scholarly journals A CASE STUDY OF IDENTIFY IMPORTANCE OF LAND USE PLANNING IN ROAD SAFETY, BENIDORM

2016 ◽  
Author(s):  
Juan Carlos Sánchez Galiano ◽  
Jairo Casares Blanco ◽  
Patricia Fernández Aracil ◽  
Armando Ortuño Padilla
Keyword(s):  
Land Use ◽  
Land Use Planning ◽  
Urban Form ◽  
Road Safety ◽  
Negative Binomial ◽  
Motor Vehicle ◽  
Road Accident ◽  
Motor Vehicle Crash ◽  
Urban Density ◽  
Crash Data

This research analyses how urban form, land use and urban density, may influence the incidence of traffic-related crashes injuries and deaths. It begins with a theoretical overview of studies which deal with the study of the relationship between urban patterns and road safety. Next, it details the development of a database of crash incidence and urban form at the district level for the city of Benidorm (Alicante, Spain) in 2010. Subsequently, it is developed a negative binomial approach for intra-city motor vehicle crash analysis. One-year crash data for Benidorm (the fourth largest tourism destination of Spain, after Barcelona, Madrid and San Bartolomé de Tirajana, and exclusively tourist-oriented city) are analyzed using a geographic information system (GIS) to generate relevant inputs for the analysis. In general, the study finds that a strong land use mix results on fewer road accidents, whereas accidents are more common but less severe in areas of high urban density. Finally, pedestrian accidents research showed that rural and low density environment is related to an important road accident numbers unlike tourism-oriented zones, much more safe for them. Based on these findings, the paper discusses the implications for urban design practice.DOI: http://dx.doi.org/10.4995/CIT2016.2016.3429

Experimental Application of Global Positioning system To Locate Motor Vehicle Crashes: Impact on Time and Accuracy

1998 ◽  
Vol 1625 (1) ◽  
pp. 41-49 ◽  
Author(s):  
John S. Miller ◽  
Duane Karr
Keyword(s):  
Global Positioning System ◽  
Human Error ◽  
Motor Vehicle ◽  
Motor Vehicle Crash ◽  
Positioning System ◽  
Gps Receivers ◽  
Crash Data ◽  
Vehicle Crash ◽  
Global Positioning ◽  
Conventional Methods

Motor vehicle crash countermeasures often are selected after an extensive data analysis of the crash history of a roadway segment. The value of this analysis depends on the accuracy or precision with which the crash itself is located. yet this crash location only is as accurate as the estimate of the police officer. Global Positioning System (GPS) technology may have the potential to increase data accuracy and decrease the time spent to record crash locations. Over 10 months, 32 motor vehicle crash locations were determined by using both conventional methods and hand-held GPS receivers, and the timeliness and precision of the methods were compared. Local crash data analysts were asked how the improved precision affected their consideration of potential crash countermeasures with regard to five crashes selected from the sample. On average, measuring a crash location by using GPS receivers added up to 10 extra minutes, depending on the definition of the crash location, the technology employed, and how that technology was applied. The average difference between conventional methods of measuring the crash location and either GPS or a wheel ranged from 5 m (16 ft) to 39 m (130 ft), depending on how one defined the crash location. Although there are instances in which improved precision will affect the evaluation of crash countermeasures, survey respondents and the literature suggest that problems with conventional crash location methods often arise from human error, not a lack of precision inherent in the technology employed.

Children, Adolescents, and Advertising

PEDIATRICS ◽  
1995 ◽  
Vol 95 (5) ◽  
pp. 708-708
Author(s):  
Keyword(s):  
Traffic Safety ◽  
Reporting System ◽  
Motor Vehicle ◽  
Motor Vehicle Crash ◽  
Policy Statement ◽  
Washington Dc ◽  
Department Of Transportation ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
Crash Data

The following is a correction to the AAP Policy Statement entitled "Childen, Adolescents, and Advertising" that appeared in the February 1995 issue of Pediatrics (1995:95:295-297). Under the heading entitled Beer and Wine on page 296, the statistic should have read "In 1993, 3137 young people who were 16 to 24 years of age died in alcohol-related motor vehicle crashes." Also, on page 297, Reference 19 should be changed to the following: National Center for Statistics and Analysis. National Highway Traffic Safety Administration. Traffic Safety Facts 1993: A Compilation of Motor Vehicle Crash Data From the Fatal Accident Reporting System and the General Estimates System. Washington, DC: National Center for Statistics and Analysis; 1993. US Department of Transportation publication DOT HS 808 169.

Market Cities, People Cities

2018 ◽  
Author(s):  
Kevin T. Smiley
Keyword(s):  
Land Use ◽  
Social Change ◽  
Land Use Planning ◽  
Urban Form ◽  
Free Market ◽  
Critical Role ◽  
Decentralized Governance ◽  
The City

Cities are diverging in our contemporary era. Specifically, we use our analysis of Copenhagen and Houston to argue that cities exist for one of two reasons: for markets or for people. Market Cities (such as Houston) are dedicated to an unfettered free market ethos, individualism, and tolerance of high levels of inequality and decentralized governance, among other characteristics. By contrast, People Cities (such as Copenhagen) have a much greater collective ideal that drives the city toward attenuating inequality, strengthening government, and sanctioning “people-focused” policies and urban form. The first four chapters of the book showcase “how it happens” by introducing the perspective and studying the histories of the cities. We also showcase how government deeply shapes each type of city as well as the critical role that residents play in underpinning or contesting their city. The second part of the book (chapters 5 through 9) investigates “why it matters.” We discuss the implications of living in a Market City or People City for transportation, land-use planning, the environment, diversity, inequality, segregation, crime, and immigration. We also extend our perspective to a wider range of cities, making suggestions on how to apply the ideas presented in the book. Finally, we conclude by discussing how social change within the city might occur and best be accomplished.

scholarly journals A Decision-Making Tool for Urban Planners: A Framework to Model the Interdependency among Land Use, Accessibility, Density, and Surface Runoff in Urban Areas

2022 ◽  
Vol 14 (1) ◽  
pp. 522
Author(s):  
Samith Madusanka ◽  
Chethika Abenayake ◽  
Amila Jayasinghe ◽  
Chaminda Perera
Keyword(s):  
Land Use ◽  
Land Use Planning ◽  
Surface Runoff ◽  
Urban Form ◽  
Urban Areas ◽  
Structural Equation ◽  
Development Planning ◽  
Policy Implications ◽  
Equation Modeling ◽  
Variable Surface

The purpose of this study was to evaluate the four-dimensional relationship between land use, accessibility, density, and surface runoff in urban areas. In contemporary literature, a series of studies have been conducted that extensively discuss the natural components associated with the surface runoff in urban areas. However, the dynamic and complex dimensions of the urban form, such as land use, accessibility, and density, are yet to be fully understood. In this study, a 4D diagram was utilized to identify relationships between dimensions, in addition to decision tree analysis, to explore the structural flow between selected variables. Furthermore, a structural equation modeling (SEM) approach was employed with the purpose of investigating the direct, indirect, and moderating effects on the targeted dependent variable, surface runoff. The results of the analysis reported a strong correlation between land use, accessibility, density, and surface runoff, with an R-squared value of 0.802, which indicates an acceptable model accuracy by the international standard. A positive relationship between the four dimensions was indicated by the higher accessibility; the higher density in terms of a higher floor space index (FSI), ground space index (GSI), and open space; the building height of the adjacent buildings; the higher diversity of the land use; and the higher surface runoff. Accordingly, the findings of the study offer policy implications in the fields of land use planning, zoning regulations and overall urban development planning towards achieving climate resilient cities.

Evaluation of Lane Reduction “Road Diet” Measures on Crashes and Injuries

2002 ◽  
Vol 1784 (1) ◽  
pp. 80-90 ◽  
Author(s):  
Herman F. Huang ◽  
J. Richard Stewart ◽  
Charles V. Zegeer
Keyword(s):  
Negative Binomial ◽  
Motor Vehicle ◽  
Motor Vehicle Crashes ◽  
Separate Analysis ◽  
Vehicle Crashes ◽  
Significant Treatment ◽  
Crash Data ◽  
Before And After ◽  
Vehicle Capacity ◽  
Matched Comparison

“Road diets” are often conversions of four-lane undivided roads into three lanes (two through lanes plus a center turn lane). The fourth lane may be converted to bicycle lanes, sidewalks, or on-street parking. Road diets are sometimes implemented with the objective of reducing vehicle speeds as well as the number of motor vehicle crashes and injuries. A study was conducted to investigate the actual effects of road diets on motor vehicle crashes and injuries. Twelve road diets and 25 comparison sites in California and Washington cities were analyzed. Crash data were obtained for these road diet (2,068 crashes) and comparison sites (8,556 crashes). A “before” and “after” analysis using a “yoked comparison” study design found that the percent of road diet crashes occurring during the “after” period was about 6% lower than that of the matched comparison sites. However, a separate analysis in which a negative binomial model was used to control for possible differential changes in average daily traffic, study period, and other factors indicated no significant treatment effect. Crash severity was virtually the same at road diets and comparison sites. There were some differences in crash type distributions between road diets and comparison sites, but not between the “before” and “after” periods. Conversion to a road diet should be made on a case-by-case basis in which traffic flow, vehicle capacity, and safety are all considered. It is also recommended that the effects of road diets be further evaluated under a variety of traffic and roadway conditions.

scholarly journals Police Reporting of Pedestrians and Bicyclists Treated in Hospital Emergency Rooms

1998 ◽  
Vol 1635 (1) ◽  
pp. 88-92 ◽  
Author(s):  
Jane C. Stutts ◽  
William W. Hunter
Keyword(s):  
New York ◽  
Emergency Room ◽  
Motor Vehicle ◽  
The State ◽  
Motor Vehicle Crash ◽  
Emergency Rooms ◽  
Hospital Emergency ◽  
Crash Data ◽  
Additional Information ◽  
Police Reporting

Drawing on a study of injured pedestrians and bicyclists treated at hospital emergency rooms in California, New York, and North Carolina, an attempt was made to match the emergency room cases to state motor vehicle crash data, and to analyze the factors associated with the occurrence of a match. The purpose is to (1) provide additional information on the likely level of underreporting of pedestrian– and bicycle–motor vehicle collisions on state crash files and (2) examine whether cases that are reported differ in any systematic way from those that are not reported. A total of 388 pedestrian– and 255 bicycle–motor vehicle cases were available for inclusion in the analysis, with 56 percent of the pedestrian and 48 percent of the bicycle cases matched to state crash files. After adjusting for other potential confounders, pedestrians who were hospitalized or killed were 1.3 times more likely to be reported on the state crash files than were pedestrians receiving emergency room treatment only; those struck in the roadway were 1.7 times more likely to be reported than those struck in nonroadway locations; and those ages 15 to 24 were 70 percent less likely to be reported than pedestrians of all other ages. In contrast, the only factor found to be associated with police reporting of bicycle–motor vehicle crashes was the severity level of the injury: bicyclists who were hospitalized or killed were 1.4 times more likely to be reported on the state crash files than were bicyclists receiving emergency room treatment only.

Effects of Varying Dispersion Parameter of Poisson–Gamma Models on Estimation of Confidence Intervals of Crash Prediction Models

2008 ◽  
Vol 2061 (1) ◽  
pp. 46-54 ◽  
Author(s):  
Srinivas Reddy Geedipally ◽  
Dominique Lord
Keyword(s):  
Confidence Intervals ◽  
Negative Binomial ◽  
Prediction Models ◽  
Motor Vehicle ◽  
Dispersion Parameter ◽  
Transportation Safety ◽  
Dispersion Parameters ◽  
Crash Data ◽  
Varying Dispersion ◽  
Using Data

In estimating safety performance, the most common probabilistic structures of the popular statistical models used by transportation safety analysts for modeling motor vehicle crashes are the traditional Poisson and Poisson–gamma (or negative binomial) distributions. Because crash data often exhibit overdispersion, Poisson–gamma models are usually the preferred model. The dispersion parameter of Poisson–gamma models had been assumed to be fixed, but recent research in highway safety has shown that the parameter can potentially be dependent on the covari-ates, especially for flow-only models. Given that the dispersion parameter is a key variable for computing confidence intervals, there is reason to believe that a varying dispersion parameter could affect the computation of confidence intervals compared with confidence intervals produced from Poisson–gamma models with a fixed dispersion parameter. This study evaluates whether the varying dispersion parameter affects the computation of the confidence intervals for the gamma mean (m) and predicted response (y) on sites that have not been used for estimating the predictive model. To accomplish that objective, predictive models with fixed and varying dispersion parameters were estimated by using data collected in California at 537 three-leg rural unsignalized intersections. The study shows that models developed with a varying dispersion parameter greatly influence the confidence intervals of the gamma mean and predictive response. More specifically, models with a varying dispersion parameter usually produce smaller confidence intervals, and hence more precise estimates, than models with a fixed dispersion parameter, both for the gamma mean and for the predicted response. Therefore, it is recommended to develop models with a varying dispersion whenever possible, especially if they are used for screening purposes.

Safety Performance of Rural Offset-T Intersections

2020 ◽  
pp. 036119812096109
Author(s):  
Anthony Ingle ◽  
Timothy J. Gates
Keyword(s):  
Rural Areas ◽  
Negative Binomial ◽  
Motor Vehicle ◽  
Separation Distance ◽  
Safety Performance ◽  
Mixed Effect ◽  
Crash Data ◽  
Offset Distance ◽  
Crash Modification Factors ◽  
Crash Types

Offset-T intersections represent a special geometric configuration where two three-leg intersections adjoin the major road from opposite directions within a short separation distance. The prevalence of offset-T intersections in rural areas coupled with the lack of research evaluating their safety performance led to the development of a series of safety performance functions for rural stop-controlled intersections that considered the effects of the offset direction and separation distance. In addition, crash modification factors (CMFs) were developed to estimate the change in crash frequency associated with converting a rural offset-T intersection into a conventional four-leg intersection. A series of mixed-effect negative binomial models for crash occurrence was generated based on 10 years of crash data from a sample of 299 offset-T intersections and 301 four-leg intersections with minor stop control along rural two-lane highways in Michigan. Compared with conventional four-leg intersections, offset-T intersections exhibited 35% more crashes regardless of the offset distance or direction. Considering crash types, single motor vehicle crashes occurred more frequently at offset-T intersections, and increased as the offset distance increased. Rear-end crashes also occurred more frequently at offset-T intersections, with left offsets having greater crash occurrence than right offsets. However, angle crashes were 40%–69% lower at offset-T intersections because of the elimination of the direct crossing maneuver. Considering the ranges of offset distance and direction utilized within this study, the total (non-animal) CMF for converting an offset-T into a four-leg intersection was 0.74.

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