AI Tool with Active Learning for Detection of Rural Roadside Safety Features

Single-Vehicle Run Off Road (ROR) crash has been the leading crash type in terms of frequency and severity in Thailand. In this study, multinomial logit analysis was applied to identify the risk factors potentially influencing driver injury severity of single-vehicle ROR crash using accident records between 2011 and 2017 which were extracted from Highway Accident Information Management System (HAIMS) database. The analysis results show that the age of driver older than 55 years old, male driver, driver under influence of alcohol, drowsiness, ROR to left/right on straight roadway increase the probability of fatal crash, while other factors are found to mitigate severity such as the age of driver between 26-35 years old, using seatbelt, ROR and hit fixed object on straight and curve segment of roadway, mounted traffic island, intersection-related and accident in April. This study recommends the need to improve road safety campaign, law enforcement, and roadside safety features that potentially reduce level of severity of driver involving in single-vehicle ROR crash.

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NCHRP Report 350 Compliance Tests of the ET-2000

Transportation Research Record Journal of the Transportation Research Board ◽

10.1177/0361198196152800103 ◽

1996 ◽

Vol 1528 (1) ◽

pp. 28-37 ◽

Cited By ~ 1

Author(s):

Hayes E. Ross ◽

Wanda L. Menges ◽

D. Lance Bullard

Keyword(s):

Evaluation Criteria ◽

Passenger Car ◽

Roadside Safety ◽

Impact Performance ◽

Crash Testing ◽

Level 3 ◽

New Guidelines ◽

Safety Features ◽

The Impact ◽

Crash Tests

The ET-2000 is one of the end treatments currently approved for use with W-beam guardrail systems. The ET-2000 has successfully met all evaluation criteria set forth in NCHRP Report 230. However, with the adoption of NCHRP Report 350 by FHWA as the official guidelines for crash testing of roadside safety features, it became necessary to reevaluate the ET-2000 to the new guidelines. It is noted that one of the design test vehicles specified in NCHRP Report 230, the 2044-kg passenger car, was replaced by a 2000-kg pickup truck (2000P) under NCHRP Report 350 guidelines. The purpose of the crash tests was to evaluate the ET-2000 according to NCHRP Report 350 guidelines. The ET-2000 met NCHRP Report 350 criteria for Performance Level 3 without any design modifications. All findings in this study demonstrate that the impact performance of the ET-2000 was satisfactory.

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Critical Impact Points for Transitions and Terminals

Transportation Research Record Journal of the Transportation Research Board ◽

10.3141/1797-13 ◽

2002 ◽

Vol 1797 (1) ◽

pp. 105-112

Author(s):

Roger P. Bligh ◽

King K. Mak

Keyword(s):

Safety Performance ◽

Worst Case ◽

Roadside Safety ◽

Simulation Techniques ◽

Crash Testing ◽

Families Of Curves ◽

Impact Location ◽

Safety Features ◽

Computer Simulation Techniques ◽

Selection Of

Guidelines for evaluating the safety performance of roadside safety features generally recommend that a worst case or critical impact point (CIP) be selected for crash testing. NCHRP Report 350 presents families of curves that can be used to determine the CIP for a transition section. However, these curves have been observed to overestimate the stiffness of a transition system and provide CIP values closer to the more rigid system of the transition (e.g., bridge rail end) than appropriate. New CIP selection curves for transitions are presented. A procedure is provided to aid in determining the CIP for transition sections with multiple rail elements or variations in post strength and post spacing. Various existing and theoretical transitions systems with wide-ranging combinations of beam and post strengths were used to validate the curves. The newly developed CIP relationships for transitions are recommended in lieu of the existing relationships contained in NCHRP Report 350. To facilitate the development of guidelines for the selection of a CIP for terminals, a new definition is proposed. The proposed definition for the CIP is the point along the terminal at which vehicle behavior transitions from gating to redirection. A methodology for determining the CIP using computer simulation techniques is investigated. The data clearly demonstrate that the selection of a single default impact location for all terminal configurations may not provide the CIP for many designs.

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