Motorised countries have more fatal road crashes in rural areas than in urban areas. In Australia, over two thirds of the population live in urban areas, yet approximately 55 percent of the road fatalities occur in rural areas (ABS, 2006; Tziotis, Mabbot, Edmonston, Sheehan & Dwyer, 2005). Road and environmental factors increase the challenges of rural driving, but do not fully account for the disparity. Rural drivers are less compliant with recommendations regarding the “fatal four” behaviours of speeding, drink driving, seatbelt non-use and fatigue, and the reasons for their lower apparent receptivity for road safety messages are not well understood. Countermeasures targeting driver behaviour that have been effective in reducing road crashes in urban areas have been less successful in rural areas (FORS, 1995). However, potential barriers to receptivity for road safety information among rural road users have not been systematically investigated. This thesis aims to develop a road safety countermeasure that addresses three areas that potentially affect receptivity to rural road safety information. The first is psychological barriers of road users’ attitudes, including risk evaluation, optimism bias, locus of control and readiness to change. A second area is the timing and method of intervention delivery, which includes the production of a brief intervention and the feasibility of delivering it at a “teachable moment”. The third area under investigation is the content of the brief intervention. This study describes the process of developing an intervention that includes content to address road safety attitudes and improve safety behaviours of rural road users regarding the “fatal four”. The research commences with a review of the literature on rural road crashes, brief interventions, intervention design and implementation, and potential psychological barriers to receptivity. This literature provides a rationale for the development of a brief intervention for rural road safety with a focus on driver attitudes and behaviour. The research is then divided into four studies. The primary aim of Study One and Study Two is to investigate the receptivity of rural drivers to road safety interventions, with a view to identifying barriers to the efficacy of these strategies.

The aim of my graduation theses is to project a rural road in two variations. The first variation was solved in an existing position. Rural roads are one of the most important parts of complex land consolidation. Road network create an organization of land resources. In other part they ensure an entrance to agricultural holdings. They can perform for example a function of soil protection from erosion and tourist function. Rural roads have to be harmoniously integrated into a landscape. The basis for my project is map with ratio scale 1:5 000. I projected a location of a rural road into a map at first. Then I created a general longitudinal profile for both variations. For the second variation was created also a detailed longitudinal profile. I projected a composition of a construction of a road, what is shown in a cross section. Rural roads have to be projected to minimalize earthmoving, because it causes high costs. Another aspect of projecting rural roads is, that they have to be integrated into a landscape.

No description available.

In Spain, the presence of sport and recreational cyclists on rural roads has increased notably in recent years. In fact, the number offederation licences reached 75,638 cyclists and 3,634 cycling clubs in 2020. As the number of cyclists on these roads has increased, so has the number of accidents. Despite regulations, information campaigns and measures t.aken by the Spanish Directorate-General for Traffic in recent years, the number of crashes involving cyclists in rural environments remains plateaued at near 50 cyclist fatalities per year. Most Spanish rural roads do not have specifi.c infrastructure for cyclists - e.g. cycle lanes. Theo. cyclists and drivers share the road and interact; being the overtaking manoeuvre one of the most dangerous interactions. These interactions imply risk of rear-end and side-on collisions with cyclists and head-on collisions with oncoming vehicles during the overtaking manoeuvre. Since traffic crashes and risk exposure are highly correlated, every interaction between cyclists and/or with motorised vehicles increases the likelihood of a traffic crash. Consequently, to properly assess road safety on rural roads, an adequate estimation of cycle volume is needed. On the other band, cyclists may ride in groups in different confi.gurations (in-line or two-abreast), which can also affect the traftic operation by creating queues and increasing the delay time of m.otorised vehicles. Therefore, determining the volume of cyclists on a rural road segment is a necessary challenge in order to integrate them into safety and traffic operation analyses. Cycle volume is of great interest for many applications. In fact, knowing the spatial and temporal distribution of cycle volume across a road network. can help engineers to plan and manage these roads, improving road safety and traffic operation. Furthermore, knowing cycle volume can also help motorised drivers. Waming drivers about the presence of cycl:ists before reaching them improves road safety, as drivers can adapt their behaviour to interact with cyclists more safely. One tool to inform drivers of the presence of cyclists in this environment is the use of vertical signs. These systems have evolved in recent years, from simple static signs (infomring ofthe possible presence of cyclists), to the implementation of active and intelligent signs. Active or dyn.amic signs alert drivers about the presence of cyclists in real time, raising their level of attention. This is extremely important, since driver inattention or speeding was present in half of crashes involving cyclists on Spanish rural roads. There are many technologies for cyclist detection. Most of them have been used in urban areas, where cyclists have specific facilities. However, rural roads present particu1arities duc to the type of infrastructure, users, and how they interact. For this reason, the main objective of this study is to analyse what challenges existing counting systems must overcome in order to be effective on rural environment. The analysis will consider the particular characteristics of the phenomenon tobe detected, both the characteristics ofthe cyclists themselves and of the road.

京都大学 / 新制・課程博士 / 博士(地域研究) / 甲第25414号 / 地博第332号 / 新制||地||130(附属図書館) / 京都大学大学院アジア・アフリカ地域研究研究科アフリカ地域研究専攻 / (主査)准教授 金子 守恵, 教授 大山 修一, 准教授 原田 英典, 教授 高田 明 / 学位規則第4条第1項該当 / Doctor of Area Studies / Kyoto University / DGAM

This diploma thesis deals with usage and processing historical maps. The main attention was given to the maps of Stable Cadaster and Land Cadaster, which are mostly used for this purpose. The part of the cadastral unit Dříteň {--} Velice was chosen as given locality, where was realized the land adjustment.

This is a case study of a rural school in the Moloto area. The objective of the enquiry is to explore the responses of children to road safety input that they receive at school. Children’s experiences as road users were gathered through intensive interviews with them, their parents and teachers and corroborated by my observation of children using the Moloto road and other arterial roads in the village. The study was informed by the interpretivist paradigm. Road safety education is part of the mainstream curriculum in South African schools but the environment for delivering it effectively is counterproductive in a school that lacks resource materials and trained teachers. The little that is taking place, as the study shows, is class-based, lacks context and focuses on teaching pedestrian skills with no practical input. The community’s unsafe road use behaviour of walking in the middle of the road and crossing the road everywhere undermines whatever road safety skills children might have learnt at home or at school. Key findings of the study are: children’s development of pedestrian skills; children’s constructions of road safety knowledge and their value of life and road signs; the negative influence of the unsafe “road environment”; and children’s attitude to road safety. Although children theoretically know what to do when using the road, in practice they do not show safe road use behaviour. Their construction of road safety knowledge is mainly informed by the practices of the broad community. This paradox between what the literature prescribes, what the national curriculum entails and what the children apply in their everyday use of the roads is the main finding of the study. Although children are enthusiastic about road safety education the same cannot be said about the teachers who are demoralised and not sure whether what they are doing is right or wrong. However, the children understand the value of life and the danger of using the road infrastructure recklessly even though their road use behaviour suggests otherwise. The low level of formal education among parents and the lack of support for teachers from road safety officers do not help the situation. Effective road safety education delivery depends on a number of variables or factors. Where these conditions are not available, the whole process becomes a futile exercise. In conclusion, road safety education can be summarised as a process with sequenced goals: The provision of information about injury risks and how to avoid them, changing attitudes towards risk and safety, and altering behaviour. Training should include the development of clearly defined pedestrian skills through guidance by a more skilled individual and practice in the road environment. Education can thus underpin both legislative and environmental measures by creating a climate of opinion that enhances a culture of safety which is not evident in the Moloto community. It will take political will and resource allocation for road safety education for any meaningful impact to be made in delivering road safety education and pedestrian skills effectively in a rural school like the Moloto primary school in Mpumalanga. / Thesis (PhD)--University of Pretoria, 2010. / Early Childhood Education / unrestricted

Die Dissertationsschrift enthält die Entwicklung eines Verfahrens zur Bewertung der Verkehrssicherheit von Streckenabschnitten auf Landstraßen außerhalb von Knotenpunkten. Dabei liegt das Augenmerk auf der Abbildung von Sicherheitsgraden maßgebender Querschnitte und der Identifikation und Quantifizierung von einflussnehmenden Merkmalen. Das Verfahren stellt einen Bezug zu den aktuellen Entwurfsrichtlinien für die Anlage von Landstraßen dar und verknüpft die Bewertungsmethodik mit den Zielen zukünftiger Bewertungsverfahren, wie sie im Entwurf des Handbuchs zur Bewertung der Verkehrssicherheit von Straßen enthalten sind. Grundlage bilden die Daten eines ca. 3.600 km umfangreichen Streckenkollektivs. Beruhend auf den Erkenntnissen der Literaturanalyse erfolgen die Einteilung des Streckenkollektivs in Netzelemente, die Festlegung und Kategorisierung mutmaßlicher Merkmale sowie die Klassifizierung von vier Bewertungsfällen. Die Anwendung Verallgemeinerter Linearer Modelle zur Beschreibung der Unfallhäufigkeit in Abhängigkeit verschiedener Variablen stellt eine Möglichkeit dar, Einschränkungen monokausaler Sicherheitsuntersuchungen aufzulösen. Darüber hinaus bietet das Verfahren die Möglichkeit, das Unfallgeschehen in einen nicht vermeidbaren – dieser entspricht einem Grundniveau – und einen vermeidbaren Teil – Zuschläge aufgrund von Defiziten und Streckeneigenschaften – zu unterscheiden. Im Rahmen einer vergleichenden Unfallanalyse erfolgt die räumliche Abgrenzung von Knotenpunkten, Einflussbereichen und der Freien Strecke. Plangleiche Knotenpunkte weisen eine feste Länge auf, während die Länge der Einflussbereiche variiert. Im ersten Teil der Analyse werden zur Beschreibung der Unfallhäufigkeit der Freien Strecke zwei Ansätze betrachtet. Sowohl für den Ansatz nach Unfallschwere als auch nach Unfalltyp erfolgte eine differenzierte Modellbildung auf Basis mehrerer Teilkollektive je Bewertungsfall. Dies erlaubt eine feinere Verknüpfung von Ursache und Wirkung. Allen Modellen liegt eine Prüfung auf allgemeine Anwendbarkeit zugrunde. Im Vergleich beider Ansätze zeigt sich, dass die unfalltypenfeine Betrachtung eine deutlichere konfliktbezogene Tiefe zwischen streckencharakteristischen Merkmalen und der Unfallhäufigkeit zulässt. Als maßgebend einflussnehmende Merkmale gelten neben der Relationstrassierung und der Querschnittsausprägung auch die Seitenraumgestaltung. Der ermittelte nichtlineare Zusammenhang zwischen Unfallgeschehen und Verkehrsstärke hat zur Folge, Zuschläge als Anteilswert bezüglich des Grundniveaus zu betrachten. Es existieren verschiedene Arten von Zuschlägen. Deren ermittelte Größenordnung variiert in Abhängigkeit von der Merkmalausprägung und der Verkehrsstärke. Im Resultat liegen für alle Bewertungsfälle ein monetär bewertetes Sicherheitsgrundniveau und Zuschlagstabellen vor. Zweiter Bestandteil der Analyse stellt die Bewertung der Einflussbereiche dar. Diese entsprechen dem Bindeglied zwischen den Streckenübergängen und der Freien Strecke. Unter der Annahme, dass die Verkehrssicherheit in diesen Bereichen sowohl von Merkmalen des Streckenübergangs als auch der Freien Strecke beeinflusst wird, erfolgt die Identifikation maßgebender Merkmale, welche den Streckenübergang charakterisieren. Im Resultat werden Einflussfaktoren ermittelt, die den Sicherheitsgrad von Freier Strecke und Einflussbereich ins Verhältnis setzen. Die Bewertung erfolgt ebenfalls auf Basis multipler Regres-sionen typendifferenzierter Unfallkollektive. Es zeigt sich, dass das Verhältnis für einige Arten von Übergängen eine Abhängigkeit von der Verkehrsstärke aufweist. Die Ergebnisse beider Analyseschritte münden in der Bereitstellung eines Verfahrens, welches die Sicherheitsanalyse von Streckenabschnitten unter gegebenen Randbedingungen ermöglicht und einen Variantenvergleich erlaubt.

El presente proyecto de investigación propone: el diseño de la trocha carrozable que une dos caseríos: Nuevo oriente y Dos de mayo, ubicados en el distrito y provincia de San Ignacio, departamento de Cajamarca. El proyecto en mención tiene como objetivo principal reducir la carencia de comunicación que se produce debido a la falta de vías de acceso, en los aspectos económicos, culturales, salud y educación. Se hizo uso de información teórica, del reglamento vigente y se desarrolló estudios de campo para este tipo de proyectos. Finalmente, se detalla el procedimiento para este fin y se dan a conocer los resultados. La tesis se desarrolló en cuatro fases: FASE I: Reconocimiento del terreno de estudio y obtención de datos FASE II: Se llevó a cabo trabajo de campo (topografía, estudio de tráfico, etc…) FASE III: Análisis y evaluación de resultados y elaboración de planos. FASE IV: Conclusiones del proyecto. / This research proposes the design of the unimproved dirt road that connects Nuevo Oriente with Dos de Mayo, which are two villages located in the district and province of San Ignacio in Cajamarca. The study aims at reducing the lack of communication due to deficiency of access routes in the economic, cultural, health and education fields. Theoretical information was developed and the current regulations were used for this type of research, as well as the studies carried out for the design of the mentioned unimproved dirty road. Then, the procedure for this purpose is detailed, the results are released once the necessary procedures for the design of the Nuevo Oriente - Dos de Mayo unimproved dirty road are carried out. The research was carried out in four phases: Phase I: study area reconnaissance and data collection Phase II: studies were carried out (topographical survey, routes, etc...) Phase III: analysis and evaluation of results and drawing up of plans. Phase IV: Research conclusions.