Journal articles: 'Program CRASH' – Grafiati (2024)

Abstract:

<p>Distribution of crash program-based local goat constitutes an object of agriculture policy of crash program implemented in 1995, and has done using members of Sekendi community village at district of Teminabuan of Sorong Selatan regency as targeted group. The program aimed to increase population of goat as the goal and the population of goat as subject. Village of Sekendi was chosen as visited sites. The finding of this research shown that population growth of goat is declining where the<br />population of goat and goat farmers are decreasing at 73.68% and 66,67%, respectively. Uncertainty of socio-economic and feeding ration, reproduction and management are factors determining population growth of goat. The failure of crash program based-goat is failed to achieve the goal.</p><p>Key words: goat population, socio-economical factors, crash program, goat</p>

Abstract:

<p>Distribution of crash program-based local goat constitutes an object of agriculture policy of crash program implemented in 1995, and has done using members of Sekendi community village at district of Teminabuan of Sorong Selatan regency as targeted group. The program aimed to increase population of goat as the goal and the population of goat as subject. Village of Sekendi was chosen as visited sites. The finding of this research shown that population growth of goat is declining where the<br />population of goat and goat farmers are decreasing at 73.68% and 66,67%, respectively. Uncertainty of socio-economic and feeding ration, reproduction and management are factors determining population growth of goat. The failure of crash program based-goat is failed to achieve the goal.</p><p>Key words: goat population, socio-economical factors, crash program, goat</p>

Abstract:

Described is one specific effort to better estimate commercial motor vehicle-related exposure at the state level in order to better determine commercial motor vehicle-related crash rates for state and federal programs. Limitations in the crash and exposure data affect the Federal Motor Carrier Safety Administration and a state’s ability to plan and assess operations and conduct ongoing analyses of program effectiveness. One important limitation has been the lack of reliable estimates of commercial motor vehicle exposure data at the state level. Exposure data, for the purpose of this report, are defined as the number of truck and bus vehicle miles traveled (VMT). Described is the methodology that was developed to calculate adjusted state VMT for commercial vehicles; results are presented for 1999 and 2000. The results support estimation of crash involvement rates for each state and provide exposure data for other analytical studies. The methodology to calculate adjusted state VMT for commercial motor vehicles has resulted in improved information resources in support of all crash analyses. The adjusted state VMT for commercial vehicles supports measurement of program effectiveness and development of countermeasures to promote motor carrier safety. The adjusted state VMT for commercial motor vehicles methodology and the commercial vehicle fatal-crash involvement rate reports enable state and federal agencies to better focus their safety programs and enforcement resources.

Abstract:

The National Highway Traffic Safety Administration’s (NHTSA) guideline on state motor vehicle inspection programs recommends that states should maintain a vehicle safety inspection program to reduce the crash outcomes from the number of vehicles with existing or potential conditions. Some states have started to terminate the vehicle safety inspection program because of insufficient effectiveness measures, budget constraints, and modern safer automobiles. Despite the consensus that these periodic inspection programs improve vehicle condition and improve safety, research remains inconclusive about the effect of safety inspection programs on crash outcomes. There is little recent research on the relationship between vehicle safety inspection programs and whether these programs reduce crash rates or crash severities. According to the 2011–2016 Fatality Analysis Reporting System (FARS) data, nearly 2.6% of fatal crashes happened as a result of the vehicle’s pre-existing manufacturing defects. NHTSA’s vehicle complaint database incorporates more than 1.4 million complaint reports. These reports contain extended information on vehicle-related disruptions. Around 5% of these reports involve some level of injury or fatalities. This study used these two databases to determine the effectiveness of vehicle inspection regulation programs in different states of the U.S. A statistical significance test was performed to determine the effectiveness of the vehicle safety inspection programs based on the states with and without safety inspection in place. This study concludes that there is a need for vehicle safety inspections to be continued for the reduction of vehicle complaints.

Abstract:

The article deals with investigation of the possibilities of the program PC CRASH, meant for the computer modeling of the movement of vehicles. The computer modeling of the process of overturning of the automobile with the help of the program PC CRASH is introduced. The cross profile of the road, the height of the centre of gravity of the automobile and the other parameters are evaluated while modeling. The influence of the introduced parameters upon the computer modeling results is investigated. The possibilities of application of the computer modeling programs in the expert assessment of the traffic accidents are considered, the items on reliability of the results of modeling and the requirements, raised towards the experts, who work with such programs, are analyzed.

Abstract:

Imunisasi campak adalah program prioritas dalam situasi darurat di pengungsian. Namun, sampai akhir masa tanggap darurat cakupan imunisasi campak di Kota Lhokseumawe tidak mencapai target. Penelitian ini bertujuan mendapatkan gambaran fungsi sistem manajemen crash program campak di Dinas Kesehatan Kota Lhokseumawe tahun 2005, mengidentifikasi hal-hal yang menyebabkan tidak tercapainya target imunisasi dan mengetahui umpan balik dalam pengembangan program imunisasi. Penelitian ini dilakukan dengan rancangan penelitian kualitatif untuk memahami latar belakang yang dialami subjek penelitian dalam melaksanakan fungsi manajemen crash program campak meliputi perencanaan sampai evaluasi serta rencana umpan balik berdasarkan hasil cakupan imunisasi. Pengumpulan data dengan cara wawancara mendalam dan telaah dokumen. Proses perencanaan tidak memadai, penentuan jumlah sasaran berdasarkan proyeksi BPS tidak sesuai dengan kenyataan dilapangan. Pada pelaksanaan imunisasi, jumlah capaian dibawah sasaran yang ditentukan, untuk daerah tertentu pengaruh faktor keamanan yang tidak kondusif. Pencatatan pelaporan, pemantauan dan evaluasi tidak memadai karena jumlah sasaran berbeda dengan sasaran yang telah ditentukan. Umpan balik dilakukan terutama terhadap Puskesmas dengan cakupan rendah dan memantau kasus campak yang mungkin muncul. Gambaran manajemen crash program campak belum memadai terutama pada proses perencanaan jumlah sasaran, sehingga berkaitan pada proses pelaksanaan, pencatatan dan pelaporan, pemantauan dan evaluasi.Kata kunci: Imunisasi campak, crash program campakAbstractMeasles immunization is a priority program of emergency in evacuation. Until the end of emergency measles immunization period, Lhokseumawe City could not achieved the target. The objective of study is to obtain the description of management system of measles crash program in Lhokseumawe Health Office in 2005, to identify things that caused low achievement of immunization target and find out feed back in developing immunization program.This research is conducted by qualitative research design to understand background of concerned research subject in doing crash program management function of measles including planning to evaluation and also feed back plan based on immunization result. Data gathering is done by in-depth interview and document study. Planning process is not adequate, target number determined based on BPS projection was not appropriate with reality in field. The immunization coverage was under the target, in certain areas security factor was not conducive. Record keeping, surveillance and evaluation were not adequate because target num- ber differ from determined target. Feed back was done especially to Puskesmas with low coverage and survey measles case that possibly appears. Description of crash program management of measles is not yet adequate, especially in planning process of target number, and it related to implementation process, record and report, surveillance and evaluation.Key words: Measles immunization, measles crash program

Abstract:

From 1997 to 2001, pedestrian fatalities represented 25.9% (2,065 fatalities) of all traffic fatalities in Florida. The latest available statewide crash data from the Florida Department of Highway Safety and Motor Vehicles reveals 8,487 pedestrian crashes, resulting in 510 deaths and 7,894 injuries, in 2001. However, a methodology is not currently available to identify pedestrian high-crash locations in Florida as part of the Highway Safety Improvement Program (HSIP). A study was conducted to provide the framework for the systematic identification of pedestrian high-crash locations on the state highway system as part of the HSIP. The study methodology uses the Poisson distribution to determine abnormally high pedestrian crash frequencies in a year for 1-mi roadway segments. Four-lane and six-lane divided roadways with continuous sidewalks on both sides of the road in Miami-Dade County were included. The crash data, the latest available from the crash database of the Florida Department of Transportation, correspond to the years 1997, 1998, and 1999. A χ2 goodness-of-fit test was performed to determine how well the data could be modeled by a Poisson process. The goodness-of-fit test was significant at the 2.5% level for the 1999 data, at the 10% level for the 1998 data, and less than 1% for the 1997 data. With a confidence level of at least 90%, a pedestrian crash frequency of three crashes in a 1-mi segment was found to be abnormally high for the fourlane divided facilities. For the six-lane divided facilities, four pedestrian crashes per 1-mi segment were established as the threshold value. From these threshold values, 22 1-mi segments were identified as pedestrian high-crash locations in Miami-Dade County for 1999.

Abstract:

Teen-driver motor vehicle crashes (MVCs), MVC-related injuries, and MVC-related costs before (1993-1995) and after (1997-1999) the implementation of the teen driver licensing (TDL) program in Kentucky are evaluated. Data collected as part of the study are used to recommend actions to enhance the effectiveness of Kentucky’s TDL program. The study involved the analysis of teen crash data pre-TDL and post-TDL by using data from the Kentucky Accident Reporting System database and the Kentucky Transportation Cabinet driver license file. The study also involved analysis of crash data in relation to crash costs by using the CrashCost software program. Findings indicate that implementation of the TDL program in Kentucky resulted in a substantial (32 percent) reduction in MVC rates for 16-year-old drivers from before the TDL program and a similar reduction in crashes after midnight, fatal crashes, and injury crashes for the 16-year-old age group. Cost analysis indicates an estimated annual reduction of $34.2 million in 16-year-old teen-driver MVC-related expenses. However, after a dramatic reduction in the number of crashes for ages 16 to 16.5 (learner permit stage), the number of crashes rose sharply for ages 16.5 to 17, when drivers may have progressed to independent driving. There were no decreases in crash rates for 17- and 18-year-old drivers under the TDL program. Results from this study indicate a need for more effective measures to decrease MVCs for ages 16.5 to 18, such as upgrading to a full graduated driver licensing program.

Abstract:

Project management in the length of time of completion or better known as lead time is the time that has been agreed between the project implementers in this project managers and customers as the owner of the project. Time-based project implementers will make planning, scheduling and control of existing resources with the purpose of the length of the project in accordance with the agreed upon. In the process constraints will always occur which cause the delay activities that become part of the overall project. The delay that occurs on the critical path if not controlling and acceleration would cause backwards in time from the time of completion of the project. This will cause losses for both the executor fines for the delay as well as for the project owner to lose an opportunity of reception of the project late from agreements. This paper contains the possibility of doing a program crash or the acceleration by means of melaukukan overlapping. For sure the acceleration by means of overlapping could not immediately be implemented in all activities of the project. The decision to do overlapping largely determined by the knowledge and experience of the person in charge of the project. Keywords: Crash program, overlapping, critical path method.

Abstract:

The analyses performed by the experts are crucial for the settlement of court disputes, and they have legal consequences for the parties to legal proceedings. The reliability of the simulation result is crucial. First, in article, an impact simulation was performed with the use of the program default data. Next, the impact parameters were identified from a crash test, and a simulation was presented. Due to the difficulties in obtaining the data identified, the experts usually take advantage of simplifications using only default data provided by the simulation program. This article includes the original conclusions on specific reasons of simplified collision modeling in Multi Body Systems (MBS) programs and provides specific directions of development of the V-SIM4 program used in the study to enhance the models applied. This manuscript indicates a direction for crash model development in MBS programs to consider a varied 3D body space zones stiffness related to the structure of the car body and the internal car elements instead of modeling the car body as a solid with an average stiffness. Such an approach would provide an alternative to Finite Element Method (FEM) convention modeling.

Abstract:

This paper mainly designs several projects to analyze the deformation of crash box. Through analyzing the crushing distance, energy absorption and axial force variation, which is under different schemes and low crash speed, gets that: a front crash box slot is necessary; Filling foam allows the specimen to absorb more energy and makes the carrying capacity changing more stably. Finally, we compared simulation results with the experimental results, and on this basis, providing improvement program means.

Abstract:

The influence of vehicle deformation on the risks of head injury for the drivers involved in frontal crashes is studied using real world crash data. There are three types of vehicle damage distribution considered in this paper, namely, wide distribution, moderate offset, and small offset. The adjusted odds ratios (OR) along with 95% confidence intervals (CI) for the head injuries are estimated by logistic regression, controlling for a wide variety of confounders. Results show that occupants' head injuries are highly related to damage distribution. Small offset crash has greatest threat to head injury. Seat belt is effective in all the crash types of concern. This study provides evidences to upgrade existing frontal crash test program and clue to countermeasure development for occupant protection in different crash modes.

Abstract:

Computational occupant analysis has been performed with a pre-determined crash pulse which is produced from a real test. The involved crash components are designed on the basis of the results of the analysis. This method has limitations in that the design does not have much freedom. However, if a good crash pulse is proposed, the occupant's injuries can be reduced more effciently and the body structure can be modified to generate the crash pulse. A good crash pulse is a deceleration curve that minimizes injuries to unrestrained occupants. In this research, a preferable crash pulse is generated by an optimization method called the response surface approximate optimization (RSAO). RSAO is a modified algorithm from a response surface method. The crash pulse is determined to minimize occupant injury while the related physics are satisfied. An RSAO in a commercial code is utilized by interfacing it with an in-house occupant analysis program called SAFE (safety analysis for occupant crash environment). Design of the involved components is carried out on the basis of the generated crash pulse by optimization. The RSAO is also used in this design process. The advantages of the RSAO are investigated as opposed to other design methods, and the results are compared and discussed.

Abstract:

The Arizona Department of Transportation (ADOT) recognizes that a new paradigm in highway safety evaluation was brought about by the advent of advanced technologies such as photo log, geographic information systems (GIS), and global-positioning satellite systems. Whereas these technologies are known to serve distinct singular purposes in a highway agency, ADOT has endeavored to explore the possibilities of integrating these technologies for the purpose of providing an all-encompassing perspective of crash history and roadside characteristics in a multimedia display of GIS maps and related photo imagery. The research provides the account of an analytic tool-development process aimed at improving the recognition of highway safety hazards. These hazards might otherwise be apparent if not for the relative complexity of existing relational databases and spatial GIS infrastructure at ADOT. Previous methods of mining data from the ADOT crash databases were limited in functionality as well as in reliability. By promoting the “visualization” of highway safety conditions, the advanced technologies open a wealth of new opportunities in identifying problematic roadside conditions and crash histories. This is expected to lead to an improved economy of implementing safety improvements that are designed properly to mitigate the “real” conditions that can be identified. The research is a companion to the larger, FHWA-sponsored research into establishing a corridor safety-improvement program for Arizona (FHWA Report FHWA-AZ 98-458).

Abstract:

Using longitudinal data drawn from Tennessee's Fatality Analysis Reporting System (FARS) and a multiple time-series research design, the authors assessed whether an emergency cellular telephone program, established on April 1, 1995, reduced alcohol-related fatal crashes. Maximum-likelihood results revealed a 2.5 percent decline in the alcohol-related fatal crash rate on roads serviced by the program. No significant change in the monthly percentage of fatal crashes attributed to drunk drivers was observed on roads where the program was not implemented. Emergency cellular telephone programs show promise as an effective and relatively inexpensive means for improving highway safety.

Abstract:

ASEAN New Car Assessment Program (ASEAN NCAP) is a newly established automobile safety rating program in the Southeast Asia region, which the primary objective is to provide consumers with vehicle safety information and concurrently acknowledge manufacturers’ effort in elevating vehicle safety level. This information is comprehensively gathered through scientific and objective testing procedures in full scale crash test simulation. To ensure consistency and high repeatability, ASEAN NCAP operates standardized test and assessment protocols which utilize high-tech equipment and sensors, data acquisition system and also human surrogates (instrumented “dummies”). A point system is derived for marking purposes and a star rating scheme is designed to reflect the level of safety afforded to occupants. To cater for variation in crash configurations, occupants’ sizes and kinematics as well as other potential risks during crash impacts, a point deduction system (penalty-based) named as “modifiers” were introduced. Hence, this work attempts to describe the modifiers, their basis and justifications for inclusion in the safety rating scheme. A few case studies are demonstrated in this paper to enhance the understandings of modifiers concept.

Abstract:

The project acceleration by the Crash Program is one of the ways that is often used to make time and cost efficiency on an ongoing project. Acceleration of project completion time will affect the efficiency of equipment and labor productivity. In the case study of the Surabaya Outer East Ring Road Project Construction Segment 1, a project that has the potential to be accelerated is discussed in order to obtain efficiency values in terms of time and cost, Project acceleration by means of the Crash Program using the Precedence Diagram Method (PDM) method to determine the value of efficiency. This project uses resources, in this research the software used is Microsoft Project 2016. The research method used is to design network planning, find the critical path for each job, determine the work that has the potential to be accelerated, calculate the crash cost in additional working hours. and work shifts, calculating direct costs and indirect costs for each activity that changes due to changes in the duration of implementation, calculating the cost slope. Application of the Crash Program in the work of Asphalt Concrete Surface Layers (AC) thick 5 cm in the project will have an impact on increasing the time efficiency previously planned from 180 working days to 175 working days and efficiency with the difference in project costs of Rp. 18.313.935,8 with a ratio of 0,997 between the PDM method compared to the cost of the contract value calculated using the crashing project method.

Abstract:

To quickly verify and fix vulnerabilities, it is necessary to judge the exploitability of the massive crash generated by the automated vulnerability mining tool. While the current manual analysis of the crash process is inefficient and time-consuming, the existing automated tools can only handle execute exceptions and some write exceptions but cannot handle common read exceptions. To address this problem, we propose a method of determining the exploitability based on the exception type suppression. This method enables the program to continue to execute until an exploitable exception is triggered. The method performs a symbolic replay of the crash sample, constructing and reusing data gadget, to bypass the complex exception, thereby improving the efficiency and accuracy of vulnerability exploitability analysis. The testing of typical CGC/RHG binary software shows that this method can automatically convert a crash that cannot be judged by existing analysis tools into a different crash type and judge the exploitability successfully.

Abstract:

A dynamic crash model is developed and implemented to model the failure behavior and energy absorption of braided composite structures. Part I describes the development and theoretical foundation of a viscoplastic material model that captures the rate-dependent behavior present in braided composite materials. Part II presents the implementation of the model into a finite element model program and the experimental results for tubes crushed from quasi-static to 4000 mm/s rates used to verify the model. Energy absorption decreases sharply with an increase in crush rate, which is reflected in this model. Design concepts are also introduced to increase energy absorption in braided composites.

Abstract:

The graphic analytical modelling and the computer modelling of collisions of the automobiles are compared in this article. The examples of modelling of collisions of the automobiles are given. The computer modelling of collision of the automobiles with the help of the program PC CRASH is introduced. The possibilities and advantages of this computer program, the inserted parameters and their optimization are investigated. The possibilities of applying the computer modelling program in the experts’ examination of traffic accidents while modelling collisions of the automobiles, the items and requirements raised towards the experts, who work with such programs, on reliability of the obtained results are considered.

Abstract:

A finite element simulation study was performed to gain the theoretical head impact velocity about the crash test details. Accuracy of the simulation was verified using qualitative and quantitative comparisons. Based on in-depth examination of crash simulation recordings, energy distributions occurred in the barrier against the car are determined. In this paper, the existing finite element crash analysis of barriers using the LS-DYNA program is further extended to study the dynamic response of the barrier with module structures connected by anchor bolt inserted through concrete bridge decks. The numerical results for various parameters are verified by comparing different models with or without the high strength steel such as HS800.

Abstract:

A three-dimensional finite-element simulation study, developed for the purpose of modeling the event of a compact automobile impacting a modified thrie-beam guardrail, is presented. The developed computational model has been used to simulate an actual field test that was previously conducted as part of a full-scale crash test program carried out under the auspices of FHWA. Results of the actual crash test are also used to "tune" the simulation model.

Abstract:

Background: Historically, Indian reservations have been struggling with higher crash rates than the rest of the United States. In an effort to improve roadway safety in these areas, different agencies are working to address this disparity. For any safety improvement program, identifying high risk crash locations is the first step to determine contributing factors of crashes and select corresponding countermeasures. Methods: This study proposes an approach to determine crash-prone areas using Geographic Information System (GIS) techniques through creating crash severity maps and Network Kernel Density Estimation (NetKDE). These two maps were assessed to determine the high-risk road segments having a high crash rate, and high injury severity. However, since the statistical significance of the hotspots cannot be evaluated in NetKDE, this study employed Getis-Ord Gi* (d) statistics to ascertain statistically significant crash hotspots. Finally, maps generated through these two methods were assessed to determine statistically significant high-risk road segments. Moreover, temporal analysis of the crash pattern was performed using spider graphs to explore the variance throughout the day. Results: Within the Fort Peck Indian Reservation, some parts of the US highway 13, BIA Route 1, and US highway 2 are among the many segments being identified as high-risk road segments in this analysis. Also, although some residential roads have PDO crashes, they have been detected as high priority areas due to high crash occurrence. The temporal analysis revealed that crash patterns were almost similar on the weekdays reaching the peak at traffic peak hours, but during the weekend, crashes mostly occurred at midnight. Conclusion: The study would provide tribes with the tool to identify locations demanding immediate safety concerns. This study can be used as a template for other tribes to perform spatial and temporal analysis of the crash patterns to identify high risk crash locations on their roadways.

Abstract:

In the U.S., 16 and 17 year-old drivers have horrendous motor vehicle crash rates. Young teen drivers are also vastly over-involved in fatal traffic crashes. In order to better understand the causes of this teen driver crash problem and then develop appropriate countermeasures, the AAA Foundation for Traffic Safety commissioned the first comprehensive re-examination in more than 20 years of what novice drivers need to learn and do in order to be safe drivers. The resultant research report (Lonero, et al., 1995) led to the creation of an innovative, computer-based risk management training program for teen drivers, released in February, 1998.

Abstract:

This paper explores the effects of operating speed and traffic flow on roadway safety in light of the methodology provided by the U.S. Road Assessment Program (usRAP). Unlike traditional approaches, usRAP produces a systemic expected roadway safety performance, more specifically the likelihood of being involved in a severe or a fatal crash, that is derived purely from roadway, roadside, and traffic characteristics, without need for detailed historical crash data. Data from over 7,000 mi of segments coded using the usRAP protocols and 5 years of crash data were used to examine changes in expected safety performance with changes in operating speed and traffic volumes. Speed and flow emerged as candidates for initial exploration as their effect is explicitly considered in the usRAP formulation for all crash types. The usRAP methodology indicated a gradual increase in the frequency of expected severe and fatal crashes with an increase in the operating speed, and such trends followed those observed in the field. Increase in traffic flow was generally associated to increase in severe and fatal crashes, but to a much smaller scale compared with the effect found for speed. Effects of traffic flow were more evident at smaller ranges, both in the field and in the usRAP results, with the safety effects diminishing and even reversing as the flow approached lane capacity. Crash data were examined using a risk ratio that considers the relative frequency of severe and fatal crashes to the exposure of a given segment group, as well as star rating scores and star ratings from usRAP outputs.

Abstract:

Red light camera (RLC) systems are believed to decrease the right-angle crashes that they are targeting but to have the undesirable side effect of increasing rear-end crashes. This belief was confirmed in a before–after study of 132 RLC installations in seven U.S. jurisdictions, as reported in a companion paper. In that research, the extent to which the increase in rear-end crashes negates the benefits for right-angle crashes was unclear, given the perceptions of severity differences in the two crash types. This paper reports on an examination of the changes in crash costs, based on a consideration of rear-end and right-angle unit crash costs for various severity levels, to establish the aggregate effects of the RLC programs evaluated. Part of the project derived the required unit costs by using information from national U.S. databases. The overall results show a modest to moderate economic benefit of between $28,000 and $50,000 per treated site year, depending on assumptions made. The ability to aggregate economic costs across crash types and severity created the opportunity to try to isolate program implementation factors and intersection characteristics that would favor the installation of RLC systems by using the aggregate economic benefit at each RLC site as the outcome variable. This investigation found, for example, that the greatest economic benefits are associated with the highest total entering annual average daily traffic, the largest ratios of right-angle to rear-end crashes, and the presence of protected left-turn phases.

Abstract:

Road crashes are problems facing the transportation sector. Crash data in many countries are available only for the past 10 to 20 years, which makes it difficult to determine whether the data are sufficient to establish reasonable and accurate prediction rates. In this study, the effect of sample size (number of years used to develop a prediction model) on the crash prediction accuracy using Autoregressive integrated moving average (ARIMA) method was investigated using crash data for years 1971–2015. Based on the availability of annual crash records, road crash data for four selected countries (Denmark, Turkey, Germany, and Israel) were used to develop the crash prediction models based on different sample sizes (45, 35, 25, and 15 years). Then, crash data for 2016 and 2017 were used to verify the accuracy of the developed models. Furthermore, crash data for Palestine were used to test the validity of the results. The used data included fatality, injury, and property damage crashes. The results showed similar trends in the models’ prediction accuracy for all four countries when predicting road crashes for year 2016. Decreasing the sample sizes led to less prediction accuracy up to a sample size of 25; then, the accuracy increased for the 15-year sample size. Whereas there was no specific trend in the prediction accuracy for year 2017, a higher range of prediction error was also obtained. It is concluded that the prediction accuracy would vary based on the varying socioeconomic, traffic safety programs and development conditions of the country over the study years. For countries with steady and stable conditions, modeling using larger sample sizes would yield higher accuracy models with higher prediction capabilities. As for countries with less steady and stable conditions, modeling using smaller sample sizes (15 years, for example) would lead to high accuracy models with good prediction capabilities. Therefore, it is recommended that the socioeconomic and traffic safety program status of the country is considered before selecting the practical minimum sample size that would give an acceptable prediction accuracy, therefore saving efforts and time spent in collecting data (more is not always better). Moreover, based on the data analysis results, long-term ARIMA prediction models should be used with caution.

Abstract:

Lighter weight commercial vehicles facilitate faster transport, higher mobility and fuel conservation. Weight reduction and safety are mutually competing objectives. And the safety should not be compromised after weight reduction. Full size crash tests are expensive and time consuming to organize. Using a numerical simulation for predicting crash to the occupants’ safety can minimize the number of such trials. In this paper three virtual crash simulations for the three load cases: Front impact test, Roof strength test and Rear wall strength test are performed according to the European regulation ECE-R29. The explicit finite element program LS-DYNA is used for that purpose. The comparisons between simulation results and test data available in the literature are also presented in this paper.

Abstract:

The development of a family of low-maintenance, reusable crash cushions that employ energy dissipaters made of high-molecular-weight–high-density polyethylene is described. This “smart” energy dissipating thermoplastic is self-restorative and reusable and possesses excellent hysteresis characteristics. The design process involved quasi-static and impact scale model experiments, finite-element modeling, and a full-scale crash testing program conducted according to the guidelines of NCHRP Report 350. A treatment of all of these design components is presented. It is demonstrated that scale model experiments and finite-element modeling are cost-effective tools whose employment can minimize the number of costly full-scale crash tests required to qualify devices as acceptable for use on the National Highway System.

Abstract:

Tujuan penelitian ini adalah untuk mengetahui percepatan waktu dan biaya yang dapat dihemat pada proyek Hotel Dewarna Tahap II Bojonegoro. Berdasarkan laporan realisasi sampai minggu ke-13 atau 86 hari kerja baru mencapai 34,58% sedangkan persentase rencana awal sebesar 53,522%, sehingga terjadi deviasi antara rencana dan realisasi. Akibatnya pekerjaan mengalami keterlambatan waktu yang awalnya direncanakan selesai dalam waktu 233 hari menjadi 261 hari. Untuk mempercepat waktupenyelesaian proyek agar tidak terjadi keterlambatan maka kajian ini menggunakan metode fast-track dan crash program untuk kemudian dibandingkan hasilnya. Hasil analisis menggunakan metode fast-track dan crash program dari segi waktu bisa ditekankan kembali seperti rencana awal yaitu proyek selesai dalam waktu 233 hari. Dari segi biaya dengan metode fast-track membutuhkan biaya sebesar Rp 26.376.440.619, sedangkan dengan metodecrash program membutuhkan biaya sebesar Rp 26.504.146.817.Kedua metode tersebut mampu mengurangi biaya akibat keterlambatan proyek yang awalnya sebesar Rp 27.059.140.712. dari segi biaya metode fast-track lebih murah, akan tetapi memiliki resiko yang lebih besar karena apabila salah satu pekerjaan yang berada pada lintasan kritis mengalami keterlambatan akan mempengaruhi pekerjaan lainnya.

Abstract:

Tujuan penelitian ini adalah mengevaluasi waktu dan biaya kegiatan proyek Pembangunan Gedung Kantor Kelurahan Wonorejo Kecamatan Selomerto Kabupaten Wonosobo. Metode PERT menganalisis kemungkinan tercapainya waktu proyek yang telah direncanakan dalam time schedule. CPM menganalisis waktu dan biaya proyek melalui percepatan kegiatan yang terdapat pada jalur kritis. Dalam penelitian ini data yang digunakan adalah data proyek pembangunan Gedung Kantor Kelurahan Wonorejo. Langkah untuk mengurangi dampak keterlambatan kegiatan diusulkan melakukan proses crashing. Crashing dilakukan pada kegiatan yang berada pada jalur kritis. Dari hasil penelitian ini didapatkan 42 jalur kritis dari 58 aktivitas. Waktu yang direncanakan dalam time schedule selesai dalam waktu 49 hari kalender, namun pada kenyataan dilapangan proyek mengalami keterlambatan waktu dan dapat diselesaikan selama 60 hari. Setelah dilakukan perhitungan jalur kritis menggunakan metode CPM, waktu yang dibutuhkan untuk menyelesaikan proyek yaitu selama 32 hari. Dengan metode PERT didapatkan perhitungan probabilitas terselesaikannya proyek selama 49 hari adalah sebesar 99,38%. Setelah dilakukan crash program tiga kali didapatkan durasi optimum selama 37 hari dan biaya crash sebesar Rp. 2.368.000. Dengan menghitung biaya sewa alat yang lebih besar dari biaya crash sehingga proyek dapat diselesaikan selama 37 hari tanpa menambah biaya crash, karena biaya tidak langsung lebih besar daripada biaya crash.

Abstract:

Although the population of younger drivers has decreased over recent decades, their crash rates have increased. Research has associated their higher crash rates with societal influences and youthful behavior. Research was conducted to identify the specific driving maneuvers of which unsuccessful undertaking results in specific types of crashes involving younger drivers. Four types of crashes were identified as the most prominent for young drivers: intersection, rear end, passing, and single vehicle. The analysis was performed by examining the Kentucky crash database for the 1994-1996 period by using the quasi-induced exposure method. The results showed that for all crashes, there is a general trend of decreasing involvement with increasing age, which indicates that these drivers’ inexperience is the largest single contributor to their increased crash rates. Of significance is that for all crashes, a dramatic decrease of involvement after the first year of driving between the ages of 16 and 17 is observed. This may be indicative of a steep learning curve in the first years of driving regarding the ability to control a vehicle. Therefore, little can be done to improve this phenomenon. Increasing awareness among young drivers about these issues and their likely crash involvement appears to be the only viable approach. However, preliminary efforts from the graduated license program show that some trends have been reduced, indicating a possible influence on the crash rates of young drivers.

Abstract:

The probability of a vehicle encroaching onto the roadside is influenced by several geometric characteristics of the roadway. The horizontal curvature and vertical grade encroachment adjustment factors (EAFs) used in the third version of the Roadside Safety Analysis Program (RSAPv3) were adopted from adjustment factors introduced in 2003 in NCHRP Report 492 during the original development of RSAP. These adjustments were developed by interpreting earlier work on curves and grades. Given the weaknesses and limitations of the earlier study, it was suggested that a larger-scale study with larger sample size and more representative crash severities would be appropriate. This paper describes the development of new horizontal curve and vertical grade EAFs for rural areas. EAFs were developed from a cross-sectional model of crash data that controlled for geometric influences, traffic volumes, segment length, and highway type. The proposed EAFs are not identical to the current factors, which is not surprising, because the earlier study reviewed only 300 fatal crashes with fixed objects in 1975. This study reviewed the full range of crash severities and a range of run-off-road crash types and was conducted on much more recent crash data (2002–2010). Promisingly, however, EAFs are of the same order of magnitude and are broadly consistent with the earlier study.

Abstract:

The need to reduce fatal and injury crashes on tribal lands has been recognized for years. The United States has realized a decline in fatal crashes over the past several years, but fatal crashes continue to increase on tribal lands. Little progress has been made in improving safety on tribal lands. Limited resources, lack of coordination across jurisdictions, the rural nature of many of the roadways, and lack of crash data have made it difficult for tribes to implement an effective safety improvement program. A methodology that can address these challenges is presented in this paper. The proposed methodology has been implemented successfully in the Wind River Indian Reservation in Wyoming. Collaboration among safety stakeholders—state departments of transportation, tribal leadership, the Local Technical Assistance Program, the Tribal Technical Assistance Program, the Bureau of Indian Affairs, and local and tribal law enforcement—is key to the success of such a process.

Abstract:

The article presents a model of an anthropometric dummy designed for low velocity crash tests, designed in ADAMS. The model consists of rigid bodies connected with special joints with appropriately selected stiffness and damping. The simulation dummy has the appropriate dimensions, shape, and mass of individual elements to suit a 50 percentile male. The purpose of this article is to draw attention to low speed crash tests. Current dummies such as THOR and Hybrid III are used for crash tests at speeds above 40 km/h. In contrast, the low-speed test dummy currently used is the BioRID-II dummy, which is mainly adapted to the whiplash test at speeds of up to 16km/h. Thus, it can be seen that there is a gap in the use of crash test dummies. There are no low-speed dummies for side and front crash tests, and there are no dummies for rear crash tests between 16 km/h and 25 km/h. Which corresponds to a collision of a passenger vehicle with a hard obstacle at a speed of 30 km/h. Therefore, in collisions with low speeds of 20 km/h, the splash airbag will probably not be activated. The article contains the results of a computer simulation at a speed of 20 km/h vehicle out in the ADAMS program. These results were compared with the experimental results of the laboratory crash test using volunteers and the Hybrid III dummy. The simulation results are the basis for building the physical model dummy. The simulation aims to reflect the greatest possible compliance of the movements of individual parts of the human body during a collision at low speed.

Abstract:

The Transportation Equity Act for the 21st Century requires metropolitan planning organizations (MPOs) to incorporate safety and security into the transportation planning process as one of the seven planning factors. The Hampton Roads Planning District Commission (HRPDC) is the designated MPO for Southeastern Virginia. In 2001, as part of its congestion management system (CMS) program, the HRPDC staff initiated a comprehensive regional safety study, which included collecting comprehensive crash data and creating a regional database for 151 Interstate segments and 13,000 intersections. The crash severity method was used to analyze, rank, and determine the top high-crash locations for Interstate segments as well as the CMS intersections. This regional safety study was designed to help local communities understand safety-related problems and issues. Congestion, failure to yield the right-of-way, following too closely, driver inattention, and disregarding traffic signals were found to be the main causes of traffic crashes in Hampton Roads between 1998 and 2000. Rear-ends and right angles were the predominant crash types during the period. The study analyzed and recommended a series of safety-related countermeasures and solutions for the top-10 high-crash locations throughout the region. Some common countermeasures that were recommended were adding roadway capacity, adding turn lanes at intersections, improving signal timing, improving signage, increasing enforcement, and providing additional driver education.

Abstract:

Novice driver training programs have been shown to change behaviors known to be linked to increases in crash risks, behaviors such as long glances inside the vehicle and failures to glance towards latent hazards. However, until recently no program had been shown to change the actual frequency of citations and crashes. The one program that has been shown to reduce crashes was delivered once, at the time of licensure, took only 17 minutes in length to complete, and addressed only hazard anticipation. We asked whether a training program that addressed both hazard anticipation and attention maintenance skills, Distractology 101, was roughly twice as long in length, and was delivered once in person and once over the internet would prove at least as effective, not only with drivers who had just received their license, but also drivers who had up to 36 months of experience. The results showed that this training program reduced citations and crashes significantly and similarly across drivers with different driving experience.

Abstract:

A robotics instruction program is implemented for beginners to understand outlines of robotics. The aim of this program is to give students an outline of “what a robot is” together with its relations with various areas concerned and facilitate each student to produce their own robots and learn its process. This paper introduces lecture contents of “Robot Hands-On Exercise” conducted on freshmen of the Department of Advanced Robotics at Chiba Institute of Technology. This paper also includes visiting lectures with reorganized contents for a crash course provided as a part of Super Science High Schools (SSH) and Science Partnership Project (SPP), which are learning support projects by Japan Science and Technology Agency. We will summarize the findings based on questionnaire survey results and interactions with the students through those lectures.