi.org/10.5507/tots.2019.013","url":null,"abstract":"One of the long-term goals of autonomous mobility is to achieve mobility for non-drivers or those with difficult access to mobility: for seniors, women, children or other groups of people who are not able to drive a car. However, previous surveys revealed that respondents in these subpopulations were rather reluctant to use connected and automated vehicles (CAVs). This discrepancy brings a paradox in the context of autonomous mobility because one of the main benefits of autonomous mobility is its use by groups that currently reject it the most. One of the reasons for this refusal may lie in the amount of available information on CAVs. Thus, this study focuses on the general attitude, the level of awareness and the preferred ways of new information obtaining on CAVs. Firstly, focus groups revealed preferred media channels for obtaining new information on CAVs. Consequently, a survey was conducted on perceptions and attitudes related to CAVs among the general population in the Czech Republic. Overall, 59 professional inquirers personally interviewed 1116 persons older than 15 years via computer (CAPI). Respondents were selected through the multistage probabilistic sampling procedure, based on the list of address points in the Czech Republic. In the sample, there were 573 (51%) women, the average age was 51 years (SD = 17 years). The results show that, on average, women declared more neutral and negatives attitude towards CAV in comparison to men regardless of age. Furthermore, men declared higher CAV awareness than women in all age groups. As for the preferred information channels, young men mostly chose internet or a \"trial as a driver on the circuit\". On the other hand, seniors declared the lowest willingness to receive new information about CAVs. However, if they wish to receive information on CAVs, they prefer TV or a \"Trial during a social event at my neighbourhood\". Results of this study are thus consistent with findings of previous studies as they all identify the importance of gender and age when it comes to the attitude on CAVs.","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2020-01-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87445230","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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