scholarly journals Evaluating the citywide Edinburgh 20mph speed limit intervention effects on traffic speed and volume: A pre-post observational evaluation

PLoS ONE ◽  
2021 ◽  
Vol 16 (12) ◽  
pp. e0261383
Author(s):  
Glenna F. Nightingale ◽  
Andrew James Williams ◽  
Ruth F. Hunter ◽  
James Woodcock ◽  
Kieran Turner ◽  
...  
Keyword(s):  
Road Traffic ◽  
Statistical Significance ◽  
Evidence Base ◽  
Time Of Day ◽  
Contributory Factor ◽  
Speed Limit ◽  
Volume Data ◽  
Speed Limits ◽  
Traffic Speed ◽  
The City

Objectives Traffic speed is important to public health as it is a major contributory factor to collision risk and casualty severity. 20mph (32km/h) speed limit interventions are an increasingly common approach to address this transport and health challenge, but a more developed evidence base is needed to understand their effects. This study describes the changes in traffic speed and traffic volume in the City of Edinburgh, pre- and 12 months post-implementation of phased city-wide 20mph speed limits from 2016–2018. Methods The City of Edinburgh Council collected speed and volume data across one full week (24 hours a day) pre- and post-20mph speed limits for 66 streets. The pre- and post-speed limit intervention data were compared using measures of central tendency, dispersion, and basic t-tests. The changes were assessed at different aggregations and evaluated for statistical significance (alpha = 0.05). A mixed effects model was used to model speed reduction, in the presence of key variables such as baseline traffic speed and time of day. Results City-wide, a statistically significant reduction in mean speed of 1.34mph (95% CI 0.95 to 1.72) was observed at 12 months post-implementation, representing a 5.7% reduction. Reductions in speed were observed throughout the day and across the week, and larger reductions in speed were observed on roads with higher initial speeds. Mean 7-day volume of traffic was found to be lower by 86 vehicles (95% CI: -112 to 286) representing a reduction of 2.4% across the city of Edinburgh (p = 0.39) but with the direction of effect uncertain. Conclusions The implementation of the city-wide 20mph speed limit intervention was associated with meaningful reductions in traffic speeds but not volume. The reduction observed in road traffic speed may act as a mechanism to lessen the frequency and severity of collisions and casualties, increase road safety, and improve liveability.

scholarly journals Selection and assessment of the relevant data for reducing the number of red-light running

Transport ◽  
2016 ◽  
Vol 33 (1) ◽  
pp. 268-279
Author(s):  
Milan Vujanić ◽  
Dalibor Pešić ◽  
Boris Antić ◽  
Nenad Marković
Keyword(s):  
Traffic Accidents ◽  
Road Traffic ◽  
Statistical Significance ◽  
Red Light ◽  
Risk Indicator ◽  
Traffic Light ◽  
Anova Analysis ◽  
Red Light Running ◽  
The City ◽  
Selection And Assessment

Although traffic light controlled intersections separate, the traffic flows by time and space, road traffic accidents still occur, usually due to Red-Light Running (RLR). In order to define countermeasures to solve this problem, it is necessary to collect and analyze certain data that will indicate type of measures, which should be applied. In this paper, it was done on the example of one 3-leg and one 4-leg intersection where citizens provided information about frequent RLR to the City Administration of Belgrade (Serbia). The statistical significance of differences between the collected data was tested by ANOVA analysis and by PostHoc Tukey test, which showed that forecasting of second of RLR after red-light onset could effectively be conducted by Cubic distribution. In order to define the so-called RLR risk indicator for the intersection, the use of the Danger Degree (DD) indicator, that presents the rate between the number of dangerous situations caused by RLR and the total number of RLR, was proposed.

scholarly journals RISK FACTORS IN ROAD TRAFFIC ACCIDENT IN THE CITY OF PALU, INDONESIA

2017 ◽  
Vol 3 (1) ◽  
pp. 23-29
Author(s):  
Adhar Arifuddin ◽  
Muhammad Ryman Napirah ◽  
Nur Asfin H.S
Keyword(s):  
Risk Factors ◽  
Traffic Accidents ◽  
Road Traffic ◽  
Driving Safety ◽  
Speed Limit ◽  
Road Traffic Accidents ◽  
Control Approach ◽  
Driving License ◽  
Background Traffic ◽  
The City

Background: Traffic accidents are unpredictable events when they occurred. Thus, understanding the risk factors in road traffic injuries is needed.Objective: This study aims to analyze the risk factors in road traffic accidents in the city of Palu.Methods: This was an observational analytic study using case-control approach with sample of 182 respondents consisting of 91 cases and 91 controls. Purposive sampling was used based on a certain considerations made by the researchers themselves. Data were tested with Odds Ratio and analyzed by univariate and bivariate with a confidence level of 95%.Results: The results showed that the scatterbrained factor (OR = 3.180 95% CI 1.669 to 6.059), undisciplined behavior (OR = 11.990 at 95% CI 5.956 to 24.138), exceeding speed limit (OR = 4.230 95% CI 2.204 to 8.118 ), and no driving license (OR = 10.455 at 95% CI 5.274 to 20.722).Conclusion: This study concludes that the scatterbrained factor, undisciplined behavior, exceeding the speed limit, and no driving license are the risk factors for road traffic accidents in the city of Palu. It is recommended that all parties to cooperate with the good for the sake of safety and driving safety as well as prevention of road traffic accidents.  

scholarly journals OP90 An evaluation of the impact of the 20mph speed limits in the City of Edinburgh on road traffic casualty and collision rates

2020 ◽  
Author(s):  
GF Nightingale ◽  
AJ Williams ◽  
J Woodcock ◽  
P Kelly ◽  
K Kokka ◽  
...  
Keyword(s):  
Road Traffic ◽  
Speed Limits ◽  
The Impact ◽  
The City

scholarly journals Characterization of Mobile Work Zone Safety in Missouri

2020 ◽  
Vol 14 (1) ◽  
pp. 67-77
Author(s):  
Carlos Sun ◽  
Huang Feng ◽  
Yaw Adu-Gyamfi
Keyword(s):  
Time Of Day ◽  
Work Zone ◽  
Third Party ◽  
Contributory Factor ◽  
Speed Limit ◽  
Contributing Factors ◽  
Lane Changing ◽  
Mobile Work ◽  
Work Zone Safety ◽  
Areas Of Interest

Work zones often deviate from normal conditions in terms of geometrics (e.g. lane closure, narrow lanes), striping/markings, signs, and traffic. A Mobile Work Zone (MWZ) is a special category of a work zone where the location of the work zone keeps changing, often rapidly. Despite MWZ safety being of great interest to transportation agencies, they have not studied it formally. This paper presents an examination of MWZs and collisions involving Truck-Mounted Attenuators (TMAs). This examination utilized data fusion of three major databases from Missouri: crash reports, department of transportation claim reports, and MWZ schedules. The fused dataset involved 139 crashes from 2012-2017. The areas of interest included initial impact location, contributing factors, third-party versus employee fault, vehicle type, work zone activity, seasonality, speed limit, time of day, collision lane, and work train configuration. The majority of the crashes were the fault of third parties (>80%) and distraction/inattentiveness was the largest contributory factor (66%). Public outreach and education should emphasize on the difficulty in providing early warnings of MWZs. There is a significant percentage of crashes involving lane changing (39.2%) and even collision of the middle TMA truck (21.8%). Thus, it is important for the public to understand that an entire work train is an integral unit. Higher speed limit dominated MWZ crashes (>75%), even though they only represented 3.6% of the MWZs scheduled. The results of this study on MWZs provide some foundation for other researchers to pursue statistical modeling, assuming that a larger database of MWZ crashes could be developed.

scholarly journals Effects of reducing and enforcing speed limits in selected arterial roads in Bogota

2021 ◽  
Vol 8 (2) ◽  
pp. 50-71
Author(s):  
José Segundo López ◽  
David Perez-Barbosa ◽  
Natalia Lleras ◽  
Darió Hidalgo ◽  
Claudia Adriazola-Steil
Keyword(s):  
Geographical Distribution ◽  
Speed Limit ◽  
Traffic Crashes ◽  
Speed Limits ◽  
Speed Reduction ◽  
Average Speed ◽  
Management Measure ◽  
Speed Management ◽  
The City

In Bogota, the speed limit in five corridors with the highest concentration of traffic crashes victims in the city was reduced from 60 to 50 km/h since November 2018. The average speed reduction in the corridors with speed management was 1.48 km/h during daytime and 3.04 km/h during nighttime. In arterial corridors without speed management, the average speed reduction was 0.7 km/h during daytime and 2.2 km/h during nighttime. The speed management measure influenced a reduction of 16.6% in the number of fatalities and an 10.5% increase of crashes with injuries. The severity of the crashes decreased. The average count of run over crashes was also reduced by 10%. Changes in the geographical distribution of crashes with injuries and fatalities along the corridors with speed management indicate the necessity to implement stricter enforcement measures to increase the effectiveness of speed management operations during nighttime.

scholarly journals Pilot study to evaluate school safety zone built environment interventions

2021 ◽  
pp. injuryprev-2021-044299
Author(s):  
Linda Rothman ◽  
Rebecca Ling ◽  
Brent E Hagel ◽  
Colin Macarthur ◽  
Alison K Macpherson ◽  
...  
Keyword(s):  
Pilot Study ◽  
Built Environment ◽  
School Safety ◽  
Repeated Measures ◽  
Speed Limit ◽  
Post Intervention ◽  
Speed Limits ◽  
Arrival Times ◽  
Dangerous Driving ◽  
The City

BackgroundSchool safety zones were created in 2017 under the City of Toronto’s Vision Zero Road Safety Plan. This pilot study examined the effect of built environment interventions on driver speeds, active school transportation (AST) and dangerous driving.MethodsInterventions were implemented at 34 schools and 45 matched controls (2017–2019). Drivers travelling over the speed limit of >30 km/hour and 85th percentile speeds were measured using pneumatic speed tubes at school frontages. Observers examined AST and dangerous driving at school arrival times. Repeated measures beta and multiple regression analyses were used to study the intervention effects.ResultsMost schools had posted speed limits of 40 km/hour (58%) or ≥50 km/hour (23%). A decrease in drivers travelling over the speed limit was observed at intervention schools post-intervention (from 44% to 40%; OR 0.79, 95% CI 0.66 to 0.96). Seventy-one per cent of drivers travelled >30 km/hour and the 85th percentile speed was 47 km/hour at intervention schools, with no change in either postintervention. There were no changes in speed metrics in the controls. AST increased by 5% (OR 1.22, 95% CI 0.97 to 1.54) at intervention schools. Reductions in dangerous driving were observed at all schools.ConclusionsPosted speed limits were >30 km/hour at most schools and high proportions of drivers were travelling above the speed limits. There were reductions in drivers exceeding the speed limit and in dangerous driving, and modest increased AST post intervention. Bolder interventions to slow traffic are required to effectively reduce speeding around schools, which may increase safe AST.

Spatial and Temporal Differences in Weekday Travel Durations Between Private-for-Hire Transportation Services and Transit in the City Center

2021 ◽  
pp. 036119812110197
Author(s):  
Baxter Shandobil ◽  
Ty Lazarchik ◽  
Kelly Clifton
Keyword(s):  
Transportation Network ◽  
Central City ◽  
Temporal Analysis ◽  
Time Of Day ◽  
City Center ◽  
Transportation Services ◽  
Regulatory Frameworks ◽  
Transit Services ◽  
Level Information ◽  
The City

There is increasing evidence that ridehailing and other private-for-hire (PfH) services such as taxis and limousines are diverting trips from transit services. One question that arises is where and when PfH services are filling gaps in transit services and where they are competing with transit services that are publicly subsidized. Using weekday trip-level information for trips originating in or destined for the city center of Portland, OR from PfH transportation services (taxis, transportation network companies, limousines) and transit trip data collected from OpenTripPlanner, this study investigated the temporal and spatial differences in travel durations between actual PfH trips and comparable transit trips (the same origin–destination and time of day). This paper contributes to this question and to a growing body of research about the use of ridehailing and other on-demand services. Specifically, it provides a spatial and temporal analysis of the demand for PfH transportation using an actual census of trips for a given 2 week period. The comparison of trip durations of actual PfH trips to hypothetical transit trips for the same origin–destination pairs into or out of the central city gives insights for policy making around pricing and other regulatory frameworks that could be implemented in time and space.

scholarly journals Prospective Analysis of Coagulopathy Associated with Isolated Traumatic Brain Injury and Clinical Outcome

2021 ◽  
Author(s):  
Gopal Krishna ◽  
Varun Aggarwal ◽  
Ishwar Singh
Keyword(s):  
Traumatic Brain Injury ◽  
Brain Injury ◽  
Head Injury ◽  
Clinical Outcome ◽  
Road Traffic ◽  
Statistical Significance ◽  
Platelet Counts ◽  
Coagulation Abnormalities ◽  
The Mean ◽  
D Dimer

Abstract Introduction Traumatic brain injury (TBI) affects the coagulation pathway in a distinct way than does extracranial trauma. The extent of coagulation abnormalities varies from bleeding diathesis to disseminated thrombosis. Design Prospective study. Methods The study included 50 patients of isolated TBI with cohorts of moderate (MHI) and severe head injury (SHI). Coagulopathy was graded according to the values of parameters in single laboratory. The incidence of coagulopathy according to the severity of TBI and correlation with disseminated intravascular coagulation (DIC) score, platelets, prothrombin time (PT), activated partial thromboplastin time (APTT), D-dimer, and fibrinogen was observed. The comparison was also made between expired and discharged patients within each group. It also compared coagulation derailments with clinical presentation (Glasgow Coma Scale [GCS]) and outcome (Glasgow Outcome Scale [GOS]). Results Road traffic accident was the primary (72%) mode of injury. Fifty-two percent had MHI and rest had SHI. Eighty-four percent of cases were managed conservatively. The mean GCS was 12.23 and 5.75 in MHI and SHI, respectively. Sixty-two percent of MHI and 96% of the patients with SHI had coagulation abnormalities. On statistical analysis, DIC score (p < 0.001) strongly correlated with the severity of head injury and GOS. PT and APTT were also significantly associated with the severity of TBI. In patients with moderate TBI, D-dimer and platelet counts showed association with clinical outcome. Fibrinogen levels did not show any statistical significance. The mean platelet counts remained normal in both the groups of TBI. The mean GOS was 1.54 and 4.62 in SHI and MHI, respectively. Conclusion Coagulopathy is common in isolated TBI. The basic laboratory parameters are reliable predictors of coagulation abnormalities in TBI. Coagulopathy is directly associated with the severity of TBI, GCS, and poor outcome.

scholarly journals Evolution of Gaseous and Particulate Pollutants in the Air: What Changed after Five Lockdown Weeks at a Southwest Atlantic European Region (Northwest of Spain) Due to the SARS-CoV-2 Pandemic?

Atmosphere ◽  
2021 ◽  
Vol 12 (5) ◽  
pp. 562
Author(s):  
Jorge Moreda-Piñeiro ◽  
Joel Sánchez-Piñero ◽  
María Fernández-Amado ◽  
Paula Costa-Tomé ◽  
Nuria Gallego-Fernández ◽  
...  
Keyword(s):  
Air Quality ◽  
Road Traffic ◽  
Statistical Significance ◽  
Temporal Trends ◽  
Air Pollutant ◽  
Concentration Data ◽  
Southwest Atlantic ◽  
Pollutant Concentrations ◽  
Air Quality Monitoring Stations ◽  
Almost All

Due to the exponential growth of the SARS-CoV-2 pandemic in Spain (2020), the Spanish Government adopted lockdown measures as mitigating strategies to reduce the spread of the pandemic from 14 March. In this paper, we report the results of the change in air quality at two Atlantic Coastal European cities (Northwest Spain) during five lockdown weeks. The temporal evolution of gaseous (nitrogen oxides, comprising NOx, NO, and NO2; sulfur dioxide, SO2; carbon monoxide, CO; and ozone, O3) and particulate matter (PM10; PM2.5; and equivalent black carbon, eBC) pollutants were recorded before (7 February to 13 March 2020) and during the first five lockdown weeks (14 March to 20 April 2020) at seven air quality monitoring stations (urban background, traffic, and industrial) in the cities of A Coruña and Vigo. The influences of the backward trajectories and meteorological parameters on air pollutant concentrations were considered during the studied period. The temporal trends indicate that the concentrations of almost all species steadily decreased during the lockdown period with statistical significance, with respect to the pre-lockdown period. In this context, great reductions were observed for pollutants related mainly to fossil fuel combustion, road traffic, and shipping emissions (−38 to −78% for NO, −22 to −69% for NO2, −26 to −75% for NOx, −3 to −77% for SO2, −21% for CO, −25 to −49% for PM10, −10 to −38% for PM2.5, and −29 to −51% for eBC). Conversely, O3 concentrations increased from +5 to +16%. Finally, pollutant concentration data for 14 March to 20 April of 2020 were compared with those of the previous two years. The results show that the overall air pollutants levels were higher during 2018–2019 than during the lockdown period.

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