An optimized location service for the fifth generation VANETs inspired by traffic lights.

Vehicular ad-hoc networks (VANETs) address a steadily expanding demand, particularly for public emergency applications. Real-time localization of destination vehicles is important for determining the route to deliver messages. Existing location administration services in VANETs are classified as flooding-based, flat-based, and geographic-based location services. Existing localization techniques suffer from network disconnection and overloading because of 5G VANET topology changes. 5G VANETs have low delay and support time-sensitive applications. A traffic light-inspired location service (TLILS) is proposed to manage localization inspired by traffic lights. The proposed optimized localization service uses roadside units (RSUs) as location servers. RSUs with the maximum traffic weight metrics were chosen. Traffic weight metrics are based on speed of vehicles, connection time and density of neighboring vehicles. The proposed TLILS outperforms both Name-ID Hybrid Routing (NIHR) and Zoom-Out Geographic Location Service (ZGLS) for packet delivery ratio (PDR) and delay. TLILSs guarantee the highest PDR (0.96) and the shortest end-to-end delay (0.001 s) over NIHR and ZGLS.

Post-trip safety interventions: State-of-the-art, challenges, and practical implications.

INTRODUCTION: Currently, risky driving behaviour is a major contributor to road crashes and as a result, wide array of tools have been developed in order to record and improve driving behaviour. Within that group of tools, interventions have been indicated to significantly enhance driving behaviour and road safety. This study critically reviews monitoring technologies that provide post-trip interventions, such as retrospective visual feedback, gamification, rewards or penalties, in order to inform an appropriate driver mentoring strategy delivered after each trip. METHOD: The work presented here is part of the European Commission H2020 i-DREAMS project. The reviewed platform characteristics were obtained through commercially available solutions as well as a comprehensive literature search in popular scientific databases, such as Scopus and Google Scholar. Focus was given on state-of-the-art-technologies for post-trip interventions utilized in four different transport modes (i.e. car, truck, bus and rail) associated with risk prevention and mitigation. RESULTS: The synthesized results revealed that smartphone applications and web-based platforms are the most accepted, frequently and easiest to use tools in cars, buses and trucks across all papers considered, while limited evidence of post-trip interventions in -rail was found. The majority of smartphone applications detected mobile phone use and harsh events and provided individual performance scores, while in-vehicle systems provided delayed visual reports through a web-based platform. CONCLUSIONS: Gamification and appropriate rewards appeared to be effective solutions, as it was found that they keep drivers motivated in improving their driving skills, but it was clear that these cannot be performed in isolation and a combination with other strategies (i.e. driver coaching and support) might be beneficial. Nevertheless, as there is no holistic and cross-modal post-trip intervention solution developed in real-world environments, challenges associated with post-trip feedback provision and suggestions on practical implementation are also provided.

Is a flick-through enough? A content analysis of Advanced Driver Assistance Systems (ADAS) user manuals.

Advanced Driver Assistance Systems (ADAS) are being developed and installed in increasing numbers. Some of the most popular ADAS include blind spot monitoring and cruise control which are fitted in the majority of new vehicles sold in high-income countries. With more drivers having access to these technologies, it is imperative to develop policy and strategies to guarantee the safe uptake of ADAS. One key issue is that ADAS education has been primarily centred on the user manual which are not widely utilised. Moreover, it is unclear if user manuals are an adequate source of education in terms of content and readability. To address this research gap, a content analysis was used to assess the differences in ADAS-related content and readability among the manuals of the highest selling vehicles in Australia. The qualitative findings showed that there are seven themes in the user manuals: differences between driving with and without ADAS, familiarisation requirements, operational limits of the ADAS, potential ADAS errors, behaviour adaptation warnings, confusion warnings, and malfunction warnings. The quantitative analysis found that some of the manuals require several years of education above the recommended for a universal audience (>8 years) to be understood. Additionally, there is a notable number of text diversions and infographics which could make comprehension of the user manual difficult. This investigation shows that there is a lack of standardisation of ADAS user manuals (in both content and delivery of information) which requires regulatory oversight. Driver ADAS education needs to be prioritised by policymakers and practitioners as smart technology continues to increase across the transport system. It seems that current strategies based on user manuals are insufficient to achieve successful adoption and safe use of these technologies.

Standing balance of vehicle passengers: The effect of vehicle motion, task performance on post-drive balance.

BACKGROUND: Motion platforms and driving simulators have been shown to contribute to motion sickness and a short-term increase in standing postural sway. However, no studies to date have investigated how the motion of a passenger vehicle and the performance of a task during a drive on a closed test track affects post-drive standing balance. RESEARCH QUESTIONS: What are the effects of (1) a continuous, scripted drive on a closed test track, and (2) the performance of a handheld tablet-based task during the scripted drive, on post-drive standing balance? METHODS: Fifty adults (23 males, 27 females; 40.0 ± 20.6 yr) rode in the front passenger seat of a midsized sedan on a scripted drive. Participants were assigned to one of the acceleration levels (Low, Moderate) and completed both Task and No-Task test conditions, involving a visual-based task on a handheld tablet device. Before and after each scripted drive, participants completed two standing balance exercises: 1) feet tandem, eyes open, on firm support, and 2) feet together, eyes closed, on foam support. An inertial measurement unit (IMU) captured estimates of postural trunk sway. Root-mean-square (RMS) of angular position and velocity in the anteroposterior (A/P) and mediolateral (M/L) directions, and elliptical fit and path length of sway trajectory were computed. A nonparametric analysis was performed on the balance metrics. RESULTS: Exposure to a scripted drive in a vehicle affected participants' postural sway, especially after using a handheld device during the drive. M/L RMS sway velocity and path length increased for both exercises following the scripted drive with task. Additionally, M/L RMS sway increased for the more challenging balance exercise, during which participants stood with feet together on foam support with eyes closed. SIGNIFICANCE: This study is the first to explore balance following a scripted drive on a closed test track. Changes in post-drive balance introduces potential risks to vehicle passengers; concurrent performance of a task on a handheld device further increases the likelihood that post-drive balance will be negatively affected.

Vehicle safety characteristics in vulnerable driver populations.

OBJECTIVE: National data suggest drivers who are younger, older, and have lower socioeconomic status (SES) have heightened crash-related injury rates. Ensuring vulnerable drivers are in the safest vehicles they can afford is a promising approach to reducing crash injuries in these groups. However, we do not know the extent to which these drivers are disproportionately driving less safe vehicles. Our objective was to obtain population-based estimates of the prevalence of important vehicle safety criteria among a statewide population of drivers. METHODS: We analyzed data from the NJ Safety and Health Outcomes warehouse, which includes all licensing and crash data from 2010-2017. We borrowed the quasi-induced exposure method's fundamental assumption-that non-responsible drivers in clean (i.e., only one responsible driver) multi-vehicle crashes are reasonably representative of drivers on the road-to estimate statewide prevalence of drivers' vehicle characteristics across four driver age groups (17-20; 21-24; 25-64, and ≥65) and quintiles of census tract median household income (n = 983,372). We used NHTSA's Product Information Catalog and Vehicle Listing platform (vPIC) to decode the VIN of each crash-involved vehicle to obtain model year, presence of electronic stability control (ESC), vehicle type, engine horsepower, and presence of front, side, and curtain air bags. RESULTS: The youngest and oldest drivers were more likely than middle-aged drivers to drive vehicles that were older, did not have ESC, and were not equipped with side airbags. Additionally, across all age groups drivers of higher SES were in newer and safer vehicles compared with those of lower SES. For example, young drivers living in lowest-income census tracts drove vehicles that were on average almost twice as old as young drivers living in highest-income tracts (median [IQR]: 11 years [6-14] vs. 6 years [3-11]). CONCLUSIONS: Vehicle safety is an important component of seminal road safety philosophies that aim to reduce crash fatalities. However, driver groups that are overrepresented in fatal crashes-young drivers, older drivers, and those of lower SES-are also driving the less safe vehicles. Ensuring drivers are in the safest car they can afford should be further explored as an approach to reduce crash-related injuries among vulnerable populations.

Increasing evacuation flow through school bus emergency roof hatches.

Emergency escape roof hatches are used to evacuate school buses in rolled-over orientations. In the United States, the minimum opening size of a roof hatch is defined by Federal Motor Vehicle Safety Standard (FMVSS) no. 217. With the prevalence of rising obesity rates among children, the minimum roof hatch opening size may not be large enough to accommodate larger passengers. Post-accident conditions such as injuries, disorientation, and exit obstructions may also prevent unobstructed passage for egress within acceptable time limits. The purpose of this study was to redesign and fabricate a roof hatch with a larger opening and evaluate its egress characteristics for a range of typical school bus passengers. The larger roof hatch opening allows greater evacuation flow rates, and is almost functionally equivalent to the evacuation flow rate of the front door on an upright school bus.

Evaluation of traffic behavior in response to alternative police lighting.

More than 1500 U.S. law enforcement personnel fatalities occurred from 2007 to 2016, with 39 % of these related to automobile crashes. This study looked at various types of lighting on police vehicles to determine if changes made to the visibility of a police vehicle can impact the surrounding traffic behavior and increase safety for both law enforcement and the general public. Unmarked and marked police vehicles were positioned behind a civilian vehicle on the shoulder of five different multi-lane highways in Virginia, simulating a routine traffic stop. The data collected indicated that more lighting and the use of red in a light bar impact traffic behavior in terms of merging and speed when passing a police vehicle. The benefits may be attributed to the symbolic influence of red as denoting a different type of emergency than a traffic stop in addition to red's chromatic contrast against the blue sky during the daytime.

Safety of micro-mobility: Analysis of E-Scooter crashes by mining news reports.

Dockless electric scooters (E-Scooters) have emerged as a popular micro-mobility mode for urban transportation. This new form of mobility offers riders a flexible option for massive first-/last-mile trips. Despite the popularity, the limited regulations of E-Scooters raise numerous safety concerns among the public and agencies. Due to the unavailability of well-archived crash data, it is difficult to understand and characterize current state quo of E-Scooter-involved crashes. This paper aims to shorten the gap by analyzing a set of reported crash data to describe the patterns of crashes related to E-Scooter use. Specifically, massive media reports were searched and investigated for constructing the crash dataset. Key crash elements such as rider demographics, crash type, and location were organized in an information table for analysis. From 2017 to 2019, there were 169 E-Scooter-involved crashes identified from the news reports across the country. Through the descriptive analysis and cross tabulation analysis, the distinct characteristics of these reported crashes were highlighted. Overall, there was a growing trend for the reported E-Scooter-involved crashes unevenly distributed among the States. The distribution of the crashes across different groups of users, facilities, time periods, and severity levels also showed skewed patterns toward a subset of categories. The quantitative analyses also provide some supportive evidences for warranting the discussion on key issues, including helmet use, riding under influence (RUI), vulnerable riders, and data deficiency. This study highlights the importance of public awareness and timely developing safety countermeasures to mitigate crashes involving E-Scooters.

Toxicological evaluation of exhaust emissions from light-duty vehicles using different fuel alternatives in sub-freezing conditions.

BACKGROUND: Emissions from road traffic are under constant discussion since they pose a major threat to human health despite the increasingly strict emission targets and regulations. Although the new passenger car regulations have been very effective in reducing the particulate matter (PM) emissions, the aged car fleet in some EU countries remains a substantial source of PM emissions. Moreover, toxicity of PM emissions from multiple new types of bio-based fuels remain uncertain and different driving conditions such as the sub-zero running temperature has been shown to affect the emissions. Overall, the current literature and experimental knowledge on the toxicology of these PM emissions and conditions is scarce. METHODS: In the present study, we show that exhaust gas PM from newly regulated passenger cars fueled by different fuels at sub-zero temperatures, induce toxicological responses in vitro. We used exhaust gas volume-based PM doses to give us better insight on the real-life exposure and included one older diesel car to estimate the effect of the new emissions regulations. RESULTS: In cars compliant with the new regulations, gasoline (E10) displayed the highest PM concentrations and toxicological responses, while the higher ethanol blend (E85) resulted in slightly lower exhaust gas PM concentrations and notably lower toxicological responses in comparison. Engines powered by modern diesel and compressed natural gas (CNG) yielded the lowest PM concentrations and toxicological responses. CONCLUSIONS: The present study shows that toxicity of the exhaust gas PM varies depending on the fuels used. Additionally, concentration and toxicity of PM from an older diesel car were vastly higher, compared to contemporary vehicles, indicating the beneficial effects of the new emissions regulations.

Assessment of the transport management systems for National Acquired Immunodeficiency Syndrome (AIDS) Council of Zimbabwe Global Fund Round 8 grant sub-recipients and implementing partners, 2014.

INTRODUCTION: during a Global Fund sub-sub recipients (SSRs) and implementing partners (IPs) review meeting for quarter 14 held in September 2013, several reports on mismanagement of vehicles were reported. We were then prompted to assess the transport management systems for the SSRs and IPs. METHODS: we conducted a descriptive cross-sectional study. The study participants were managers, drivers and other personnel involved in transport management. We also assessed the conditions of the vehicles. Data were collected using a questionnaire and checklist. RESULTS: we interviewed ten participants, seven from the IPs and three from the SSRs. Understanding and knowledge on the contents of the Memorandum of Understanding (MOU) which accompanied the vehicles were low. Six out of the ten organisations had operational vehicle policies but had shallow content. Eighteen (18) vehicles were assessed, 16 runners and two non-runners. Fifteen (15/18) of the vehicles did not have valid Zimbabwe National Authority for Road Administration (ZINARA) license discs. Only one (1/18) vehicle had a valid Zimbabwe Broadcasting Cooperation (ZBC) license disc. Of the 18 vehicles, 12 were insured with comprehensive insurance cover. Seven (7/18) of the vehicles were once involved in an accident. All the vehicles were serviced on a quarterly basis. Six (6/18) vehicles had both records of monthly service expenses and fuel returns. All the vehicles had logbooks, but only 8/18 of them were carbonated. Some sections of logbooks were incomplete. CONCLUSION: the transport management systems for the IPs and SSRs were below standard. We recommended the training and capacity building of IPs and SSRs in transport management.

Analysis of Non-conformities in Road Transport of Animals in Poland.

The paper presents the results of analysis of inspections of animal transport vehicles in Poland in 2007-2016. Due to animal welfare and the increased epidemiological risk the animal control system included the points of carriage provided for in the animal carriage law, i.e., during transport, at the sites of shipment, sites of rest, at destination points as well as at fairs and purchase points. The largest number of non-conformities were revealed at destination points (slaughterhouses), where the highest number of inspections were carried out. Inspections were conducted by veterinary inspectors and non-conformities were mainly related to animal health, documentation, transport practices and vehicles. The calculation of non-conformity rates enabled the evaluation of the condition of the inspected means of transport in the aspect of animal welfare. In addition, number of inspections, number of detected non-conformities and the non-conformity rates calculated for Poland were compared with the values for selected countries neighboring Poland (the Czech Republic, Lithuania and Germany).

Key factors for successful implementation of the National Rollover Protection Structure Rebate Program: A correlation analysis using the consolidated framework for implementation research.

Objectives On US farms, tractor overturns are the leading cause of death; however, these fatalities are preventable with the use of a rollover protection structure (ROPS). A ROPS rebate program was established in New York in 2006 to address these fatalities. Due to its success, the program expanded to six additional states before being implemented as the National ROPS Rebate Program (NRRP) in 2017. The aim of this study was to evaluate the success of the NRRP implementation using short- and long-term ROPS outcome measures and identify which components of the consolidated framework for implementation research (CFIR) correlate with these outcomes. Methods Stakeholders involved in the NRRP implementation were surveyed at four time points, beginning at the time of the NRRP launch and then every six months. These surveys measured 14 relevant CFIR constructs. Correlations between CFIR survey items (representing constructs) and three outcome measures (intakes, funding progress, and retrofits) were used to identify CFIR survey items that are predictive of the outcomes. Results Eight CFIR survey items were highly correlated (rho ≥0.50) with at least one of the three outcome measures. These eight CFIR survey items included four constructs: access to knowledge and information, leadership engagement, engaging (in fundraising and funding requests), and reflecting and evaluating. Conclusions The results of this study provide important guidance for continuing the implementation of the NRRP. Similarly, these findings can inform the evaluation of other similarly structured implementation efforts and the application of CFIR in a variety of settings.

Dealing with existing theory: national fatality rates, vehicle standards and personal safety.

In this paper we discuss some of the weaknesses in exiting theories and understandings behind road safety interventions and policy making. The paper deals with four main issues: road traffic fatality rates and per capita income of countries, vehicle crashworthiness standards, role of pedestrian and powered two-wheeler share in traffic on fatalities, and safety standards for vehicles other than cars. Recent data indicate that there may not be a strong relationship between income and road safety performance and it is possible for low and middle-income countries (LMIC) to decrease death rates at present income levels. Safer cars have had a major role in reducing fatality rates, but, gains in traffic safety in high income countries may be partly due to reducing exposure of vulnerable road users. Small lightweight vehicles (like tuk-tuks, three-wheeled scooter taxis) operating in many LMIC appear to have low fatality rates though they do not follow any crashworthiness standards. Very different crashworthiness standards need to be developed for low mass vehicles incapable of operating speeds greater than 50 km/h. LMIC may not be able to reduce fatality rates below about 7 per 100,000 population unless there are innovative developments in road design and all vehicle safety standards.

Conducir con presencia de alcohol en España en 2018 / Driving with a positive test result for alcohol in Spain in 2018

OBJETIVO: La asociación entre alcohol y lesiones por colisiones de tráfico es bien conocida. Nuestro objetivo fue analizar la frecuencia de conducir con presencia de alcohol en las pruebas de control en carretera, considerando diversas concentraciones de alcohol en aire espirado, así como conducir con la presencia de sólo alcohol o alcohol junto con drogas. MÉTODOS: Se ha realizado un estudio transversal en una muestra representativa de los conductores de vehículos de motor en vías públicas españolas, excluyendo ciclistas y conductores de vehículos de más de 3500 kg en 2018. En el estudio se han incluido 2.881 conductores. Los datos fueron analizados con el programa estadístico SPSS 24.0. RESULTADOS: El 10,9% (95% IC, 9,8-12,1) de los conductores fueron casos positivos a alguna sustancia: la presencia de alcohol (solo, sin ninguna otra sustancia) se observó en el 3,9% (3,2-4,6), y alcohol más alguna otra sustancia en el 0,8% (0,6-1,3). El 2,1% (1,6-2,7) de los conductores presentó un nivel de alcohol en aire espirado superior al límite legal (>0,25 mg/L) permitido a los conductores (excepto noveles y profesionales). El 0,4% (0,2-0,7) de los conductores conducían con una concentración de alcohol en aire espirado >0,60 mg/L. Conducir con presencia de alcohol y drogas se observa en dos de cada diez casos positivos a alcohol. CONCLUSIONES: Conducir con presencia de alcohol es frecuente entre los conductores españoles, y no debieran pasar desapercibidos aquellos que conducen después de haber consumido alcohol y drogas

OBJECTIVE: The association between alcohol and traffic collision injuries is well established. Our objective was to analyze the frequency of driving with a positive result in on-road tests for alcohol with considering different concentrations of alcohol in exhaled air, as well as driving while positive only for alcohol or for alcohol and drugs. METHODS: In 2018, a cross-sectional study was carried out in a representative sample of motor vehicle drivers on Spanish public roads, excluding cyclists and drivers of vehicles weighing more than 3,500 kg. 2,881 drivers were included in this study. Data was analysed with the statistics program SPSS 24.0. RESULTS: 10.9% (95% CI, 9.8-12.1) of the drivers were positive cases for any substance: In 3.9% (3.2-4.6) alcohol alone (i.e., without any other substance), and in 0.8% (0.6-1.3) alcohol plus another substance, were observed. 2.1% (1.6-2.7) of the drivers had a level of alcohol in expired air higher than the legal allowed limit for drivers (>0.25 mg/L, that excluding novice and profesional drivers). 0.4% (0.2-0.7) of the drivers had an alcohol concentration in expired air >0.60 mg/L. Driving with the presence of alcohol and drugs is observed in two out of ten positive cases for alcohol. CONCLUSIONS: Driving while positive for alcohol is common among Spanish drivers, and drivers positive for alcohol and drugs should not be ignored

Safer vehicles and technology for older adults.

Objective: The objective of this study was to address the uptake of safer vehicles and in-vehicle technologies among older adults through a better understanding of extent and use of safer vehicles and awareness/acceptance of new vehicle technologies.Methods: Data were collected from a sample of 501 active older drivers (those who drove at least once a week) through telephone surveys.Results: The sample included experienced and active drivers aged between 65 and 92 years (median 73 years). Though two-thirds indicated that safety was a priority in their vehicle choice, other factors such as reliability and vehicle make were more important. There was low awareness of driver assist safety features, particularly among the oldest drivers. Only one-quarter of drivers were receptive to paying extra for safety features, and there was no interest in paying more for driverless vehicles.Conclusions: The findings showed an overall low awareness and acceptance of in-vehicle safety features; however, where there was some awareness, there was greater interest in purchasing vehicles with safety features. More effort should be undertaken to develop and prioritize a set of recommendations to increase use of safe vehicles by older drivers.

Vehicle configurations associated with anatomical-specific severe injuries resulting from traffic collisions.

Vehicles can be classified by configuration as either bonnet-type or cab-over type according to engine location. Compared to bonnet-type, the front compartment of cab-over type vehicles is considerably shorter; thus, it may be less likely to absorb the energy generated in a collision, and in turn be unable to prevent deformation of the occupant space and protect occupants from injury. This study was a cohort study involving 943 occupants of mini-vehicles who were injured in frontal collision accidents between 2001 and 2015 and transferred to Ohta Nishinouchi Hospital. The vehicle configuration was divided into bonnet-type and cab-over type (i.e., truck-type and wagon-type). The tested outcomes were anatomical-specific severe injury of the pelvis and extremities, the head and neck, the abdomen, and the chest. To estimate adjusted odds ratios (AOR) for associations between vehicle configuration and anatomical-specific severe injury, we fitted generalized estimating equations for each outcome. Compared with bonnet-type vehicles, a greater risk of serious pelvis and extremities injury was found for both truck (AOR: 2.21; 95% Confidence Interval [95% CI]: 1.22-4.00) and wagon-type vehicles (AOR: 3.43; 95%CI 1.60-7.39). For serious head and neck injury, truck-type vehicles were associated with greater risk (AOR: 2.04; 95% CI: 1.10-3.79) than bonnet-type vehicles, whereas wagon-type vehicles were not. Compared with the occupants of bonnet-type vehicles, cab-over type vehicle occupants were more likely to have serious pelvis and extremities injury during frontal collisions. Additionally, truck-type vehicle occupants were more likely to have serious head and neck injury than bonnet-type vehicle occupants. These findings are expected to promote safer behaviors for vehicle occupants and the automobile industry.

Influence of aluminum oxide nanoparticle with different particle sizes on the working attributes of diesel engine fueled with blends of diesel and waste plastic oil.

In the present work, an experimental investigation was conducted to study the influence of adding aluminum oxide nanoparticles (Al2O3) with different average particle sizes as additive to blends of diesel and waste plastic oil (WPO) on performance, emission, and combustion attributes of single-cylinder diesel engine operated at a constant speed. Two samples of Al2O3 nanoparticle with average particle sizes of 20 and 100 nm were dispersed into a WPO20 blend containing 20% of WPO and 80% of diesel in the mass fractions of 10 and 20 ppm using ultrasonic stabilization. The experimental recordings revealed a decrease in engine performance and increase in all emission constituents while replacing diesel with WPO20. However, the addition of both 20- and 100-nm-sized Al2O3 nanoparticles into WPO20 was found to enhance the brake thermal efficiency (BTHE) by 12.2 and 8.9% respectively and decrease the brake-specific fuel consumption (BSFC) by 11 and 8% respectively. The emission constituents such as carbon monoxide (CO), hydrocarbons (HC), nitric oxide (NO), and smoke opacity were minimized by the addition of both 20- and 100-nm-sized nanoparticles into WPO20 blend. However, the reduction of emissions was better for 20-nm-sized particles compared with that of 100-nm-sized particles. The combustion attributes such as cylinder pressure, heat release rate (HRR), and rate of pressure rise (RPR) were raised with shortened ignition delay (ID) by the addition of both sized nanoparticles. Overall, the inclusion of 20-nm-sized nanoparticles performs better catalytic activity to enhance the engine output characteristics along with minimum exhaust emissions.