scholarly journals Do wildlife warning reflectors elicit aversion in captive macropods?

2006 ◽  
Vol 33 (7) ◽  
pp. 583 ◽  
Author(s):  
Daniel Ramp ◽  
David B. Croft
Keyword(s):  
World Wide ◽  
Field Trials ◽  
Behavioural Response ◽  
Vehicle Collisions ◽  
Road Verge ◽  
Aversive Effect ◽  
The Road ◽  
Macropus Rufus ◽  
On The Road

A goal to reduce the frequency of animal–vehicle collisions is motivating extensive research on this topic world-wide. Over the last 30 years, one popular mechanism to warn wildlife of approaching vehicles has been the wildlife warning reflector, manufactured and distributed under the brands Swareflex (Austria) and Strieter-Lite (USA). These reflectors were designed to scare deer and other ungulates from roadways at night by reflecting light from the headlights of approaching vehicles into the eyes of animals on the road verge. Robust documentation of their effectiveness has been lacking, yet there has been a push in Australia to examine their efficacy with regard to medium to large macropodids. Field trials of the reflectors are problematic and difficult to design rigorously, so we chose to examine the behavioural response of two captive macropodid species (Macropus rufus and M. rufogriseus) to the reflectors on a simulated road in order to derive some indication as to their efficacy. The behavioural response to the reflectors was negligible for both species and not consistent with an aversive effect to deter road use or crossing. We conclude that they would be of little value in our efforts to reduce the frequency of collisions of kangaroos or wallabies with vehicles in Australia.

Using the Law of “Three Points and Two Sections” to Reduce the Risk of Vehicle Collisions

2011 ◽  
Vol 299-300 ◽  
pp. 1283-1286
Author(s):  
Yang Shan Tang ◽  
Li Ying Wang ◽  
Chuan Yang
Keyword(s):  
Environmental Factors ◽  
Traffic Accident ◽  
Safe Distance ◽  
Safe Driving ◽  
Vehicle Collisions ◽  
The Road ◽  
Traffic Conditions ◽  
The Law ◽  
On The Road ◽  
The Relationship

This paper studies the traffic accident prevention rules of “three points and two sections”, according to a series of dynamic environmental factors such as road conditions, traffic conditions, weather and so on, the safe distance of driving vehicles on the road sections is determined. After establishing a certain relationship between the law of “three points and two sections” and the safe distance of driving vehicles, use the relationship to indicate that the range of safe driving distance between vehicles, and propose some reasonable and appropriate measures for such problems to reduce the risk of vehicle collisions.

Development and Performance of the Portable Skid Resistance Tester

1965 ◽  
Vol 38 (4) ◽  
pp. 840-862 ◽  
Author(s):  
C. G. Giles ◽  
B. E. Sabey ◽  
K. H. F. Cardew
Keyword(s):  
Field Trials ◽  
Test Surface ◽  
Skid Resistance ◽  
Textured Surfaces ◽  
Basic Principles ◽  
The Road ◽  
Factors Influencing ◽  
On The Road ◽  
And Performance ◽  
Patterned Tire

Abstract The portable skid-resistance tester can carry out a wide variety of measurements on the road and in the laboratory. This paper outlines the basic principles underlying the design of the tester and describes the laboratory and field trials conducted during the development of the instrument. The factors influencing its performance are emphasized. In its performance, the instrument behaves as a patterned tire skidding at 30 mph. It is particularly well suited for testing rough-textured surfaces, and readings are independent of gradient, camber, or crossfall on the test surface.

scholarly journals Wavelet-Based Optimum Identification of Vehicle Axles Using Bridge Measurements

2020 ◽  
Vol 10 (21) ◽  
pp. 7485
Author(s):  
Hua Zhao ◽  
Chengjun Tan ◽  
Eugene J. OBrien ◽  
Nasim Uddin ◽  
Bin Zhang
Keyword(s):  
Field Trials ◽  
Correlation Factor ◽  
Vehicle Speed ◽  
The Road ◽  
Bridge Health Monitoring ◽  
Axle Detection ◽  
Weigh In Motion ◽  
Bridge Weigh In Motion ◽  
Health Monitoring Systems ◽  
On The Road

Accurate vehicle configurations (vehicle speed, number of axles, and axle spacing) are commonly required in bridge health monitoring systems and are prerequisites in bridge weigh-in-motion (BWIM) systems. Using the ‘nothing on the road’ principle, this data is found using axle detecting sensors, usually strain gauges, placed at particular locations on the underside of the bridge. To improve axle detection in the measured signals, this paper proposes a wavelet transform and Shannon entropy with a correlation factor. The proposed approach is first verified by numerical simulation and is then tested in two field trials. The fidelity of the proposed approach is investigated including noise in the measurement, multiple presence, different vehicle velocities, different types of vehicle and in real traffic flow.

scholarly journals Frequency and causes of kangaroo - vehicle collisions on an Australian outback highway

2006 ◽  
Vol 33 (1) ◽  
pp. 5 ◽  
Author(s):  
Ulrike Klöcker ◽  
David B. Croft ◽  
Daniel Ramp
Keyword(s):  
Temporal Distribution ◽  
Traffic Volume ◽  
Source Population ◽  
Road Mortality ◽  
Night Time ◽  
Vehicle Collisions ◽  
Road Kill ◽  
The Road ◽  
On The Road ◽  
The Impact

Kangaroo–vehicle collisions are frequent on Australian highways. Despite high economic costs, detrimental effects on animal welfare, and potential impacts on population viability, little research has been done to investigate the impact of road mortality on kangaroo populations, where and why accidents occur, and how the collisions can be mitigated. We therefore collected data on species (Macropus rufus, M. giganteus, M. fuliginosus, M. robustus), sex and age of kangaroos killed on a 21.2-km bitumenised section of outback highway over 6 months in far western New South Wales, Australia. The spatial and temporal distribution of road-killed kangaroos was investigated in relation to the cover and quality of road-side vegetation, road characteristics, the density of kangaroos along the road, climatic variables and traffic volume. A total of 125 kangaroos were found killed on the road at a rate of 0.03 deaths km–1 day–1. Grey kangaroos of two species (M. giganteus, M. fuliginosus) were under-represented in the road-kill sample in comparison with their proportion in the source population estimated during the day. No bias towards either sex was found. The age structure of road-killed kangaroos was similar to age structures typical of source kangaroo populations. Road-kills mainly occurred in open plains country. In road sections with curves or stock races, road-kill frequencies were higher than expected. Greater cover and greenness of roadside vegetation at the verge probably attracted kangaroos to the road and variation in this vegetation affected the spatial distribution of road-kills. The temporal distribution of road-kills was positively correlated with the volume of night-time traffic. The probability of a kangaroo–vehicle collision increased exponentially with traffic volume. Results are discussed in relation to the potential for mitigation of kangaroo–vehicle collisions.

scholarly journals Factors Influencing Fatalities or Severe Injuries to Pedestrians Lying on the Road in Japan: Nationwide Police Database Study

Healthcare ◽  
2021 ◽  
Vol 9 (11) ◽  
pp. 1433
Author(s):  
Mirae Koh ◽  
Masahito Hitosugi ◽  
Eiko Kagesawa ◽  
Takahiro Narikawa ◽  
Kohei Takashima
Keyword(s):  
Multivariate Logistic Regression Analysis ◽  
Positive Influence ◽  
Collision Velocity ◽  
Severe Injuries ◽  
Vehicle Collisions ◽  
The Road ◽  
Accident Research ◽  
Hit And Run ◽  
On The Road ◽  
Major Factors

To help reduce the number of pedestrians lying on the road suffering fatal or severe injuries as a result of vehicle collisions, we investigated the influencing factors. We conducted an analysis of the records of the Institute for Traffic Accident Research and Data Analysis Japan between 2012 and 2018; we found that 2452 pedestrians lying on the road were involved in collisions (797 fatalities, 784 severely injured, 871 mildly injured). Multivariate logistic regression analysis identified the following as major factors that positively influenced the fatalities: head or neck injuries (odds ratio [OR], 90.221); trunk injuries (OR, 71.040); trucks as offending vehicle (OR, 2.741); collision velocity of 10–20 km/h (OR, 31.794), 20–30 km/h (OR, 2.982), 30–40 km/h (OR, 8.394), 40–50 km/h (OR, 16.831), and >50 km/h (OR, 18.639); and hit-and-run cases (OR, 1.967). The following had a positive influence on severe injuries: trunk injuries (OR, 4.060); collision velocity of 10–20 km/h (OR, 2.540), 20–30 km/h (OR, 3.700), 30–40 km/h (OR, 5.297), 40–50 km/h (OR, 5.719), and ≥50 km/h (OR, 5.244); and hit-and-run cases (OR, 2.628). Decreasing the collision velocity, avoiding collisions to the head and neck or trunk, and preventing hit-and-run cases would be effective in reducing fatal or severe injuries to pedestrians lying on the road.

The formula commonly used to calculate velocity change in vehicle collisions

1998 ◽  
Vol 212 (1) ◽  
pp. 73-78 ◽  
Author(s):  
R Smith
Keyword(s):  
Traffic Accidents ◽  
Road Traffic ◽  
Velocity Change ◽  
Vehicle Collisions ◽  
The Road ◽  
Deformation Law ◽  
Impulsive Forces ◽  
On The Road ◽  
The Masses ◽  
The Impact

A vehicle's velocity change in a crash, Δ v, is helpful in the scientific investigation of road traffic accidents. This note discusses the formula commonly used to calculate Δ v. A new derivation of this formula for planar motion is given here. The derivation is based upon the conservation laws and leads to an extension of the existing formula. It is not necessary to assume any deformation law for the vehicles in order to obtain the results. The new derivation clarifies the conditions under which the commonly used formula is valid. It shows that the masses and yaw moments of inertia of the vehicles must not be significantly changed by the collision. Further, tyre and other forces must be negligible when compared with the impulsive forces generated by the impact. Finally, there is a condition on the components of the velocities at the point where the resultant impulses act. The analysis shows that the commonly used formula neglects restitution effects and so tends to underestimate the actual velocity change. In fact, restitution effects are important for low-speed impacts. Impact speed calculated from the commonly used formula is not as accurate as speeds obtained by other methods. Nevertheless, in the absence of any marks on the road, such calculations may be the only way of scientifically estimating a vehicle's speed.

Roo the day: evaluating the ShuRoo for prevention of macropod-vehicle collisions

2021 ◽  
Author(s):  
H. Bender ◽  
G. Coulson
Keyword(s):  
Animal Welfare ◽  
Rural Areas ◽  
Road Safety ◽  
Wildlife Conservation ◽  
Average Distance ◽  
Rebound Effect ◽  
Vehicle Collisions ◽  
The Road ◽  
Significant Difference ◽  
On The Road

ABSTRACT Collisions between vehicles and macropods pose problems for road safety, animal welfare and wildlife conservation in Australia. We tested the ShuRoo, which is marketed specifically to deter kangaroos from approaching vehicles. We recruited 18 fleet operators with vehicles travelling consistent routes over long distances in rural areas: 59 vehicles fitted with ShuRoos and 40 vehicles without ShuRooss to act as controls. Drivers kept a log of collisions with macropods over an average distance travelled of 46,131 km. The overall mean rate of collisions with macropods was 1.16 per 100,000 km, with no significant difference between vehicles with a ShuRoo (1.32 ± 0.51) versus those without the device (0.68 ± 0.39). Drivers have the capacity to change their behaviour as a coping strategy to the presence of wildlife on the road, but risk a rebound effect if they believe the ShuRoo manufacturer’s claims and do not modify their driving behaviour to match the context. Rather than retro-fitting an ill-conceived device like the ShuRoo, an integrated, inter-disciplinary approach is needed to resolve the pervasive problem of macropod-vehicle collisions.

Minnesota’s Experience with Thin Bituminous Treatments for Low-Volume Roads

2003 ◽  
Vol 1819 (1) ◽  
pp. 333-337 ◽  
Author(s):  
Greg Johnson
Keyword(s):  
Asphalt Binder ◽  
Thick Layer ◽  
Field Trials ◽  
Surface Treatments ◽  
Additional Material ◽  
Thermal Cracks ◽  
The Road ◽  
Low Volume Roads ◽  
Base Stability ◽  
On The Road

Three surface treatments placed on aggregate-surfaced roads (doublechip seal, Otta seal, and oil gravel) were investigated through field trials for performance. A double-chip seal used a single-size aggregate applied to a layer of hot asphalt binder. After 6 years of service, the performance of the road has required only routine preventive maintenance. The surface has a few thermal cracks and no rutting. An Otta seal, which uses a thick layer of soft asphalt to which a dense graded aggregate is added, has proven successful. The use of a chip spreader is recommended for precise aggregate application during construction. A large top-size aggregate, 1 in. (25 mm) minus, gave a rough texture to the surface, but the performance has not been adversely affected. Because of the fines included in an Otta seal, usually a locally available aggregate can be used. In design and construction, the oil gravel surface is similar to hot-mix asphalt. All the projects had some problems with segregation, but most can be corrected during construction with proper handling techniques. One benefit of this treatment is that additional material stockpiled during construction can be used in subsequent maintenance activities on the road. All three of the surface treatments require a strong stable base to work properly. The treatments add no structural component to the road. Therefore, the condition of the road needs to be carefully evaluated before construction. The roads that performed the best had the best base stability.

Community Colleges: Vital Partners on the Road to Diversity

ASHA Leader ◽  
2006 ◽  
Vol 11 (5) ◽  
pp. 14-17 ◽  
Author(s):  
Shelly S. Chabon ◽  
Ruth E. Cain
Keyword(s):  
Community Colleges ◽  
The Road ◽  
On The Road
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