Traffic and safety

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4.5 TRANSPORTATION, TRAFFIC AND SAFETY

4.5 TRANSPORTATION, TRAFFIC AND SAFETY

The proposed bike lanes would be generally implemented in areas with high rate of bicycle collision in a given area (Figure 4.5-1, above). With the implementation of the project, it is anticipated that bicyclists would benefit from improved safety with the designation of a clear right-of-way for their use. The LADOT has conducted a cost-benefit analysis to calculate the potential safety benefits expected from the proposed bike lanes. 27 The analysis used the Statewide Integrated Traffic Records System (SWITRS) accident data, including the number of bicycle accidents and vehicle collisions that occurred on the roadway within the study area for the last ten years. The expected safety benefit for each street was calculated based on the reduced number of accidents per year that would occur after the bike lanes have been implemented and by assigning a monetary value based on the severity of injury. 28 If bike lanes are installed, the expected accidents are decreased by 35 percent. In addition, numerous researches indicate that the provision of bike facilities promotes bicycling and creates safer environment for both motorists and bicyclists with reduced collisions. 29
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ON TRAFFIC SAFETY IN JAPAN

ON TRAFFIC SAFETY IN JAPAN

(1) A key component of ongoing work on ITS has been the Universal Traffic Management Systems (UTMS), whose aim is to ensure traffic safety and comfort through a network of advanced traffic control centers. Using near-infrared beacons 3 , the system envisages the creation of control centers that will be able to establish two-way communications with individual vehicles on the road, thus giving the centers the ability to actively and comprehensively manage traffic flows and volumes. Via this means, the UTMS is aiming to provide advanced traffic information, manage vehicular operations, and give priority passage to public vehicles, as well as to reduce traffic pollution, support safe driving, and ensure pedestrian safety. Based on the UTMS concept, the nation took steps to improve its traffic systems and to install facilities for near-infrared beacons, which are the key infrastructural component of the UTMS.
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Proofs for Traffic Safety

Proofs for Traffic Safety

Interface Figure 1.1: Decomposing Reasoning about Traffic mind. To that end, we want to reason locally with an emphasis on the spatial properties of traffic. For that, we want to examine how spatial properties and locality restrictions can be incorporated into a model of traffic as first-class citizens, and in what way such a model eases proofs of spatial safety predicates. That is, we decompose the reasoning process into two levels as shown in Fig. 1.1. On the upper level, the topology of space and its evolution over time is the main focus of reasoning. That is, the model should reflect which parts of the freeway are occupied by cars and how these parts change while the cars drive along their current lane, and when they change lanes. On the lower level, the dynamics specify the concrete trajectories, how the cars perform these changes. Hence there has to be an exchange of information between both levels, as indicated by the arrows in Fig. 1.1. On the one hand, the abstraction has to get information about the size of the occupied space from the dynamics. On the other hand, mode changes within the layer of dynamics can be initiated by the upper level. Now assume that we have specified a protocol for the behaviour of cars on the spatial abstraction and shown that it prohibits collisions. Then we only have to prove that the dynamic layer respects the constraints for the behaviour implied by the upper level, and that it provides the spatial abstraction with the correct information for our protocol to work.
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Traffic Safety Dispatch

Traffic Safety Dispatch

By participating in the National Law Enforcement Challenge (NLEC), law enforcement agencies are actively serving their communities by making them a safer place to live. The focus of the NLEC is to address traffic safety issues and reduce injuries, save lives, and detect and deter crime. NLEC application criteria focuses on Occupant Protection, Impaired Driving, and Speed Aware- ness. Applying agencies must also choose a State/Local Issue that allows agencies to describe a community-specific traffic safety issue and how it is being addressed in their jurisdiction.
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Office of Traffic Safety

Office of Traffic Safety

In a 2005 NHTSA publication titled Promising Practices in Motorcycle Rider Education and Licensing, Nevada’s Rider Program was identified as one of the top 4 in the Nation, based on a comprehensive review of program administration, rider education and licensing. Another important best practice for improving motorcycle safety is to increase motor vehicle drivers’ awareness of motorcyclists, by educating drivers on the importance of sharing the road with motorcycles. Due to the small profile of a motorcycle in traffic, it is common for drivers to not be aware of approaching two wheel vehicles. Raising awareness levels during peak riding periods, such as motorcycle rallies and sporting events, reminds motorists to take that second look when entering an intersection.
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for Road Traffic Safety

for Road Traffic Safety

1. Background and strategies Vision Zero The Government has decided that the efforts to improve road traffic safety in Norway should be based on a vision of zero fatalities and severe injuries in road traffic – Vision Zero. During the parliamentary debate on Report no. 16 (2008-2009) to the Storting, National Transport Plan (NTP) 2010-2019, an intermediate goal of reducing the number of fatalities by one-third before 2020 was established. This means that the number of fatalities should be reduced from an expected level of 1150 in 2010 to a maximum of 775 in 2020 (see Figure 2). Accordingly, the number of fatalities and severe injuries should be reduced from approximately 1150 at the start of the planning period to approximately 950 in 2014.
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2012 Traffic Safety Behaviors Survey Minnesota Department of Public Safety, Office of Traffic Safety

2012 Traffic Safety Behaviors Survey Minnesota Department of Public Safety, Office of Traffic Safety

The table to the right illustrates the results of this analysis, though readers should use caution in interpreting these raw percentages given that the scoring system is somewhat arbitrary in nature. However, this analysis is useful in that it illustrates a trend seen across the survey’s results: those who perceive their risk to be higher are less likely to exhibit bad behaviors. However, the tie between awareness and behaviors is somewhat weaker. In addition, those who exhibited these behaviors were also more likely to believe in the importance of additional traffic safety laws, such as the primary seat belt law.
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DELAWARE COUNTY TRAFFIC SAFETY DATA. Prepared by Institute for Traffic Safety Management and Research

DELAWARE COUNTY TRAFFIC SAFETY DATA. Prepared by Institute for Traffic Safety Management and Research

COUNTY TRAFFIC SAFETY DATA This document provides various accident and ticket data for the county. Ticket data are presented for the years 2006-2008. Four summary reports provide detailed accident data for the three years 2006-2008. The four accident reports provide data for 1) all accidents, 2) alcohol-related accidents, 3) speed-related accidents, and 4) motorcycle accidents. Caution is advised in interpreting the data in cases where the numbers are very small. For assistance in using the data in this document or to request additional information, please contact

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Traffic safety among motorcyclists

Traffic safety among motorcyclists

The Norwegian Public Roads Administration has, in its research program on high risk groups, defined motorcyclists as one of six high risk groups. It is widely known that motorcyclists have a higher accident risk than for instance car drivers. Our knowledge is, however, incomplete when it comes to the mechanisms that produce the relatively high accident risk of motorcyclists. Are particular sub- groups of riders (sex, age, type of motorcycle, place of residence and so forth) contributing to the high average risk of motorcyclists? Are motorcyclists particularly vulnerable in certain traffic situations, in particular roads, at certain times of the year and so forth, and/or are they lacking important skills or safety attitudes. Or is the accident risk experienced by motorcyclists produced by the neglect by other road users?
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Traffic Safety and Alcohol Regulation

Traffic Safety and Alcohol Regulation

The study of alcohol regulation is complicated by the many forms that it can take and the difference between the establishment of a regulation and its actual implementation and enforcement. The mechanisms by which alcohol regulation affects behavior and traffic safety are also complicated. Some regulations occur at the macro level. For example an increase in the federal excise tax on beer would affect millions of beer drinkers, but perhaps only slightly if the increase is small and represents a minimal proportion of the sale price (current federal tax only amounts to 2.5 cents per beer). Some regulations have effects that are much more localized: a change in zoning laws could mean that a neighborhood that previously had a bar on every corner now has fewer outlets. The appearance, function, and atmosphere of the neighborhood are now very different. There are fewer heavy drinkers driving to and from the neighborhood, possibly reducing traffic crashes. Some regulations affect individual decision making: a bartender has to decide whether to serve a patron another drink or cut him off before he is dangerously
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DRIVER EDUCATION/TRAFFIC SAFETY

DRIVER EDUCATION/TRAFFIC SAFETY

• Pre-requisites: baccalaureate degree in secondary education • Textbook: None • This course provides students with the opportunity to do individual research on an important traffic safety topic. The student will do online research and write a paper on a traffic safety topic that has be approved by the instructor. Email, instruction how to do online research, and online research will enable the student to research and write the paper from his/her computer at home without ever having to enter the doors of a library.

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Psychoactive Medication and Traffic Safety

Psychoactive Medication and Traffic Safety

There are various methods to examine driving ability and assess the effects of psychoactive medication on traffic safety. Epidemiological studies provide evidence about the (increased) risk of becoming involved in traffic accidents when using psychoactive medication. Although this is important information, it is gathered after accidents have happened. Ideally, one would like to have this information beforehand in order to prevent driving under the influence of these drugs. A limitation of most epidemiological studies is that the statistical analysis is based on groups of drugs instead of individual drugs. This is unfortunate, because within drug groups the effects of individual drugs on driving ability can differ significantly. Many researchers use laboratory tests to examine driving related skills and abilities such as reaction speed, working memory and psychomotor functioning. Although these skills and abilities are all of great importance to operating a vehicle it has been proven that it is very difficult to predict actual driving performance from these tests [4]. This is caused by the fact that these skills and abilities are tested in isolation, whereas in real driving they are integrated and performed simultaneously. Also, the extent of impairment of individual skills and abilities differs greatly after administration of a psychoactive drug [5]. This is illustrated by Figure 1, showing the blood alcohol concentrations (BAC) at which different skills and abilities become impaired.
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NATIONAL TRAFFIC SAFETY PROGRAM

NATIONAL TRAFFIC SAFETY PROGRAM

Can the Turkish people really accept that so many persons are killed and injured on the roads every year? The answer must be NO! Firm action has to be taken immediately aimed at eliminating the principle causes of this disaster. Safety is a most important responsibility of anyone involved in road transport. Everyone has a stake, the Parliament and the government, many ministries and government authorities (KGM, Police and Jandarma, MoNE and MoH etc.), provincial governments, local authorities, car makers and importers, fuel/tire and insurance companies, transport providers, universities and schools, emergency services and health care organizations, media, planning and design organizations, and NGOs, all have a role in creating the conditions for safer road traffic. Last but not least, the individual road user – drivers, riders and walkers – has an important role.
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Public Traffic Safety For Contractors

Public Traffic Safety For Contractors

Refer to Section GP-7.08 regarding responsibility of the Contractor for signs, barricades and warning signs. Traffic control is required for all Contracts whether or not specific items for traffic control are included in the Proposal as bid items. Each Contract shall have a Traffic Control Plan which will assure the safety of motorists, pedestrians, and construction workers. This plan may be developed by the Engineer and included in the project Specifications and Plans. In cases where no approved Traffic Control Plan is specified or shown, the Contractor will be responsible for producing a plan and submitting it for review and approval before beginning construction. The Traffic Control Plan will cover such items as hours of operations, lane closures, signing, pavement markings, methods and devices for delineation and channelization, placement and design of barriers, barricades and impact attenuators, and other items as required.
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TRAFFIC SAFETY MATERIALS CATALOG

TRAFFIC SAFETY MATERIALS CATALOG

ThE AuTOMObILE CLub OF SOuThERn CALIFORnIA is dedicated to serving our members, whether they need assistance with their vehicles, trip planning, insurance, automotive or financial services. Our commitment doesn’t stop there. The Auto Club has been an integral part of Southern California for more than 100 years, not only because it provides for its members’ needs, but because it takes an active role in helping to build a better community. Toward that goal, the Auto Club is involved in promoting traffic safety, enhancing education, improving transportation systems and supporting the communities we serve.
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NATIONAL TRAFFIC SAFETY PROGRAM

NATIONAL TRAFFIC SAFETY PROGRAM

be responsible and accountable for traffic safety on an overall level, rely on support from high Parliament and government levels. 2.2.5 Commitment from all parties and levels It should be noted that traffic safety is not a question for national and central organizations only. Provincial and local levels should also be integrated into the safety work. One reason for this is that important parts of the safety work have to be carried out close to the road users. In this way, each local body and individual person could feel more involved and understand that it is possible to affect the safety situation and therefore may want to
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TEMPORARY TRAFFIC CONTROL SAFETY

TEMPORARY TRAFFIC CONTROL SAFETY

d. Protect pedestrian paths through the temporary traffic control zone to minimize pedestrian exposure to errant vehicles. 6. Each person whose actions affect temporary traffic control zone safety – from upper-level management personnel through field personnel – should receive training appropriate to the job decisions each is required to make. Only those trained in safe traffic control practices and who have a basic understanding of the principles established by applicable standards and regulations (including those of the MUTCD) should supervise the selection, placement, and maintenance of traffic control devices in work and incident management areas.
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Alcohol Prices and Traffic Safety

Alcohol Prices and Traffic Safety

importance of controlling for non-price factors when examining alcohol-related traffic safety data. These factors include demographics such as age, education and religious preference; non-price alcohol policies such as the legal drinking age, BAC levels, dram shop laws, administrative license revocation, government monopoly, and outlet density; the degree of enforcement including the magnitude and certainty of penalties for driving and drinking (likelihood of being caught, prosecuted, and penalized); and educational and social factors including public campaigns against drinking and driving. Many of these factors changed dramatically in the last 25 years and they – rather than price – have been the main causes of declines in alcohol-involved fatality rates. 7 But price could still play a significant role. That is, alcohol-related fatalities might, in principle, have declined even more if prices had risen rather than fallen. The remainder of this paper assesses this possibility.
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Georgia Traffic Safety Facts

Georgia Traffic Safety Facts

According to National Highway Traffic Safety Admiration (NHTSA), people fatally injured in motor vehicle traffic crashes who were on “personal conveyances” are not classified as pedestrians. “Personal conveyances” are defined as roller skates, inline skates, skateboards, baby strollers, scooters, toy wagons, motorized skateboards, motorized toy cars, Segway-style devices, motorized and non-motorized wheelchairs, and scooters for those with disabilities. Table 14 presents the distribution of people fatally injured on personal conveyances as a percentage of total traffic fatalities in 2015-2019. FARS does not contain information about the type of personal conveyances used by those fatally injured in traffic crashes.
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MISSOURI TRAFFIC SAFETY COMPENDIUM

MISSOURI TRAFFIC SAFETY COMPENDIUM

This Compendium was prepared by the Missouri State Highway Patrol, Statistical Analysis Center (SAC) at the request of the Missouri Department of Transportation, Highway Safety Division. The traffic safety data contained in this publication are segmented into four sections. The first section displays the 2010 Missouri Traffic Safety Personal Injury Problem Analysis Clock. This clock offers an overview of the frequency of deaths and injuries caused by traffic crashes in the State in relation to time. The second section provides data related to Missouri's total traffic crash experience from an historical perspective and provides historical data related to Missouri's driver licensing, vehicle registration, and annual miles of travel activity levels. This section also provides an examination of the overall Missouri traffic crash experience and includes analyses of crash type, roadway features and classification, weather and light conditions, temporal and geographic patterns, causitive factors, driver characteristics and behavior, and vehicle types. The third section presents data on Missouri's traffic crash experience as it relates to specific types of causative factors or characteristics which affect the frequency of occurrence or crash severity. Specific traffic safety problem areas addressed in this section are:
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