Search Results (7)

Despite local and national road authorities striving to provide motorists with a durable and safe infrastructure environment, one in six UK roads are currently classed as being in poor condition. In terms of safety, Department for Transport statistics report high numbers of road incidents; 29,711 killed or seriously injured in 2023, representing little change compared to 2022. As such, reported in this paper is research aimed at developing artificial geopolymer cement mortar-based aggregate as a cost/environmentally attractive alternative to calcined bauxite for high friction surfacing applications. Work was undertaken in two distinct phases. In the first, the performance of alkali silicate-based geopolymers comprising a range of industrial wastes as binder materials was assessed using modified versions of standardized polished stone value and micro-Deval tests. In phase two, selected mixes were assessed for resistance to simulated wear by exposing test specimens to 20,000-wheel passes on an accelerated road test machine. Performance was further investigated using a dynamic friction test method developed by the Indiana Department of Transportation. Despite commercially sourced calcined bauxite aggregates exhibiting the highest performance levels, the findings from this preliminary research were generally positive, with acceptable levels of performance noted for manufactured geopolymer-based aggregates. For instance, in accordance with recommended levels of performance prescribed in BBA/HAPPAS standards, this included attainment of polished stone values higher than 65 and, following accelerated road testing, average texture depths greater than 1.1 mm. It is recognized that further research is needed to investigate geopolymer binder systems and blends of aggregate types, as well as artificial aggregate manufacturing procedures. Full article

Urban transport contributes more than a quarter of the global greenhouse gas emissionns that drive climate change; it also produces significant air pollution emissions. Furthermore, vehicle collisions kill and seriously injure 1.35 and 60 million people worldwide, respectively, each year. This paper reviews how vehicle telematics can contribute towards safer, cleaner and more sustainable urban transport. Collection methods are reviewed with a focus on technical challenges, including data processing, storage and privacy concerns. We review how vehicle telematics can be used to estimate transport variables, such as traffic flow speed, driving characteristics, fuel consumption and exhaustive and non-exhaustive emissions. The roles of telematics in the development of intelligent transportation systems (ITSs), optimised routing services, safer road networks and fairer insurance premia estimation are highlighted. Finally, we outline the potential for telematics to facilitate new-to-market urban mobility technologies, signalised intersections, vehicle-to-vehicle (V2V) communication networks and other internet-of-things (IoT) and internet-of-vehicles (IoV) technologies. Full article

The present study investigated possible consequences for the number of killed and seriously injured (KSI) in traffic if trucking companies in Norway introduced the organisational safety management (OSM) measures in the stepwise approach called the “Safety Ladder” for road goods transport. The aim of the paper was to estimate the potential of OSM to prevent KSIs involving HGV drivers in Norwegian companies, given the current prevalence and effect. On the basis of these analytical steps, the present study concluded that OSM measures seem to provide an efficient approach to reduce the number of KSIs involving HGVs, especially as previous research indicates low implementation. The estimates in the example calculations varied between 7 and 52 KSI, which potentially can be avoided per year (retrospectively). Thus, OSM measures may reduce KSIs with a share of up to 51% of the total number of KSIs involving HGVs in Norway, when taking into consideration the known effects in robust studies and current prevalence of OSM. Full article

While absolute injury numbers are widely used as a road safety indicator, they do not fully account for the likelihood of an injury given a certain level of exposure. Adjusting crash and injury rates for travel exposure can measure the magnitude of travel activity leading to crash outcomes and provide a more comprehensive indicator of safety. Fatal and serious injury (FSI) numbers were adjusted by three measures of travel exposure to estimate crash and injury rates across nine travel modes in the Australian state of Victoria. While car drivers accounted for the highest number of injuries across the three modes, their likelihood of being killed or seriously injured was substantially lower than that of motorcyclists across all exposure measures. Cyclists accounted for fewer injuries than car passengers and pedestrians but had a higher risk per exposure. The results varied by both injury severity and exposure measure. The results of this study will assist with high level transport planning by allowing for the investigation of the changes in travel-related FSI resulting from proposed travel mode shifts driven by safety, environmental reasons or other reasons as part of the holistic goal of transforming the transport system to full compliance with Safe System principles. Full article

The study results serve as a reminder for parents, children, and drivers to be alert to the danger of traffic crashes on Halloween. The aim of this study was to examine whether Halloween is associated with a higher incidence of traffic injuries and whether traffic injuries sustained on Halloween are more severe than those sustained on other days. The U.K. STATS19 database, including the data of all road traffic crashes occurring from 1990 to 2017, was employed. A total of 73,587 pediatric traffic casualties (involving pedestrians, cyclists, and moped riders) were included. Between 17:00 and 19:00 (17:00~18:59) on Halloween, the number of casualties was higher than that on other public holidays and usual days. The logistic regression model revealed that, between 17:00 and 18:00 (17:00~17:59), the risk of being killed or seriously injured on Halloween was 34.2% higher (odds ratio = 1.342; 95% CI = 1.065–1.692) than that on other days. Pediatric crashes occurring on Halloween are associated with a higher number of injuries and increased injury severity. Full article

Background: Research suggests that drivers tend to engage in risk-taking behaviours on public holidays. Studies that examined the association between holidays (or other special days) and fatal injuries are inconsistent. This study used UK STATS19 data to investigate the associations of nine public holidays on road crash casualties. Methods: This retrospective study assessed UK STATS19 crash data for 1990–2017. All casualties from two vehicle crashes were initially considered; subsequently, casualties with missing data were excluded. Multiple logistic regression was estimated to explore the associations of potential risk factors with the likelihood of killed or seriously injured (KSI) casualties and to calculate adjusted odds ratios (AORs). Results: In total, 3,751,998 casualties from traffic accidents in the United Kingdom during 1990–2017 were included in the final data set; among these, 410,299 (10.9%) were KSI casualties, and 3,341,699 (89.1%) were slight injuries. Crashes on public holidays were 16% (AOR = 1.16; 95% confidence interval [CI] = 1.13–1.19) more likely to involve KSI casualties than were crashes on non-holidays. With other factors controlled for, crashes during the Queen’s 2002 Golden Jubilee and on New Year’s Day were 48% (AOR = 1.48; 95% CI = 1.06–2.07) and 36% (AOR = 1.36; 1.26–1.48) more likely to lead to KSIs, respectively. Conclusions: The proportion of crashes resulting in KSI casualties on public holidays was higher than that on non-holidays. Furthermore, crashes during the Queen’s 2002 Golden Jubilee had the highest risk of KSI casualties followed by New Year’s Day. Full article

This study analyses factors associated with cyclist injury severity, focusing on vehicle type, route environment, and interactions between them. Data analysed was collected by Spanish police during 2016 and includes records relating to 12,318 drivers and cyclist involving in collisions with at least one injured cyclist, of whom 7230 were injured cyclists. Bayesian methods were used to model relationships between cyclist injury severity and circumstances related to the crash, with the outcome variable being whether a cyclist was killed or seriously injured (KSI) rather than slightly injured. Factors in the model included those relating to the injured cyclist, the route environment, and involved motorists. Injury severity among cyclists was likely to be higher where an Heavy Goods Vehicle (HGV) was involved, and certain route conditions (bicycle infrastructure, 30 kph zones, and urban zones) were associated with lower injury severity. Interactions exist between the two: collisions involving large vehicles in lower-risk environments are less likely to lead to KSIs than collisions involving large vehicles in higher-risk environments. Finally, motorists involved in a collision were more likely than the injured cyclists to have committed an error or infraction. The study supports the creation of infrastructure that separates cyclists from motor traffic. Also, action needs to be taken to address motorist behaviour, given the imbalance between responsibility and risk. Full article