Krsto Lipovac

Pedestrian Behavior at Signalized Pedestrian Crossings

AbstractThe objective of this research was to define eventual differences in models of pedestrian behavior at signalized pedestrian crossings, with and without countdown displays. The outcomes of this work represent a contribution to the harmonization of positions on the effect of a countdown display on pedestrian behavior. Video recordings at two completely similar pedestrian crossings enabled the collection of pedestrian behavior data (crossing at the red light), which included different categories (gender, age, individual/group, and “slow” pedestrians), collected in different conditions (during certain red light intervals and traffic volume). The results of the research showed that a statistically significant larger number of pedestrian offenders occurred at pedestrian crossings without countdown displays rather than at crossings with countdown displays. The presence of a countdown display significantly reduced the number of women offenders in particular. The number of offenders in the first and last f...

Estimation of the traffic accidents costs in Serbia by using dominant costs model

Abstract This paper presents estimation of the traffic accident costs in Serbia, based on original dominant costs model. Dominant costs model uses human capital approach and this model is developed for simple and quick calculation of the traffic accidents costs, because other simple methods as 1 million rules, are not suitable for estimation of the traffic accident costs in the countries with a low GDP per capita. Knowing the costs of traffic accidents is of crucial importance for establishing traffic safety to the level defined by the size of costs made as a consequence of unsafely. So, politicians, decision makers and stakeholders in the field of traffic safety often need quick estimation of the traffic accident costs and economic effects of the particular measures which are applied for decreasing the number and severity of traffic accidents. The estimation of the level of the traffic accidents costs in Serbia, based on the official data (from the Ministry of Interior of the Republic of Serbia) about tr...

Analysis of possibility for traffic safety improvement based on Serbian traffic violation database analysis

In order to improve traffic safety, both reactive and proactive approaches are used. Unlike the reactive, the proactive approach ’does not wait’ for traffic accidents to happen to start analysing traffic safety conditions. The proactive approach implies traffic safety improvement based on the analysis of socalled indirect traffic safety indicators, like the behaviuor of traffic participants, and the analysis of unsafe traffic participants behaviours that are detected and registered in traffic violations database, are specially interesting. This paper analyzes the possibilities of traffic safety improvement based on Serbian traffic violation database analysis. It was noticed that not all data from database can be used for traffic safety improvement, and at the same time, this paper represents a method in selecting socalled relevant data, which can be used for traffic safety improvement by using adequate preventive activities and measures. In order to define the measures for traffic safety improvement, a possible way of further analysis for some of the relevant data was also presented in this work.

Impact of riders’ lifestyle on their risky behavior and road traffic accident risk

Abstract Previous studies have identified several factors that contribute to the accident risk of motorcyclists: sex, age, experience, personality traits, and so on. It is for sure that motorcycling represents more than just a mode of motor transportation or sport. It could be a part of riders` personal lifestyle that with other components can contribute to their risk behavior and greater involvement in traffic accidents. The main aim of the study was to determine how lifestyle dimensions of male motorcyclists influence the risky behavior of motorcyclists and their involvement in traffic accidents. The set of questionnaires about lifestyle, risky behavior, and demographic data were sent by mail to 300 motorcyclists and 206 participants completed material and sent it back. Results showed that there is a significant correlation between lifestyle and risky behavior of the riders and their involvement in traffic accidents. Also, lifestyle predicts the large amount of the variance of risky behavior and traffic accidents of motorcyclists. Authors can conclude that lifestyle has an important impact on motorcyclists` risky behavior and traffic accidents involvement.

Identifying the most significant indicators of the total road safety performance index

The review of the national and international literature dealing with the assessment of the road safety level has shown great efforts of the authors who tried to define the methodology for calculating the composite road safety index on a territory (region, state, etc.). The procedure for obtaining a road safety composite index of an area has been largely harmonized. The question that has not been fully resolved yet concerns the selection of indicators. There is a wide range of road safety indicators used to show a road safety situation on a territory. Road safety performance index (RSPI) obtained on the basis of a larger number of safety performance indicators (SPIs) enable decision makers to more precisely define the earlier goal- oriented actions. However, recording a broader comprehensive set of SPIs helps identify the strengths and weaknesses of a countrys road safety system. Providing high quality national and international databases that would include comparable SPIs seems to be difficult since a larger number of countries dispose of a small number of identical indicators available for use. Therefore, there is a need for calculating a road safety performance index with a limited number of indicators (RSPIlnn) which will provide a comparison of a sufficient quality, of as many countries as possible. The application of the Data Envelopment Analysis (DEA) method and correlative analysis has helped to check if the RSPIlnn is likely to be of sufficient quality. A strong correlation between the RSPIlnn and the RSPI has been identified using the proposed methodology. Based on this, the most contributing indicators and methodologies for gradual monitoring of SPIs, have been defined for each country analyzed. The indicator monitoring phases in the analyzed countries have been defined in the following way: Phase 1- the indicators relating to alcohol, speed and protective systems; Phase 2- the indicators relating to roads and Phase 3- the indicators relating to trauma management. This will help achieve the standardization of indicators including data collection procedures and selection of the key list of indicators that need to be monitored. Based on the results, it has been concluded that the use of the most contributing indicators will make it possible to assess the level of road safety on a territory, with an acceptable quality score by focusing on the low-ranked countries. A smaller set of significant indicators defined in this manner can serve for a fast and simple understanding of a road safety situation and assessment of effects of measures undertaken. Also, this universal index approach is applicable in cases when a broader comprehensive set of indicators is analyzed, which provides a more accurate identification of weaker points and rank the countries in a more meaningful way.

Identification of hotspots on roads using continual variance analysis

This paper presents a new statistical model for the identification of dangerous locations (subsections) on roads, also known as hotspots. The model is based on continual analysis of variance. The variance parameter has the potential for the synthesis of quantity and quality, especially regarding traffic accident frequencies and the consequences of traffic accidents within subsections and the significant comparison of the produced synthesis. The sensitivity of the suggested model can be adjusted with the level of disjunction and the length of subsections. A practical application of the new model is performed using a sample of 8442 traffic accidents, of which 6079 were Property Damage Only (PDO) accidents, 2041 resulted in injuries and 322 resulted in fatalities. The sample is for the period of 2001 to 2011 and is from an ‘I class’ two lane rural state road in the Serbia with total length of 284 kilometres. The results acquired using the continual analysis of variance were compared with previous results from four HotSpot Identification Methods (HSID) that are also based on the frequency of traffic accidents. First published online 12 April 2017

Roadside public survey approach in black spot identification on rural roads: case study

This paper examines the possibility of applying the Subjective Black Spot Identification Method on state roads. A survey was conducted using interviews about 659 drivers’ attitudes on the existence...