Traffic environment

It is known that the urban traffic environment is carcinogenic due to automotive gases and polyaromatic hydrocarbons. An F8 (EU8) filter reduces their effect by 80%.2... 

Tuhackova, J., T. Cajthaml, K. Novak, et al. 2001. Hydrocarbon deposition and soil micro flora as affected by highway traffic. Environ. Pollut. 113 255-262. 

I sincerely thank all the master students and graduated master s students from the program (Traffic Environment and Safety Management). I wish them all the best in their careers. I also would like to mention all my friends, thanks for your support and enjoyable time. 

These fuel cells are compact, relatively cheap, more reliable, and safe to operate. Such fuel cells are best suited for powering small vehicles such as scooters to operate in urban traffic environments, because the power-to-weight (P/W) ratio is large and the CH3OH is rather cheap. The P/W ratio is better than... 

Overall, it was concluded that the effect of the feedback loop was to counteract the benefits of safety countermeasures [t]he present model demonstrates a manner how the expected gain may be lost—the subjective risk is attenuated by, e.g. changes in the traffic environment which make it appear safer. Under such circumstances, the driver can drive faster and overtake other cars more frequently before subjective risk is experienced (p. 257). On the other hand, if a treatment increased subjective risk, then benefits might accrue. Here, we have a proposition of risk compensation. 

Helander, M. 1978. Applicability of drivers electrodermal response to the design of the traffic environment. Journal of Applied Psychology, 63(4), 481 88. 

Kara, K. Nakamura, S., 1995. A comprehensive assessment system for the maritime traffic environment. Scfety Science, 19(2-3), pp. 203-215. 

System models on vehicle level This model would illustrate the behavior of the considered system on vehicle level but cannot uniquely show the behavior and the effects of the vehicle system or the vehicle reaction in the traffic environment. This is why the model would be suitable to verify the relevant malfunctions of the hazard... 

Falkmer, T. and N. P. Gregersen (2001). Fixation patterns of learner drivers with and without cerebral palsy (CP) when driving in real traffic environments. Transportation Res. F, 4, 171-185. 

Patten, C. J. D., A. Kircher, J. Ostlund, L. Nilsson and O. Svenson (2006). Driver experience and cognitive workload in different traffic environments. Accid. Anal Prev., 38(5), 887-894. 

Table 6-3. Average number of hours spent in driving in different traffic environments as part of the practical training in 20 different countries ( 100 means that the subject is treated on a compulsory basis, but the exact number of hours is unknown) (Groot et al., 2001).

Inexperienced and Experienced Drivers in Real Traffic Environments. Optom. Vis. Set, 82,732-739. 

Marek, J., and T. Sten (1997). Traffic environment and the driver. Driver behavior and training in international perspective, Charles C. Thomas Publisher, Springfield. 

It follows from these revised models that changing behaviour is not merely a question of information and campaigns. The design of the traffic environment is at least as important. When improvement in safety is an overriding societal objective, investments in the road network should not invite the driver to utilise the improved standard to reduce travelling time at the cost of safety. 

This development is rational and reduces the mental load of the driving tasks. From the point of view of traffic safety, it is important to direct the development of skills in a direction that promotes safety. It is also important to design the traffic environment in a way that takes the needs of the novice driver as well as the experienced driver into account. The novice driver should be given a realistic understanding of the challenges that the traffic environment represents. Simultaneously, the attention of the experienced driver should be directed at recent changes in the traffic environment. 

Research early focused on the possibility to identify accident-prone drivers, i.e. drivers who due to certain personal characteristics were more likely to be involved in traffic accidents than others. The aim was to improve traffic safety by identifying such individuals, e.g. by use of psychological tests, and excluding them from the traffic environment. Accident statistics showed that some drivers experienced more accidents than others. Although this so-called accident-proneness theory is often accepted as credible by the layman, it has been criticised by the research community for several reasons and is today of little practical significance (McKennan, 1983). The critique may be summarised as follows ... 

The traffic environment affects the exposure to traffic-accident risks as well as the probability and consequences of traffic accidents. An important aspect of the traffic environment is the technical design. It includes road standard (width, curvature, surface), design of crossings, signal regulation, speed limits, etc. (Englund et al, 1998). 

Identification of causal factors such as inadequate design of vehicles or the traffic environment. 

Weather, road surface, traffic environment and lighting conditions. 

Table 28.2 Performance indicators for different traffic-safety areas. Detailed performance measures have not been defined for the traffic environment...

Wilde s approach explains how roadway users react to changes in the traffic environment. For an elaboration of his psychological approach see Gerald J. S. Wilde. The Theory of Risk Homeostasis Implications for Safety and Health. Risk Analysis 2,4 (1982) 209-225. 

It is a key challenge for every traffic safety agency to establish a deep understanding of the critical factors in the road and traffic environment, vehicles and travel speeds that lead to the four most prevalent serious injury crash types. Then the challenge over time is to implement innovative and appropriate measures to take advantage of the opportunities to reduce kinetic energy exchange when crashes do occur. 

The Neighbourhood Watch and Safety House schemes are further examples of cooperative behaviour. Our readiness to contribute to the victims of floods, fires, and the like demonstrates that the dilemma of the commons is resolvable at a societal level. Immediate gratification (selfishness ) on the roads is not an unalterable human trait, but rather a product of the traffic environment... 

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