Sedan år 1998 har det i Nollvisionens fotspår startats ett utvecklingsprogram i Sverige som syftar till att omvandla gamla 13 meters landsvägar och motortrafikleder till mötesfria. Implementeringen var tänkt att påtagligt reducera antalet mötes- och omkörningsolyckor samt singelolyckor med svåra konsekvenser i form av svårt skadade och dödade utan att försämra trafiksäkerheten i övrigt. Syftet med denna studie är att göra en effektmätning av de mötesfria vägarnas införande i Karlstadsregionen samt att göra en sammanställning av de olycksrisker mötesfria vägar omfattas av. Frågeställningarna som används i studien är: - Har det blivit säkrare på vägarna sedan implementeringen av mötesfria vägar i Karlstadsregionen? - Hur sker olyckor på mötesfria vägar inom Karlstadsregionen?  För att beskriva hur olyckor sker på mötesfria vägar inom Karlstadsregionen har en deskriptiv analys tillämpats som grundats på de beskrivningar av händelseförlopp som dokumenterats i STRADA och CORE, mellan åren 2010-2013. För att avgöra huruvida vägarna blivit säkrare sedan implementering tillämpades en segmenterad linjär regressionsanalys där antalet personskadeolyckor studerats, tre år innan och tre år efter ombyggnad för respektive vägavsnitt. Singel- och upphinnandeolyckor var de dominerande olyckstyperna på mötesfria vägar i Karlstadsregionen mellan åren 2010-2013 då de sammanlagt stod för 72,3% av samtliga olyckor som medfört skada. Vid kategoriseringen av huvudorsak till olycka framgick det att 42% av alla olyckor kan spåras till brister i samspel mellan trafikanter och väderförhållanden bedömdes i 24,1% av fallen vara huvudorsak till olycka. Den statistiska analysen var inte signifikant, men gav indikation på att vägarna blivit säkrare sedan implementering då trenden för samtliga skadade minskat. / In the footsteps of Vision Zero, a development program in Sweden was initiated in 1998. The program aimed to increase road safety on existing 13-meter roads and express roads by implementing median barriers. The purpose of this study is to measure the impact of the transformed roadways in the Karlstad region and to examine the different types of accident risks the roadways are covered by. The research questions used are: - Has the implementation of median barriers in the Karlstad region contributed to safer roads? - How do accidents occur on roads with median barriers? To describe how accidents occur on roads with median barriers in Karlstad region a descriptive analysis was made by the description of event that is documented in STRADA and CORE, between the years 2010-2013. To determine whether the roads became safer after implementation a segmented linear regression analysis was applied. Accidents resulting in injury were examined, three years before and three years after reconstruction for each road section. Single-vehicle accidents and rear-end collisions were the dominating accident types on roadways with median barriers in the Karlstad region between the years 2010-2013. They together accounted for 72,3% of all accidents that resulted in injury. When the main cause of accident was examined, it emerged that 42% of all accidents could be traced to deficiencies in the interaction between road users. Weather conditions were estimated to be the main cause of accident in 24,1% of all the studied cases. The statistical analysis was not significant, but indicated that the roads became safer after the implementation since the observed trend for all types of injured decreased.

The title of the study is integrating road traffic safety education in the teaching and learning of science and technology. The overall goal of this study was to develop a tool for the integration of Traffic Safety Education (TSE) in the teaching and learning of Science and Technology in School. As such, four research questions (stated in 1.2.1 to 1.2.5) were raised on critical aspects of the problem so as to direct the course of the study to provide solutions to the problem. These research questions were formulated into the aims of the study as stated in section 1.3. To attain these aims, a literature study and interviews were conducted. Through interviews and a literature study, it was found (among other things) that: • TSE has great potential for the reduction of road accidents/ collisions, and its teaching in school will prepare our learners to be safe road users. • Science and Technology has tremendous impact on traffic safety, and the three have much in common, which does provide room for them to be integrated in school curricula. • School educators are not adequately equipped to integrate TSE in the different learning areas. Consequently, an integration model called "Multilateral learning area integration model" has been developed for the integration of TSE in the learning areas of natural science and technology (see 7.2 and 7.3for details). Eleven recommendations were made in section 8.4 on the basis of the conclusions (in section 8.3) drawn from the proceedings of interviews and the literature study. These recommendations if implemented accurately, would undoubtedly contribute to solving the problem investigated in the study. This study has therefore made a valuable contribution to laying a solid foundation for Combating the problem of high road accidents/collisions on South African roads. / Thesis (Ph.D. (Education))--North-West University, Potchefstroom Campus, 2005.

The identification of roadway sections with a higher than expected number of crashes is usually based on long term crash frequency data. In situations where historical crash data are limited or not available, surrogate safety measures, based on characteristics such as road geometries, traffic volume, and speed variation are often considered. Most of existing crash prediction models relate safety to speed variation at a specific point on the roadway. However, such point-specific explanatory variables do not capture the effect of speed consistency along the roadway. This study developed several measures based on the speed profiles along road segments to estimate the crash frequency on urban streets. To collect speed profile data, second-by-second speed data were obtained from more than 460 GPS-equipped vehicles participating in the Commute Atlanta Study over the 2004 calendar year. A series of speed data filters have been developed to identify likely free-flow speed data. The quantified relationships between surrogate measures and crash frequency are developed using regression tree and generalized linear modeling (GLM) approaches. The results indicate that safety characteristics of roadways are likely a function of the roadway classification. Two crash prediction models with different set of explanatory variables were developed for higher and lower classification roadways. The findings support the potential use of the profile-based measures to evaluate the safety of road network as the deployment of GPS-equipped vehicles become more prevalent.

The implementation of In-Vehicle Intelligent Transport Systems (ITS) is becoming a common occurrence in modern vehicles. Automobile manufacturers are releasing vehicles with many forms of sophisticated technologies that remove much of the responsibility of controlling an automobile from the driver. These In-Vehicle Intelligent Transport Systems have stemmed from a genuine need in regards to road safety, however there are advantages and disadvantages associated with ITS. Each different form of technology has its own inherent compromises in relation to road safety, driver behaviour and driver comfort. This thesis outlines the benefits and detrimental effects associated with current In-Vehicle Intelligent Transport Systems and details the development and user interface testing of an adaptive brake light. The adaptive brakelight concept aims to provide drivers with the advantages of an In-Vehicle ITS whilst removing the disadvantages. The technology will help drivers judge the braking pattern of the car in front, thus allowing them to react appropriately and potentially reducing the occurrence of rear-end crashes. The adaptive brake light concept was tested in comparison to a standard brake light and BMW inspired brake light in a series of user interface tests. The adaptive brake light was shown overall to be an improved method of displaying the varying levels of deceleration of a lead vehicle. Whilst different age and gender groups responded differently to the adaptive brake light, it was shown to be of benefit to the majority and the most at risk groups responded positively to the adaptive brake light. This research shows that an adaptive brake light can provide a benefit in regards to road safety when compared to a standard brake light interface. It is hoped that further development of variable brake lights will result from this research and possibly lead to the implementation of the technology to automobiles and other forms of transport.

Traffic signs are ubiquitous in the road environment, and are a crucial and cost-effective means of ensuring traffic safety. In Queensland, Australia, a class of temporary traffic signs is used for roadwork applications, and has recently been expanded to include Multiple-Message Signs: a novel, and as yet empirically untested system, which presents numerous advantages in terms of flexibility and economy. However, potential Human Factors problems surround aspects of the design of multiple message signs. In particular, the efficiency with which information is communication may be compromised relative to single message signs. The project involved a series of laboratory studies focussing on the behavioural requirements of temporary roadworks signs, beginning with the improvement of response characteristics of a sign used to communicate lane-closure. In the first empirical study, a proposed redesign of the Lane-Status sign based on principles of warning communication was found to be more effective than the original sign. The same sign was then examined in the context of multiple-message presentation, and significant cost s with respect to the speed and accuracy of responses relative to single-message presentation were found. A subsequent study investigated multiple-message presentation of speed limit information, which is more familiar and widely encountered than lane-closure information. Similar costs for multiple-message presentation were found. However, there were data to suggest that the additional information in multiple-message signs, if used correctly, may offer drivers and additional incentive to reduce speed. The next two studies were concerned with the effects of presentation, content type (e.g., speed-limit, symbolic and text-based) and visual clutter on recognition and visual search for traffic signs. The presentation of information via multiple message signs was compared with spatially distributed single message signs, with information matched with respect to message length and sign content. Overall advantages for multiple message presentation were found for recognition, which were particularly robust for speed limit information. The results for visual search indicated some benefits to multiple message presentation, but were less decisive than those for recognition. The final two studies investigated the possibility of improving response characteristics of single-message signs with sequential, rather then individual presentation. The role of the temporal interval between successive sign presentations was explored, which has implications for the feasibility of sequential presentation in practice. In addition, the nature of sign pairs presented in sequence – identical, or of the same meaning – was found to be important. Generally, benefits to sequential presentation diminished with increases in the temporal separation interval. In terms of practical implications, the viability of introducing the proposed design changes to the Lane Status sign is discussed. The results pertaining to multiple-message sign are evaluated in the context of published design guidelines, and theoretical and practical issues surrounding sequential sign presentation are reviewed. Finally, possibilities for future research, in part based on the limitations of the current work, are expounded.

Traffic signs are ubiquitous in the road environment, and are a crucial and cost-effective means of ensuring traffic safety. In Queensland, Australia, a class of temporary traffic signs is used for roadwork applications, and has recently been expanded to include Multiple-Message Signs: a novel, and as yet empirically untested system, which presents numerous advantages in terms of flexibility and economy. However, potential Human Factors problems surround aspects of the design of multiple message signs. In particular, the efficiency with which information is communication may be compromised relative to single message signs. The project involved a series of laboratory studies focussing on the behavioural requirements of temporary roadworks signs, beginning with the improvement of response characteristics of a sign used to communicate lane-closure. In the first empirical study, a proposed redesign of the Lane-Status sign based on principles of warning communication was found to be more effective than the original sign. The same sign was then examined in the context of multiple-message presentation, and significant cost s with respect to the speed and accuracy of responses relative to single-message presentation were found. A subsequent study investigated multiple-message presentation of speed limit information, which is more familiar and widely encountered than lane-closure information. Similar costs for multiple-message presentation were found. However, there were data to suggest that the additional information in multiple-message signs, if used correctly, may offer drivers and additional incentive to reduce speed. The next two studies were concerned with the effects of presentation, content type (e.g., speed-limit, symbolic and text-based) and visual clutter on recognition and visual search for traffic signs. The presentation of information via multiple message signs was compared with spatially distributed single message signs, with information matched with respect to message length and sign content. Overall advantages for multiple message presentation were found for recognition, which were particularly robust for speed limit information. The results for visual search indicated some benefits to multiple message presentation, but were less decisive than those for recognition. The final two studies investigated the possibility of improving response characteristics of single-message signs with sequential, rather then individual presentation. The role of the temporal interval between successive sign presentations was explored, which has implications for the feasibility of sequential presentation in practice. In addition, the nature of sign pairs presented in sequence – identical, or of the same meaning – was found to be important. Generally, benefits to sequential presentation diminished with increases in the temporal separation interval. In terms of practical implications, the viability of introducing the proposed design changes to the Lane Status sign is discussed. The results pertaining to multiple-message sign are evaluated in the context of published design guidelines, and theoretical and practical issues surrounding sequential sign presentation are reviewed. Finally, possibilities for future research, in part based on the limitations of the current work, are expounded.

L’objectif de cette thèse, en sciences de l’information et de la communication, est de questionner les enjeux liés à la localisation de la communication de prévention à l’occasion de la politique publique de sécurité routière en France.L’émergence de la communication publique de l’État en France est récente. Elle remonte aux années 1970 avec la politique de création des villes nouvelles et l’introduction de la communication comme facteur de changement de l’administration et de modification du comportement des individus. Ce dernier aspect montre la croyance en un « pouvoir d’influence » de la communication médiatisée de la part des pouvoirs publics et par là-même la tendance qui en résulte d'analyser la communication publique de l’État à travers sa seule dimension « médiatique ». Sans occulter la place des médias dans la communication publique, l’analyse s’intéresse aux différentes dimensions sous-jacentes, qui émergent par la localisation de la communication de prévention sur le thème de la sécurité routière, dont les médias ne semblent refléter qu’une partie.Cette approche par la localisation met en présence des logiques, des stratégies d’acteurs et des représentations qui s’affrontent et montrent que de la question de la sécurité routière émergent d’autres enjeux qui dépassent le cadre initial comme notamment celui de la quête de la visibilité, celui de la légitimation de l’action publique à travers la communication, celui de la normalisation du comportement à travers l’encadrement de la conduite individuelle et celui de la gouvernance des territoires à l'heure où l'État semble perdre de plus en plus de prérogatives au profit des collectivités territoriales.L'approche diachronique de l’ « institutionnalisation » de la communication de l’État sur la question de la sécurité routière et de ses enjeux montre trois périodes clés : les années 1970 avec une approche "technique" de la sécurité routière et la naissance des premières campagnes de prévention (d’abord dans le milieu associatif). Ensuite les années 1980 et les premiers mouvements de décentralisation qui marquent une nouvelle orientation dans le cadre de l’action publique concernant la sécurité routière qui se lit non seulement à travers la structuration interne de l’appareil d’État (restructuration de ses services externes) mais également à travers son déploiement territorial et le transfert de compétences aux pouvoirs locaux. Enfin, les années 2000 voient le renforcement de la dimension « coercitive » et la mise en place d'un ensemble d'outils en ce sens.L’analyse de l’évolution de la communication publique sur la thématique de la sécurité routière et de sa localisation montre qu’elle est intrinsèquement liée à l’évolution même de l’administration d’État (aux niveaux structurel et politique) d’où les tentatives de réorientations successives (et pas nécessairement différentes) de cette politique, l’intervention d'acteurs aux intérêts et logiques différents qui n’apportent pas forcément une redéfinition de la politique de communication (du moins pas dans sa partie la plus visible), l'importance de la mobilisation des outils quantitatifs, réactivée par les lois de finance ainsi que les impératifs au niveau européen. / The objective of this thesis, in information and communication sciences, is to question the issues related to the location of prevention communication during the public policy about road safety in France.In France,the emergence of public communication of the state is recent. It dates back to the 1970s with the policy of creating new towns and the introduction of communication as a factor of change of administration and modification of the behavior of individuals. This last aspect shows the belief in a "power of influence" of the publicized communication on the part of the public authorities and hence the resulting tendency to analyze public communication of the State through its sole dimension “The media ". Without obscuring the role of the media in public communication, the analysis focuses on the various underlying dimensions emerging from the localization of prevention communication on the theme of road safety, the media of which seem to reflect only “a part.This localization approach brings together the logics, the strategies of the actors and the representations that confront each other and show that issues of road safety emerge from other issues that go beyond the initial framework, in particular that of the quest for The visibility, the legitimisation of public action through communication, the normalization of behavior through the management of individual conduct and the governance of territories at a time when the state seems to lose More and more prerogatives for the benefit of local and regional authorities.The diachronic approach of the "institutionalization" of state communication on the issue of road safety and its stakes shows three key periods: the 1970s with a "technical" approach to road safety and the birth of First prevention campaigns (first in the voluntary sector). Then the 1980s and the first decentralization movements marked a new orientation in the framework of public action concerning road safety, which is read not only through the internal structuring of the State apparatus (restructuring of its external services ) But also through its territorial deployment and the transfer of powers to local authorities. Finally, the 2000s saw the strengthening of the "coercive" dimension and the setting up of a set of tools in this sense.The analysis of the evolution of public communication on the issue of road safety and its location shows that it is intrinsically linked to the evolution of state administration (at the structural and political levels) Where attempts at successive (and not necessarily different) reorientations of this policy, the intervention of actors with different interests and logics that do not necessarily bring about a redefinition of the communication policy (at least not in its most visible part ), The importance of the mobilization of quantitative tools, reactivated by the finance laws as well as the imperatives at European level.

Submitted by Daniel Costa (danielcosta.1608@gmail.com) on 2017-02-23T02:07:43Z No. of bitstreams: 1 - Dissertação MAP - Daniel Costa.pdf: 2151154 bytes, checksum: 9a50f02983f61255ffb750c9ea43eba5 (MD5) / Approved for entry into archive by ÁUREA CORRÊA DA FONSECA CORRÊA DA FONSECA (aurea.fonseca@fgv.br) on 2017-03-06T15:12:10Z (GMT) No. of bitstreams: 1 - Dissertação MAP - Daniel Costa.pdf: 2151154 bytes, checksum: 9a50f02983f61255ffb750c9ea43eba5 (MD5) / Made available in DSpace on 2017-03-22T18:41:37Z (GMT). No. of bitstreams: 1 - Dissertação MAP - Daniel Costa.pdf: 2151154 bytes, checksum: 9a50f02983f61255ffb750c9ea43eba5 (MD5) Previous issue date: 2016-12-13 / Traffic accidents are responsible for a tragedy of global proportions. They are the cause of the death of approximately 1.2 million people per year. Also, due to traffic accidents, it is estimated that another 50 million people are injured annually, many of them permanently. By analyzing traffic data by country, it is observed that Brazil has one of the worst road safety conditions in the world. Considering this catastrophic scenario, it is necessary to understand what causes these accidents and, mainly, what measures are more effective to reduce them. Therefore, this study precisely verifies if the patrolling and the inspection are able to reduce the violence in the traffic, independently of other variables that also contribute to the occurrence of accidents and deaths. Based on empirical data from the Federal Highway Police of Brazil, the instrumental variables regression method was used to identify the influence of police presence and performance on the effective reduction of the most serious accidents. The results suggest that when the number of police officers, operating hours, patrol hours or the number of vehicles checked increases, the number of serious accidents decreases. / Os acidentes de trânsito são responsáveis por uma tragédia de proporções mundiais. Eles são a causa da morte de aproximadamente 1,2 milhões de pessoas por ano. Também, devido a acidentes de trânsito, estima-se que outras 50 milhões de pessoas são lesionadas anualmente, muitas de forma permanente. Analisando-se os dados de trânsito por países, observa-se que o Brasil tem uma das piores condições de segurança viária do mundo. Tendo em vista esse cenário catastrófico, é imperativo que se entenda o que causa estes acidentes e, principalmente, quais medidas são mais efetivas para reduzi-los. Sendo assim, esse estudo vem justamente verificar se o policiamento e a fiscalização são capazes de reduzir a violência no trânsito, independentemente de outras variáveis que também contribuem para a ocorrência de acidentes e mortes. A partir de dados empíricos da Polícia Rodoviária Federal, utilizou-se o método de regressão por variáveis instrumentais para identificar a influência da presença e da atuação dos policiais na efetiva redução dos acidentes mais graves. Os resultados obtidos sugerem que, quando a quantidade de policiais, as horas de serviço operacional, as horas de ronda ou a quantidade de veículos fiscalizados aumenta, a quantidade de acidentes graves diminui.

Esta tese tem como finalidade propor um método de coleta, tratamento e análise de dados de acidentes de trânsito para aplicação no Brasil. Este método tem como um de seus objetivos reconhecer os fatores que contribuem para a ocorrência dos acidentes, visto que identificar as causas dos acidentes é fundamental na busca por soluções para o problema da acidentalidade. No Brasil as bases de dados de acidentes de trânsito são, em geral, estruturadas a partir dos registros policiais e carecem de informações adequadas para a análise da segurança viária. O método proposto neste trabalho permite registrar acidentes de modo a contemplar: as características do acidente, as circunstâncias do momento, a identificação e as características dos veículos e pessoas envolvidas. Além disso, o método permite relacionar essas informações com os fatores que contribuíram para a ocorrência dos acidentes. Nesse contexto, a criação de uma base de dados de acidentes e seus fatores contribuintes, vem suprir a carência de informações essenciais para o diagnóstico e encaminhamento de soluções adequadas para os problemas motivadores dos acidentes de trânsito. A proposta desta tese está baseada em uma abordagem que combina aspectos qualitativos e quantitativos, alinhada às melhores práticas internacionais na área de segurança viária. Como resultado do desenvolvimento do método, foram elaborados instrumentos de coleta de dados contendo um formulário, um manual e procedimentos para a coleta de dados. Como resultado da aplicação prática desses instrumentos, foi criada a estrutura de uma base de dados que permitiu a definição do método proposto para a análise das causas de acidentes de trânsito. Como meio de validar o método proposto, foi realizado um estudo aplicado e são apresentadas as análises de dados dos acidentes de trânsito observados. / This thesis has the purpose of presenting a method for collecting and processing data on traffic accidents to be applied in Brazil. This method aims to acknowledge the contributor factors for the occurrence of accidents, since identifying the causes of accidents is crucial on the search for effective solutions for the road safety problem. Traffic accidents database in Brazil are generally structured based on police reports, therefore lacking adequate information for the analyses of road safety. The method proposes a registry of the accidents comprising accident characteristics, scene circumstances, vehicle as well as involved people identification and characteristics. Moreover, it allows relating that information with the accident contributory factors. In this scenery, the creation of an accident database and its contributory factors emerge to supply the lack of essential information for the diagnosis and adequate solution for traffic accidents. This thesis’ proposal has an approach that combines both quantitative and qualitative aspects, seeking to level up to the best international practice on the road safety area. As a result of the development of the method, data collection instruments were elaborated: a form, a manual, and procedures for data collection. Besides, as a result of the practical application of these instruments, a database - which allowed the definition of the method proposed for analysis of the causes of traffic accidents - was created. As a mean of validation of the method, an applied study and the data analysis of the observed traffic accidents are presented.

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / Diante do aumento do número de acidentes com vítimas fatais foi definida a década de 2011 a 2020 como a Década de Ação para a Segurança Viária, o que culminou na elaboração do Plano Nacional de Redução de Acidentes e Segurança Viária, que propõe ações que estão fundamentadas em cinco pilares, um deles a infraestrutura. Este trabalho teve como objetivo analisar a influência que as características da infraestrutura exercem na segurança viária, com verificação das evoluções da incidência e severidade dos acidentes ao longo de alguns anos. Foram analisados dados de acidentes de trânsito em algumas vias da cidade de Uberlândia, MG, e as características de infraestrutura dessas vias, ou seja, qual a geometria atual e quais as mudanças implantadas nos últimos anos. Por meio do cálculo do coeficiente de Pearson foi verificada a correlação entre a variação no número de acidentes com a severidade, mudanças na infraestrutura da via e variação do fluxo veicular. De forma geral, as mudanças na infraestrutura das vias analisadas, como: aumento do número de faixas de tráfego, redução da velocidade máxima permitida, construção de viadutos e implantação de corredor estrutural fizeram com que o número de acidentes e a severidade diminuíssem. / Due to the increased number of fatal crashes, the decade from 2011 to 2020 was defined as the Decade of Road Safety, which ended in the drafting of the National Plan to Reduce Accidents and Road Safety, which proposes actions that are based on five issues, one of then the infrastructure. This thesis aimed in analyzing the influence that the infrastructure characteristics have on road safety and to check the evolution of the incidence and severity of accidents over the years. Traffic accident data were analyzed on some streets of Uberlândia, MG, and the infrastructure characteristics, that is, the current geometry and what changes were implemented in recent years. By calculating the Pearson’s coefficient, it was verified if there were a correlation between variation in the number of accidents with severity, changes in the road infrastructure, and variation of vehicular flow. In general, changes in the infrastructure of the analyzed streets, such as increased the number of lanes of traffic, reduced speed limit, construction of overpasses, and structural bus corridor deployment caused a decreasing in the number of accidents and severity. / Dissertação (Mestrado)