No Turns Allowed: Controlling Vehicles Turning in Front of Light Rail Vehicles

2000 ◽  
Vol 1704 (1) ◽  
pp. 85-89 ◽  
Author(s):  
José I. Farrán
Keyword(s):  
Traffic Control ◽  
Motor Vehicle ◽  
Motor Vehicle Accident ◽  
High Capacity ◽  
Urban Environments ◽  
Motor Vehicles ◽  
Light Rail ◽  
Right Of Way ◽  
Accident Data ◽  
Mode Of Transportation

A key attribute of light rail transit (LRT) is its ability to integrate well into urban environments, sharing the public right-of-way with motor vehicles, bicycles, and pedestrians. This characteristic has made LRT very successful in urban corridors that require a high-capacity mode of transportation operating in a shared (on-street or mall) right-of-way environment. Although LRT is an inherently safe mode of transportation, accidents do occur. Such accidents negatively affect not only the parties involved, but also the operation of the entire LRT system and the reputation of the transit property. LRT accident data indicate that the most prevalent type of light rail vehicle (LRV)-motor vehicle accident occurs when motor vehicles turn left or right across LRT tracks and collide with an LRV rapidly approaching the intersection. Five of the most-common types of such accidents are identified, and traffic control devices and techniques are recommended to improve safety by conveying to the motorist the higher level of risk in violating a left or right turn signal prohibition.

Complex Solution of Ecological and Economic Problems of Traffic Jams

2019 ◽  
pp. 6-15
Author(s):  
Oleksandr M. Matsenko ◽  
Yaroslav S. Kovalev ◽  
Olena M. Tkachenko ◽  
Yaroslava V. Chorna
Keyword(s):  
Traffic Control ◽  
Motor Vehicle ◽  
Motor Vehicles ◽  
Water Runoff ◽  
Negative Consequences ◽  
Traffic Lights ◽  
Economic Problems ◽  
Traffic Jams ◽  
Economic Sphere ◽  
Flows Over Time

The article explores the congestion level in traffic of motor vehicles and its negative environmental and economic consequences in case of Kiev. The amount of pollution from traffic jams in Kiev and the number of vehicles which got into them in 2009-2018 is analyzed. The loss of earnings on the side of automobile owners from their standby are calculated with corresponding quantitative expressions found and described. For the course of the research, the methods of system-structural and comparative analysis were used for analyzing the environmental and economic problems of modern automobile systems; methods of formal logical analysis were used for substantiating the innovative infrastructure of transport routes. Separately economic and statistical methods were used in the study for trends development, structure analysis, and estimation of the influence of road congestion on the environmental and economic sphere. Pearson test has indicated a close relationship between the number of cars in Kiev and the number of values from traffic jams in environmental and economic sphere. Solutions to this problem are offered in forms of automated traffic control systems, improvisation of organizational and technical methods for the distribution of traffic flows over time, namely reverse traffic, road junctions, smart traffic lights, road extension, and the transition to alternative modes of transport. In all countries of the world there are new research methods that affect pollutants from motor vehicles. It is proved that they are forced by the recipients. In addition, landscaping can improve landscape design, reduce greenhouse gas emissions, surface water runoff and noise pollution. In this regard the policy implication of the research are aimed to eliminate the negative consequences from the use of vehicles during traffic jams, and the necessary number of trees for planting in Kiev is calculated. Key words: motor transport, congestion, traffic jam, motor vehicle, greening, compensation effect, lost profits, losses.

Correlating Geographic Location with Incidence of Motor Vehicle–Induced Pedestrian Injury

2018 ◽  
Vol 84 (6) ◽  
pp. 1049-1053 ◽  
Author(s):  
Neal Bhutiani ◽  
Keith R. Miller ◽  
Matthew V. Benns ◽  
Nicholas A. Nash ◽  
Glen A. Franklin ◽  
...  
Keyword(s):  
Household Income ◽  
Motor Vehicle ◽  
Motor Vehicle Accident ◽  
Multivariable Analysis ◽  
Geographic Location ◽  
Motor Vehicles ◽  
Median Household Income ◽  
Risk Of Death ◽  
Pedestrian Injury ◽  
The Impact

To date, no studies have examined the relationship between geographic and socioeconomic factors and the frequency of pedestrians sustaining traumatic injuries from a motor vehicle. The objective of this study was to analyze the impact of location on the frequency of pedestrian injury by motor vehicle. The University of Louisville Trauma Registry was queried for patients who had been struck by a motor vehicle from 2010 to 2015. Demographic and injury information as well as outcome measures were evaluated to identify those impacting risk of pedestrian versus motor vehicle accidents. Number of incidents was correlated with lower median household income. There was also a moderate correlation between the number of incidents and population density. Multivariable analysis demonstrated a significant association between increased median household income and distance from downtown Louisville and decreased risk of death following pedestrian versus motor vehicle accident. Incidence of pedestrian injury by motor vehicles is influenced by regional socioeconomic status. Efforts to decrease the frequency of these events should include further investigation into the mechanisms underpinning this relationship.

Relationship of Field Dependence and Motor-Vehicle-Accident Involvement

1970 ◽  
Vol 31 (1) ◽  
pp. 272-274 ◽  
Author(s):  
Richard M. Harano
Keyword(s):  
Field Dependence ◽  
Traffic Safety ◽  
Motor Vehicle ◽  
Motor Vehicle Accident ◽  
Motor Vehicles ◽  
Future Research ◽  
California Department ◽  
Research Survey ◽  
Vehicle Accident ◽  
Relationship Of

A group of 28 accident and 27 accident-free drivers were requested by the California Department of Motor Vehicles to participate in a Driver Research Survey, the purpose being to evaluate the relationship between field dependence and motor-vehicle-accident involvement. The multiple regression results indicated that field dependence was significantly related to accident involvement. The results suggest that measures of perceptual style such as field dependence may hold promise for future research in traffic safety.

scholarly journals Chronic Neck Pain Associated with an Old Odontoid Fracture: A Rare Presentation

2013 ◽  
Vol 2013 ◽  
pp. 1-4
Author(s):  
Mauricio Avila-Guerra
Keyword(s):  
Cervical Spine ◽  
Neurological Deficit ◽  
Motor Vehicle ◽  
Motor Vehicle Accident ◽  
Odontoid Fracture ◽  
Motor Vehicles ◽  
Rare Presentation ◽  
Cervical Spine Injuries ◽  
Wide Range ◽  
Spine Injuries

Cervical spine injuries represent a minority of injury cases in motor vehicles accidents but are a real threat to a patient’s life. In the wide range of cervical spine injuries, odontoid (dens) fractures represent the most common findings. These fractures are more usually found in the elderly population due to the changes associated with age. Neurological deficit is not frequently found in these injuries. The following is a case presentation of a chronic odontoid fracture with neurological deficit in a young man that was discovered 23 years after he sustained a motor vehicle accident.

Statistical adjustment for misclassification of seat belt and alcohol use in the analysis of motor vehicle accident data

2007 ◽  
Vol 39 (1) ◽  
pp. 117-124 ◽  
Author(s):  
Haifeng Guo ◽  
Kent M. Eskridge ◽  
Daniel Christensen ◽  
Ming Qu ◽  
Thomas Safranek
Keyword(s):  
Alcohol Use ◽  
Motor Vehicle ◽  
Motor Vehicle Accident ◽  
Seat Belt ◽  
Statistical Adjustment ◽  
Vehicle Accident ◽  
Accident Data

Child Restraint Law Effects on Motor Vehicle Accident Fatalities and Injuries: The New Mexico Experience

PEDIATRICS ◽  
1986 ◽  
Vol 78 (6) ◽  
pp. 1079-1084
Author(s):  
C. Mack Sewell ◽  
Harry F. Hull ◽  
John Fenner ◽  
Howard Graff ◽  
Jeffrey Pine
Keyword(s):  
New Mexico ◽  
Motor Vehicle ◽  
Motor Vehicle Accident ◽  
State Legislature ◽  
Injury Rates ◽  
Vehicle Accidents ◽  
Vehicle Accident ◽  
Accident Data ◽  
Child Restraint ◽  
Nonfatal Injury

The New Mexico State Legislature passed a child restraint law applicable to children less than 5 years of age that became effective in June 1983. To evaluate the effectiveness of this law, we analyzed traffic accident data for New Mexico from January 1981 through September 1984. During this period, there were 20,972 children younger than 5 years of age in motor vehicle accidents. Restraint usage increased for this age group from a low of about 10% in 1981 to more than 40% in 1984 (P < 10-6). Unrestrained children younger than 5 years of age were five times more likely to be killed and two times more likely to be injured than restrained children. Analysis of motor vehicle accident fatality and injury rates pre- and postlaw revealed a 33% reduction in motor vehicle accident fatality rates and a 12.6% reduction in nonfatal injury rates for children younger than 5 years. We conclude that (1) child restraint devices are effective in reducing motor vehicle accident fatalities and injuries in young children and (2) the child restraint law has been effective in increasing child restraint usage and in reducing childhood death and injury in New Mexico.

Evaluation of Shared-Use Facilities for Bicycles and Motor Vehicles

1997 ◽  
Vol 1578 (1) ◽  
pp. 111-118 ◽  
Author(s):  
David L. Harkey ◽  
J. Richard Stewart
Keyword(s):  
Motor Vehicle ◽  
Separation Distance ◽  
Urban Environments ◽  
Operating Conditions ◽  
Motor Vehicles ◽  
Vehicle Speed ◽  
Rural And Urban ◽  
Different Types ◽  
Measures Of Effectiveness ◽  
Bicycle Lane

This study was conducted for the Florida Department of Transportation with an objective of evaluating the safety and utility of shared-use facilities to provide engineers and planners comprehensive results that can be used in planning, designing, and constructing roadways to be shared by motorists and bicyclists. The results were developed from an analysis of observations of bicyclists and motorists interacting on different types of roadways. The evaluation included roadways with wide curb lanes, bicycle lanes, and paved shoulders. Locations from both rural and urban environments were included and varied in terms of motor-vehicle speed, traffic volume, lane width, and number of lanes. The operational measures of effectiveness used in evaluating the different types of facilities included ( a) lateral placement of the bicyclist, ( b) lateral placement of the motor vehicle, ( c) separation distance between the bicycle and the motor vehicle, and ( d) encroachments by the motorist or bicyclist during the passing maneuver. Results of the analysis showed that the type of facility (wide curb lane versus bicycle lane versus paved shoulder) does have a significant effect on the separation distance between bicyclists and motor vehicles; this distance ranged from 1.80 to 1.95 m (5.9 to 6.4 ft). The findings also indicated that paved shoulders and bicycle lanes generally result in similar interactions between motorists and bicyclists and that when compared with wide curb lanes they offer some distinct advantages to both user groups. The results also indicated that bicycle lanes as narrow as 0.92 m (3 ft) provide sufficient space for motorists and bicyclists to interact safely. At the same time, a 1.22-m (4-ft) wide bicycle lane tended to optimize operating conditions because there were very few differences in the measures of effectiveness when 1.22-m lanes were compared with wider lanes.

scholarly journals Survivability factors for Canadian cyclists hit by motor vehicles

2018 ◽  
Vol 3 (2) ◽  
pp. 27
Author(s):  
Simon Demers
Keyword(s):  
Traffic Control ◽  
Motor Vehicle ◽  
Age Groups ◽  
Motor Vehicles ◽  
Lasso Regression ◽  
Situational Variables ◽  
Vehicle Collision ◽  
Strong Winds ◽  
Selection Operator ◽  
Reported Data

Police-reported data from Transport Canada’s National Collision Database (NCDB) are analyzed with a view to identify and quantify various factors that can impact the survivability of cyclists involved in a motor vehicle collision. A Least Absolute Shrinkage and Selection Operator (LASSO) regression and a multiple imputation (MI) process address the variable selection and missing data problems, respectively. The resulting probabilistic model suggests that collision sur-vivability depends largely on the cyclist’s age and helmet usage. Survivability improves with age up to age 21, peaks for cyclists aged 21 to 34, and falls after age 35. Controlling for age and other factors, a bicycle helmet reduces the risk that a cyclist fatality will occur by approximately 34% (OR: 0.66, 95% CI: 0.56-0.78). Survivability in general, and the apparent safety benefits of bicycle helmets in particular, do not appear to depend on the sex of the cyclist once the type of collision and other factors are controlled for. Head-on and rear-end collisions tend to be more deadly. Certain environmental and situational variables, like strong winds and traffic control devices, also appear to impact survivability. There might be opportunities to sensitize cyclists of various age groups about the risks they are exposed to while cycling, and prevent or better protect cyclists from head-on and rear-end collisions.

Sign in / Sign up

Export Citation Format

Share Document