VISOKA SKOLA PRIMENJENIH STRUKOVNIH STUDIJA
VRANJE
Seminarski rad
Predmet: Engleski jezik
Tema: Highway Safety
Profesor: Maja Stanojevic Gocic Ucenik: Stefan Mladenovic 166/si
Vranje 2015/6
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Sadrzaj:
Road traffic safety
………………………………………………………………………3-4
Background
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Built-up areas
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Turning across traffic
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Designing for pedestrians and cyclists
...................................13-14
Shared space
.............................................................................14-15
Major highways
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For example, the chances of survival for an unprotected pedestrian hit
by a vehicle diminish rapidly at speeds greater than 30 km/h, whereas
for a properly restrained motor vehicle occupant the
critical impact speed is 50 km/h (for side impact crashes) and 70 km/h
(for head-on crashes).
Background:
Guardrails save a vehicle from a long fall c. 1920.
Road traffic crashes are one of the world’s largest public health and
injury prevention problems. The problem is all the more acute because
the victims are overwhelmingly healthy before their crashes. According
to the World Health Organization (WHO), more than 1 million people
are killed on the world’s roads each year. A report published by the
WHO in 2004 estimated that some 1.2 million people were killed and 50
million injured in traffic collisions on the roads around the world each
year[3] and was the leading cause of death among children 10–19 years
of age. The report also noted that the problem was most severe in
developing countries
and that simple
prevention measures
could halve the number
of deaths
The standard measures
used in assessing road
safety interventions are
fatalities and killed or seriously injured (KSI) rates, usually per billion
(109) passenger kilometers.
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Countries caught in the old road safety paradigm, replace KSI rates with
crash rates — for example, crashes per million vehicle miles.
Vehicle speed within the human tolerances for serious injury and death
is a key goal of modern road design because impact speed affects the
severity of injury to both occupants and pedestrians.
For occupants, Joksch (1993) found the probability of death for drivers
in multi-vehicle accidents increased as the fourth power of impact
speed (often referred to by the mathematical term δv ("delta V"),
meaning change in velocity).
Injuries are caused by sudden, severe acceleration (or deceleration);
this is difficult to measure. However, crash reconstruction techniques
can estimate vehicle speeds before a crash. Therefore, the change in
speed is used as a surrogate for acceleration. This enabled the Swedish
Road Administration to identify the KSI risk curves using actual crash
reconstruction data which led to the human tolerances for serious
injury and death referenced above.
Interventions are generally much easier to identify in the modern road
safety paradigm, whose focus is on the human tolerances for serious
injury and death. For example, the elimination of head-on KSI crashes
simply required the installation of an appropriate median crash barrier.
For example, roundabouts, with speed reducing approaches, encounter
very few KSI crashes.
The old road safety paradigm of purely crash risk is a far more complex
matter. Contributing factors to highway crashes may be related to the
driver (such as driver error, illness or fatigue), the vehicle (brake,
steering, or throttle failures) or the road itself (lack of sight distance,
