Publications

Introduction: This study investigates the mitigating effect of passive safe poles on the severity of run-off-road crashes in Belgium. Method: Run-off-road (ROR) crash data were collected from 2015 to 2020 on sections of roads in Flanders, and multinomial and mixed logit models were estimated using the driver injury and the most severely injured occupant as outcome variables. Results: Our results align with previous findings reported in the literature on ROR crash severity in several distinct settings. Most importantly, findings from this study provide evidence that High Energy absorbing passive safe poles (CEN 12767 HE compliant) contribute towards minor injuries in ROR crashes. The study also indicates the importance of protecting errant vehicles from traditional poles, which are linked to severe injuries. Conclusions: Our findings offer relevant insights for road safety agencies to enhance roadside design policies and implement forgiving roadsides. Practical Applications: Our results support the current Flemish policy concerning the installation of lighting columns and the

When dealing with road safety in Africa, one should bear in mind that road safety problems need to be seen in their context as the solutions proposed to address them. While it is relevant to consider international good practices, African stakeholders should become owners of the interventions addressing their problems and take the responsibility for developing and implementing the appropriate solutions, taking advantage of suitable technical assistance, if needed. Based on these considerations, in this paper, a presentation is made of the process used in the European research project SaferAfrica to define suitable Safe System projects in Africa. This project aims at supporting policymakers and stakeholders with evidence on critical risk factors, related actions, and good practices drawn from high-quality data and knowledge. In the project, road safety and traffic management capacity reviews at the country level were carried out in five countries (Cameroon, Burkina Faso, Tunisia, Kenya, and South Africa), following the World Bank guidelines. After conducting such a capacity review, these guidelines recommend the preparation and implementation of Safe System projects,

Introduction: Roadway departure (RwD) crashes, comprising run-off-road (ROR) and cross- median/centerline head-on collisions, are one of the most lethal crash types. According to the FHWA, between 2015 and 2017, an average of 52 percent of motor vehicle traffic fatalities occurred each year due to roadway departure crashes. An avoidance maneuver, inattention or fatigue, or traveling too fast with respect to weather or geometric road conditions are among the most common reasons a driver leaves the travel lane. Roadway and roadside geometric design features such as clear zones play a significant role in whether human error results in a crash.in a crash.Method: In this we used mixed-logit models to investigate the contributing factors on injury severity of single-vehicle ROR crashes. To that end, we obtained five years

School commuting with public transportation (PT) and shifting away from private cars remains a challenge, especially for transport planners. From behavioral and cultural viewpoints, car dependence has not yet been reversed in many cities. Actions to promote the shift to PT should be multidisciplinary and multi-instrumental to increase PT adoption and achieve more sustainable mobility. There is a lack of strategic alignment between the different stakeholders involved in school commuting of children (parents, school, PT operators) and empirical studies sustaining the effectiveness of actions to shift away from the car. Moreover, PT behavioral aspects are still poorly researched from a marketing perspective. This research aims to help fill the gap by implementing actions related to the 4Ps of the marketing mix (product, place, price, promotion). Ten schools in the Lisbon Metropolitan Area were involved in those actions and then surveyed (1,760 survey participants) to evaluate the impact on their behavioral change, that is, to start going to school with PT. The study explores the impact of a set of marketing events on the time duration before children shift to PT when commuting to school, with a hazard-based duration model. Results suggest that to promote school commuting with PT, it is necessary to characterize the school community before commencing any mobility-oriented intervention, particularly concerning sociodemographic attributes and mobility patterns. These are critical information to design marketing actions better and to adapt and improve the quality of PT vehicles and services that operate to and from schools.

This paper is built around a research project developed with the support of the Regional Planning Authority of the Algarve Region in Portugal which assessed mobility patterns covering all modes of transport using heterogeneous data sources (time-series data). Data mining techniques helped to identify limitations in some data sets. The econometric analysis showed that integrated autoregressive models and moving averages for series with seasonality were successful in the prediction of passenger flows using time-series data gathered by the regional authority from transport operators and other entities. Results from the analysis are useful to support a strategy to reverse current trends on continued car growth (along with public transport decrease) and to devise policy measures to enable a sustainable mobility path towards decarbonisation and social equity goals until 2030.

Under the Safe System framework, Road Authorities have a responsibility to deliver inherently safe roads and streets. Addressing this problem depends on knowledge of the road network safety conditions and the number of funds available for new road safety interventions. It also requires the prioritization of the various interventions that may generate benefits, increasing safety, while ensuring that reasonable steps are taken to remedy the deficiencies detected within a reasonable timeframe. In this context, Road Safety Inspections (RSI) are a proactive tool for identifying safety issues, consisting of a regular, systematic, on-site inspection of existing roads, covering the whole road network, carried out by trained safety expert teams.This paper aims to describe how topic modelling can be effectively used to identify co-occurrence patterns of attributes related to the run-off-road crashes, as well as the corresponding patterns of road safety interventions, as described in the RSI reports. We apply latent Dirichlet allocation (LDA), a widespread method for fitting a topic model, to analyse the topics mentioned in RSI reports, divided into two groups: problems found; and proposed solutions. For this study, 54 RSI gathered over six years (2012 - 2017) were analysed, covering 4011 km of Irish roads.The results indicate that important keywords relating to the

Roadway departure (RwD) crashes, comprising run-off-road (ROR) and cross-median/centerline head-on collisions, are one of the most lethal crash types. Nationwide, from 2014 to 2016, annual RwD crashes accounted for 53% of all motor vehicle traffic fatalities. Several factors may cause a driver leave the travel lane, including an avoidance maneuver and inattention or fatigue. Roadway and roadside geometric design features (e.g., lane widths and clear zones) play a significant role in whether human error results in a crash. In this paper, we present a hazard-based duration model to investigate the distance traveled by an errant vehicle in a run-off-road crash, the stopping hazard rates, and associated risk factors. For this study, we obtained five years' (2010

Stepping away from traditional crash-based road safety measurements, several safety performance indicators (SPI) have been proposed in the past few years. SPI can incorporate quantitative and qualitative information on specific aspects that are known to have influence in the safety levels and, not only measure the influence of various safety interventions but also enable comparisons between different road systems. This paper presents the results of the application of a road network SPI to the entire Portuguese road network. This SPI aims at evaluating at the network level, if the connections between urban centres within a region are made by the adequate type of roads regarding generic safety criteria. To this end, the connections to be assessed were classified into pre-defined theoretical safety classes, based on the population of the connected urban centres. Then, the observed safety class of these connections was assessed according to the characteristics of their cross-section and associated road environment of the existing connection between the two urban centres. If the observed class is ensured by a road of higher or equal class than the pre-defined theoretical level in all its extension, the link is considered to be of the appropriate class. For each connection, the results of its evaluation are expressed as a binary value: 0 when the class is not appropriate; and 1 when it is appropriate. The evaluation results are weighted by the road length and aggregated by connection class and throughout the whole road network. The results show a satisfactory network configuration with an SPI of 94% connections with class equal to or higher than the adequate for the type of connection between urban centres they established. The above insights can help in the identification of potential operational inconsistencies that may require safety-related interventions and used for international benchmarks against existing SPI evaluations.

This paper extends the previous R&D project on the evaluation of intermodal freight transport scenarios (seamless multimodal logistic chains) centered in the Port of Sines in Portugal where a set of alternative investment options were compared: (i) maritime

Electric bikes (e-bikes) may help in transport decarbonisation in European cities. To fully assess the market potential of e-bikes, further research is needed to understand users

Os sistemas de retenção de veículos são utilizados para proteger os ocupantes dos veículos desgovernados do embate em obstáculos perigosos ou noutros veículos que circulem na faixa de rodagem de sentido contrária. A norma EN 1317 resulta da investigação realizada na Europa ao longo de vários anos e que permitiu desenvolver uma forma padronizada de caracterizar, ensaiar e avaliar o desempenho destes sistemas. A norma EN 1317 permite a comparação entre sistemas ensaiados sob as mesmas condições e permite obter um referencial para determinar e distinguir o âmbito de aplicação de cada sistema de retenção.Contudo, o desempenho de uma barreira em caso de choque depende de um conjunto de parâmetros contextuais, nomeadamente o local da respetiva instalação, as condições do solo e considerações ambientais,sendo igualmente importante considerar o ciclo de vida da barreira. Por outro lado, a gravidade dos ferimentosproduzidos num acidente depende, fundamentalmente, dos limites de tolerância do ser humano relativamente a forças, desacelerações e tempos da correspondente atuação, bem como da eficácia dos dispositivos de absorção de energia cinética disponibilizados aos utentes rodoviários em caso de colisão.Os critérios de avaliação da gravidade das consequências são um meio de estimação do potencial de lesão para um ser humano ocupante de um veículo envolvido num acidente rodoviário. No caso das barreiras de segurança, o nível de gravidade do embate está associado exclusivamente ao risco de lesão para os ocupantes do veículo, o qual é estimado a partir de critérios de avaliação baseados no veículo.Neste âmbito, a análise reportada na presente comunicação permitiu constatar a ausência de estudos capazes de relacionar diretamente as consequências dos acidentes com os aspetos utilizados na norma EN 1317 para avaliação de desempenho dos sistemas de retenção de veículos, no que diz respeito aos níveis de gravidade nela definidos, bem como a ausência de referências na referida norma à gravidade esperada das lesões associadas a cada um destes níveis. Justifica-se assim a adoção de novos indicadores biomecânicos que representem mais fielmente o grau de segurança passiva disponibilizado pelos sistemas de retenção de veículos existentes.

Da evolução crescente das tecnologias de informação, com a recolha de dados de forma sistemática e ininterrupta ao longo do tempo, associada aos avanços mais recentes nas metodologias estatísticas aplicadas à informação registada sobre sinistralidade, resulta a necessidade da junção de bases de dados de origens diversas. No presente estudo foram recolhidos dados de várias fontes. Por um lado, o conhecimento das características das vítimas foi possível através da base de dados disponibilizada pela Autoridade Nacional de Segurança Rodoviária (ANSR), a qual inclui um conjunto de parâmetros contextuais relativos às características das infraestruturas rodoviárias. A esta informação acresce a que diz respeito ao eventual transporte das vítimas para os hospitais, fornecida pelo Instituto Nacional de Emergência Médica (INEM). Tais dados são recolhidos nos casos de acidentes de maior gravidade, onde uma viatura de emergência médica é enviada ao local e as vítimas são transportadas para o hospital de referência. Este transporte é fornecido pelo INEM e os dados recolhidos para uma base de dados específica. Adicionalmente, foi utilizada a base de dados de morbilidade hospitalar da Administração Central do Sistema de Saúde. Esta base de dados, diz respeito ao período após a chegada das vítimas ao hospital, onde estas são avaliadas pela equipa clínica presente no serviço de urgência e em que, durante ou após o seu internamento, são classificadas perante um sistema de classificação pertencente à referida base de dados consoante o trauma apresentado.Serve o presente artigo para mostrar os principais desafios da junção de várias bases de dados de entidades tão distintas no seu âmbito de atuação e cujo resultado gerou a cooperação intersectorial entre a Escola Nacional de Saúde Pública (ENSP) da Universidade Nova de Lisboa, o Laboratório Nacional de Engenharia Civil (LNEC) e o INEM.No âmbito do presente artigo destaca-se a complementaridade dos dados disponíveis e dos conhecimentos existentes, na descodificação dos modelos biomecânicos, das lesões e das infraestruturas, mecanismo chave para o eficaz desenrolar da investigação e para a obtenção de resultados que cada entidade, trabalhando de forma independente, nunca conseguiria obter.

A mobilidade sustentável pode ser definida como a capacidade para atender às necessidades da sociedade (de livre movimentação, acessibilidade, comunicação, realização de trocas comerciais e de estabelecimento de relações) sem sacrificar outros valores humanos ou ecológicos essenciais, no presente e no futuro.A presente comunicação versa sobre a abordagem da segurança dos utentes rodoviários desprotegidos,particularmente nos aglomerados urbanos, dando-se ênfase à necessária introdução de novos indicadores desinistralidade (conceito de acidente em viagem), à melhoria da supervisão da respetiva evolução e à configuração do espaço público na ótica do sistema seguro, imprescindíveis para atingir os objetivos do PENSE 2020.

A mobilidade sustentável pode ser definida como a capacidade para atender às necessidades da sociedade (de livre movimentação, acessibilidade, comunicação, realização de trocas comerciais e de estabelecimento de relações) sem sacrificar outros valores humanos ou ecológicos essenciais, no presente e no futuro.A presente comunicação versa sobre a abordagem da segurança dos utentes rodoviários desprotegidos, particularmente nos aglomerados urbanos, dando-se ênfase à necessária introdução de novos indicadores de sinistralidade (conceito de acidente em viagem), à melhoria da supervisão da respetiva evolução e à configuração do espaço público na ótica do sistema seguro, imprescindíveis para atingir os objetivos do PENSE 2020.

A segurança dos peões pode ser melhorada através do conhecimento dos fatores influentes na ocorrência de acidentes e vítimas. Neste domínio é comum a consideração de variáveis relacionadas com o ambiente rodoviário para explicar o fenómeno e a gravidade das suas consequências.Nesta comunicação apresenta-se um estudo que visou aumentar o conhecimento nesta matéria, através da análise da influência de vários fatores nos níveis de gravidade das lesões por atropelamento, como sejam características selecionadas da infraestrutura, usos do solo, população e outros fatores de exposição. Foi utilizada para este fim uma base de dados georreferenciada de acidentes rodoviários e vítimas ocorridos em Lisboa entre 2008 e 2011.

Este artigo procura identificar fatores críticos que possam fomentar a transferência modal das deslocações dosalunos para a escola, para o modo pedonal. Neste sentido, analisou-se o jogo

A atividade de investigação científica que é realizada no Departamento de Transportes do LNEC está organizada no âmbito de um

SaferAfrica

SaferAfrica-Innovating dialogue and problems appraisal for a safer Africa é um projeto de investigação financiado pela Comissão Europeia, no âmbito do programa Horizon2020, cujo objetivo é estabelecer uma Plataforma de Diálogo entre a África e a Europa, que constitua uma rede para estimular programas de colaboração em segurança rodoviária (SR) envolvendo entidades da UE e de países africanos.Nesta comunicação apresentam-se os resultados mais relevantes da participação do LNEC nas quatro vertentes técnicas do projeto: dados e conhecimento; avaliação da capacidade para gestão da SR; reforço de competências e formação; e partilha de boas práticas em intervenção.

As cidades têm historicamente privilegiado os veículos motorizados, negligenciando os modos ativos de transporte. No entanto, a crescente preocupação com a sustentabilidade tem levado à redistribuição do espaço urbano. A sinistralidade em meio urbano é um problema crítico, sendo que, em 2015, 76% das mortes de peões em Portugal ocorreram em áreas urbanas, acima da média europeia.Este estudo analisou os fatores associados à gravidade das lesões de peões em acidentes em Lisboa (2008-2011), considerando infraestruturas, exposição e características populacionais. Utilizando um modelo logit multinomial, identificaram-se variáveis significativas, como tipo de via, manobras dos condutores, uso do solo e condições de iluminação. Os resultados indicam que áreas de serviços e manobras bruscas aumentam a probabilidade de fatalidade dos peões em 350% e 1750%, respetivamente, enquanto condutoras reduzem em 44% o risco de lesões graves. Estes resultados reforçam a importância do planeamento urbano na segurança rodoviária dos peões.

The application of low-cost road and traffic engineering measures (LCEM) is a cost-effective method for reducing accidents and their consequences. Empirical evidence shows that enforcement contributes to improvements on driving behaviour and road safety; however, results from reducing enforcement are seldom presented.In this paper a presentation is made of the impact LCEM and changes in enforcement intensity had on selected driving behaviour variables and safety levels on a 170 km single carriageway trunk road. LCEM were implemented on the road, followed a year later by the commitment of exceptionally intense and severe law enforcement and, after two years, its relaxation. The impacts of these safety interventions were evaluated through observational before-after studies. The expected number of injury accidents was reduced by 41% (less 75% fatalities), when considering the combined effect of LCEM and enforcement; suppression of strict enforcement was related to a 20% increase in the number of fatalities.

This case study refers to a successful application of an asphalt rubber wearing course in the frame ofthe rehabilitation of the pavement of the National Road EN 1 between Landiosa and Picoto.It concerns asphalt rubber manufactured by the wet process, using gap-graded aggregates. / O presente caso de estudo refere-se à aplicação bem sucedida de misturas com betume modificadocom borracha reciclada de pneus em camada de desgaste, no âmbito das obras de reabilitação dopavimento da estrada nacional EN 1, entre Landiosa e Picoto.Diz respeito, em particular, ao fabrico, por via húmida, de mistura betuminosa com borrachautilizando agregados com granulometria descontínua.

Manual de boas práticas para uma mobilidade sustentável, no âmbito do projecto nacional "Mobilidade Sustentável" coordenado pela Agência portuguesa do Ambiente (Vol. II). O projecto Mobilidade Sustentável envolveu uma rede de 15 centros de investigação/universidades do país, incluindo o LNEC.

Nesta publicação apresentam-se os aspectos relativos à concepção do projecto Mobilidade Sustentável, principais conclusões e recomendações.

Traffic management is gaining increasing importance in solving the major problem of traffic congestion present in many countries. Traditional techniques of RADAR, LIDAR and LASAR to address this problem are no longer an efficient solution, as they are time-consuming and expensive. In this modern age of growing technology and population, challenges are being overcome with several new ways to make the traffic system smarter, more reliable and robust, considering the overall interaction of all the traffic components: vehicles, drivers and pedestrians. These systems are largely supported on Intelligent Traffic System (ITS), and their applications are mostly dedicated to traffic monitoring based on video processing, vehicle detection and tracking. Intelligent surveillance systems may also employ computer vision and pattern recognition techniques. This chapter addresses these new solutions that are being used for traffic management, their advantages and disadvantages, the challenges of their implementation, and most important, the ability to support traffic management systems in their pursuit of solving critical problems of congested transportation networks.

O tempo decorrido (ou a distância percorrida) até à ocorrência de um evento, ou a duração do mesmo, podem ser analisados através de modelos de duração baseados em risco (hazard-based duration models), os quais têm sido amplamente utilizados em campos como a medicina, as ciências sociais e a engenharia industrial. Contudo, são relativamente escassos os estudos que aplicaram modelos de duração à engenharia de transportes.Este capítulo inclui dois exemplos de aplicação de modelos de duração à investigação em engenharia de transportes. O primeiro diz respeito às distâncias percorridas por veículos descontrolados em despistes ocorridos na Carolina do Norte (E.U.A.). O segundo refere-se ao tempo decorrido até à transferência modal nas deslocações para a escola de um conjunto de alunos de 162 turmas de 51 escolas do ensino básico em Portugal.

Em Portugal, a investigação sobre o conhecimento dos fatores que afetam a probabilidade de ocorrência de acidentes tem-se centrado essencialmente nas estradas interurbanas. No entanto, as zonas urbanas, onde ocorrem elevadas percentagens de acidentes corporais requerem uma atenção prioritária. Com o presente estudo pretendeu contribuir-se para a melhoria da segurança rodoviária em meio urbano, através da criação de ferramentas que podem ser utilizadas em métodos de intervenção em que a segurança dos utentes vulneráveis seja considerada explicitamente nas fases de planeamento e gestão das redes viárias. Uma das referidas ferramentas resultou da elaboração de modelos de estimativa de frequência de acidentes para redes urbanas, segundo diversas desagregações, em função de características do elemento rodoviário: em intersecções (três ramos, quatro ramos e rotundas) e em segmentos; segundo o tipo de acidente (atropelamentos e restantes acidentes com vítimas); e segundo a inclusão de variáveis explicativas relacionadas com o ambiente rodoviário: simplificados (apenas com as variáveis de exposição) e globais (com todas as potenciais variáveis explicativas). O desenvolvimento destes modelos foi apoiado numa base de dados georreferenciada dos acidentes rodoviários ocorridos em Lisboa entre 2004 e 2007, com a qual foi possível explorar os dados de sinistralidade na área geográfica em análise. Estas ferramentas podem ser usadas diretamente na gestão das infraestruturas rodoviárias da cidade de Lisboa e, após pequenas adaptações, estendidas a outros municípios, dotando as respetivas entidades competentes em matéria de segurança rodoviária com informação rigorosa e detalhada sobre os fatores intervenientes na ocorrência de acidentes em meio urbano e a respetiva distribuição espacial.

Os dados discretos ou em escala nominal desempenham um papel fundamental nos transportes porque muitas análises de políticas lidam com estes tipos de dados. Exemplos de dados discretos nos transportes incluem o modo de transporte (automóvel, autocarro, comboio), o tipo ou categoria de veículo e o tipo de acidente rodoviário (despistes, colisões frontais, colisões traseiras, etc.). O conhecimento do efeito das diferentes intervenções de segurança rodoviária na redução da gravidade das lesões resultantes de acidentes rodoviários exige uma avaliação empírica detalhada das interações, reconhecidamente complexas, entre veículos, estrada e fatores humanos.Os avanços mais recentes nas metodologias estatísticas aplicadas a dados discretos sobre sinistralidade rodoviária permitiram o desenvolvimento de modelos sofisticados capazes de serem usados para determinar com rigor a influência dos fatores acima referidos nos níveis de gravidade das lesões resultantes dos acidentes rodoviários.Neste contexto, a aplicação de modelos de resultado discreto permite identificar um conjunto de fatores, relacionados com a envolvente rodoviária, que são estatisticamente relacionáveis com a gravidade das lesões dos utentes envolvidos em acidentes rodoviários, permitindo aperfeiçoar a conceção e o dimensionamento das estradas, bem como orientar políticas conducentes à melhoria da segurança rodoviária. Este capítulo inclui um exemplo de aplicação do modelo logit multinomial usando a gravidade das lesões no condutor como variável de resposta.

Spatial organization in cities has often given a special attention to the requirements of motorized vehicles, neglecting pedestrians and cyclists

The importance of sustainable urban mobility plans is widely recognized by local and regional authorities across Europe. Technological innovation opportunities such as those offered by current and future ICT can contribute for cities to advance towards sustainable mobility and accessibility for inclusive public spaces.This article is built on an innovative living lab experience of the Intermunicipal Community of the Algarve (AMAL), the regional transport authority, scientifically supported by the LNEC, in Portugal, that comprised the development of the designated

O conhecimento dos factores que afectam a probabilidade de ocorrência de um acidente éuma área de investigação relevante de há muitas décadas devido aos enormes custos para asociedade dos acidentes rodoviários. Em Portugal, os desenvolvimentos nesta matériacentraram-se essencialmente nas estradas inter-urbanas. No entanto, as zonas urbanas,caracterizadas por elevadas percentagens de acidentes corporais (cerca de 69% do total entre2004 e 2008), requerem uma atenção prioritária.Com o presente estudo pretendeu contribuir-se para a melhoria da segurança rodoviária emmeio urbano, através da criação de ferramentas que podem ser utilizadas em métodos deintervenção em que a segurança dos utentes vulneráveis seja considerada explicitamente nasfases de planeamento e gestão das redes viárias.A primeira ferramenta correspondeu à criação de uma base de dados georreferenciada dosacidentes rodoviários ocorridos na cidade de Lisboa entre 2004 e 2007, que permitiu adefinição de mapas digitais, com possibilidade de uma grande diversidade de consultas e decruzamentos de informação.A segunda ferramenta refere-se à elaboração de modelos de estimativa de frequência deacidentes para redes urbanas, segundo diversas desagregações: segundo o elementorodoviário: em intersecções (intersecção de três ramos, intersecção de quatro ramos erotundas) e em segmentos; segundo o tipo de acidente: atropelamentos e restantes acidentescom vítimas; e segundo a inclusão de variáveis explicativas relacionadas com o ambienterodoviário: simplificado (apenas com as variáveis de exposição) e global (com todas aspotenciais variáveis explicativas). Foi considerada a incorporação de dados de exposiçãorelativos aos utentes vulneráveis por forma a melhorar a capacidade de estimativa dasinistralidade em redes urbanas.Estas duas ferramentas podem ser usadas directamente na gestão de infra-estruturas, dotandoas entidades com competência em matéria de segurança rodoviária com informação rigorosa edetalhada sobre os factores intervenientes na ocorrência de acidentes em meio urbano erespectiva distribuição espacial.

No período de 1988 a 1993, ocorreram anualmente nas estradas rurais de uma faixa de rodagem e dois sentidos da Rede Rodoviária Nacional de Portugal, em média, cerca de 1471 acidentes corporais anuais em curva fora de cruzamentos. Estes acidentes constituem cerca de 33% dos acidentes corporais fora de cruzamentos participados na referida rede.O objectivo do presente trabalho é contribuir para o conhecimento da influência da estrada na ocorrência de acidentes e para o desenvolvimento de um método para avaliação de traçados rodoviários do ponto de vista da segurança.Foram realizadas in situ campanhas de recolha de dados sobre as distribuições de velocidades dos condutores, os quais foram relacionados com as características geométricas das estradas e com a respectiva sinistralidade. Foram desenvolvidos modelos para estimativa de perfis de velocidade de circulação livre, bem como modelos para estimativa da frequência de acidentes, em estradas de uma faixa de rodagem e dois sentidos, adaptados às condições de tráfego nacionais. Os referidos modelos foram integrados num procedimento para detectar inconsistências de velocidade em especial associadas à ocorrência de acidentes em curva, o qual foi usado para fundamentar uma proposta de quantificação de critérios de homogeneidade de traçado, adaptados à realidade do sistema de tráfego rodoviário português.

Este informe describe y compara la gestión y el desempeño de la seguridad vial en diez países de América Latina: Argentina, Brasil, Chile, Colombia, Costa Rica, Cuba, Ecuador, México, Paraguay y Uruguay.La evaluación comparativa es una herramienta útil para equiparar países y aprender unos de otros. Las comparaciones en este estudio permiten identificar similitudes y diferencias entre países en cuanto al número de accidentes y víctimas, pero también a los factores que influyen en el riesgo de colisiones y la gravedad de sus resultados.El proyecto se llevó a cabo durante un período de dos años en estrecha cooperación con el Observatorio Iberoamericano de Seguridad Vial (OISEVI) y la participación activa de expertos de los diez países. Se basa en el análisis de una gran cantidad de datos e información sobre el contexto general del transporte para cada país, sus prácticas de gestión de la seguridad vial y las tendencias en el desempeño de la seguridad vial. Los aspectos específicos que se revisaron en detalle fueron la seguridad de los motociclistas y los peatones, el comportamiento al conducir y beber, el uso de cinturones de seguridad y sistemas de retención de niños, gestión de la velocidad y la atención posterior al accidente.

What we did This report describes and benchmarks road safety management and performance in ten Latin American countries: Argentina, Brazil, Chile, Colombia, Costa Rica, Cuba, Ecuador, Mexico, Paraguay and Uruguay. Country benchmarking is a useful tool to compare countries and learn from each other. The comparisons in this study allow identifying similarities and differences between countries in the number of crashes and casualties, but also in the factors that influence the risk of crashes and the severity of their outcomes.The project was conducted over a two-year period in close co-operation with the Ibero American Road Safety Observatory (OISEVI) and active involvement of experts from the ten countries. It is based on the analysis of a large amount of data and information on the general transport context for each country, their road safety management practices, and trends in road safety performance. Specific aspects that were reviewed in detail were motorcyclist and pedestrian safety, drinking and driving behaviour, seat belt and child restraint use, speed management and post-crash care. What we foundRoad safety is a major issue in Latin America and substantial actions are needed to reduce the road safety toll. There is a high road mortality rate (fatalities per 100 000 population) in all ten countries compared to the European Union average, except in Cuba, where motorisation is much lower. Across the ten countries, more than 78 000 people were killed on the road in 2014. Some countries have seen a significant increase in the number of road deaths in recent years. For others, the number of road deaths has slightly increased or has more or less stabilised, despite a strong increase in motorisation.In the absence of targeted policy interventions, significant investment and strong leadership, the number of traffic fatalities will grow across Latin America over the next decade. Motorisation has been rising in all countries and significantly increasing the exposure to traffic risks. The deteriorating safety of motorcyclists is a particularly acute problem in Latin America due largely to the dramatic increase in the fleets of powered two-wheelers. In three countries, motorcyclists represent more than 40% of the total number of road deaths. Pedestrians are the largest or second largest group of road deaths in seven countries. While adequate legislations exist in all countries, speeding, drink driving and low levels of seat belt use and wearing motorcycle helmets are common issues in all ten countries. Addressing these issues, and reducing the toll of road deaths and serious injuries, will require substantial efforts.

This report is a deliverable of USE-iT (Users, Safety, Security and Energy in Transport Infrastructure); a Horizon 2020 Coordination and Support Action (CSA) project managed by the Forum of European Highway Research Laboratories (FEHRL). The aim of USE-iT is to better understand the common challenges facing transport modes and in conjunction with stakeholders to produce a multi-modal research roadmap to develop technologies and approaches to addressing these challenges. In addition to a work package on management (WP1) and a work package on dissemination activities (WP5), USE-iT is divided into three technical Work Packages addressing important challenges facing all modes; providing better customer information (WP2); improving safety and security (WP3) and reducing carbon emissions and energy consumption (WP4). This report summarises the results of WP3.

The specific aims of WP6 was to identify training needs and to develop capacity building programs on road safety in African countries. This deliverable will formulate the major issues for developing a curriculum for road safety experts in Africa. The different tasks to reach the final goal of this deliverable, are summarized in the following figure (...) On the one hand, the available knowledge and education in Europe (but also worldwide) was gathered. On the other hand, the same was done for Africa and also the different needs and training issues were analysed. Although we could not get information from each country or every existing high level educational institutes, there was enough material to make some analysis and conclusions. Not in every African country, high level education for different professionals (engineers, economics,

This report is a deliverable of USE-iT (Users, Safety, Security and Energy in Transport Infrastructure); a Horizon 2020 Coordination and Support Action (CSA) project managed by the Forum of European Highway Research Laboratories (FEHRL). The aim of USE-iT is to better understand the common challenges facing transport modes and in conjunction with stakeholders to produce a multi-modal research roadmap to develop technologies and approaches to addressing these challenges. In addition to a work package on management (WP1) and on dissemination activities (WP5), USE-iT is divided into three technical Work Packages addressing important challenges facing all modes: providing better customer information (WP2); improving safety and security (WP3) and reducing carbon emissions and energy consumption (WP4). This report relates to Work Package 4 (Deliverable D4.2) on reducing the carbon emissions and energy consumption associated with the transport sector. In the first WP4 report [D4.1], a significant number of technologies, materials and approaches were identified which could help reduce transport energy consumption and reduce carbon emissions. In the present report [D4.2], the common challenges facing all modes as they work to reduce transport carbon emissions are identified, and the potential areas of cross-modal research that could help to address these challenges are evaluated and prioritised.

The objective of this project is to develop a methodology to assess road safety performance in a selection of Latin America countries and benchmark their performance against a set of indicators and best practices. The expected outcome is to offer policy makers in Latin America a tool to assess the weaknesses and strengths of each country and identify areas deserving policy attention and where the experience of other countries may be usefully applied. The results from this benchmarking analysis shall be useful to policy makers and researchers in understanding better road safety principles and in learning from each other in order to design effective road safety policies.

This report is a deliverable of USE-iT (Users, Safety, Security and Energy in Transport Infrastructure);a Horizon 2020 Coordination and Support Action (CSA) project managed by the Forum of European Highway Research Laboratories (FEHRL). The aim of USE-iT is to better understand the common challenges facing transport modes and in conjunction with stakeholders to produce a multi-modal research roadmap to develop technologies and approaches to addressing these challenges. In addition to a work package on management (WP1) and a work package on dissemination activities (WP5), USE-iT is divided into three technical Work Packages addressing important challenges facing all modes; providing better customer information (WP2); improving safety and security (WP3) and reducing carbon emissions and energy consumption (WP4). This deliverable presents the preliminary results of WP3, in which technologies and approaches that have the potential of enhancing safety and security across all transport modes were investigated. Transport and mobility represent one of the most important elements of any economy and society. Moreover, global transport, across all modes, has a direct impact on the quality of life of people and their traveling. For this reason, not only ensuring but enhancing safe and secure transport across all modes is paramount.In WP3, a literature review was performed to identify best practice approaches that have the potential to cross over from one transport mode to another. A significant number of technologies and approaches with capabilities to improve transport safety and security were identified andcategorized in areas and concepts. A detailed description of these technologies, along with barriers and opportunities for cross modal application can be found in Appendix A. The next step in the project is to discuss the technologies with key stakeholders from all modes in order to identify potential research topics that could benefit more than one mode. This will be done through:

This report is a deliverable of USE-iT (Users, Safety, Security and Energy in Transport Infrastructure); a Horizon 2020 Coordination and Support Action (CSA) project managed by the Forum of European Highway Research Laboratories (FEHRL). The aim of USE-iT is to better understand the common challenges facing transport modes and in conjunction with stakeholders to produce a multi-modal research roadmap to develop technologies and approaches to addressing these challenges. In addition to a work package on management (WP1) and a work package on dissemination activities (WP5), USE-iT is divided into three technical Work Packages addressing important challenges facing all modes; providing better customer information (WP2); improving safety and safety (WP3) and reducing carbon emissions and energy consumption (WP4). This report relates to Work Package 4; reducing the carbon emissions and energy consumption associated with the transport sector.Transport is one of the largest contributors to global greenhouse gas emissions (GHG), and user of energy

O presente relatório foi elaborado no âmbito do projeto de I&D, cofinanciado pelaFundação para a Ciência e a Tecnologia, designado SAFESIDE

O presente relatório foi elaborado no âmbito do projeto de I&D, cofinanciado pelaFundação para a Ciência e a Tecnologia, designado SAFESIDE

Ce document est la traduction en langue française du manuel destiné à appuyer la mise en oeuvre d'audits de sécurité routière au projet d

O presente documento constitui o primeiro relatório referente à actividadedesenvolvida pelo Laboratório Nacional de Engenharia Civil (LNEC) e pela Faculdadede Ciências e Tecnologias da Universidade de Coimbra (FCT/UC) no âmbito doprojecto IRUMS

O presente documento constitui o quinto relatório referente à actividade desenvolvidapelo Laboratório Nacional de Engenharia Civil (LNEC) e pela Faculdade de Ciências eTecnologias da Universidade de Coimbra (FCT/UC) no âmbito do projecto IRUMS

The present document describes prediction models for accident, fatalities,serious injuries and killed and seriously injured victims, adjusted to bidirectionaldata of Portuguese motorway sections. The study was developed at LaboratórioNacional de Engenharia Civil (LNEC) in the scope of Workpackage 2 - SafetyImpact Assessment and Accident Prediction Model of the RIPCORD-ISERESTproject, carried out under the 6th European Framework Program. It covers theissues related to modeling accidents using the Negative Binomial modelregressions as well as detailed diagnostic checks of the models obtained.The data used were collected over a five year period, ranging from 1999 to2003. Several explanatory variables were measured concerning exposure,number of lanes, presence of an additional lane, lane widths, type and widths ofthe road

This document forms the Final Report of the Support study for the ex-post Evaluation of Directive 96/53/EC on Weights and Dimensions (W&D). The W&D Directive regulates the maximum weights and dimensions of vehicles for road transportation of goods and people in the EU. The Directive has been amended several times to promote more energy-efficient and sustainable transport. National derogations are allowed under the Directive, and some member states have taken advantage of this to permit larger capacity vehicles.This study, which ran from May 2022 until April 2023, was awarded by the Directorate-General for Mobility and Transport (DG MOVE) of the European Commission to a Consortium led by Ramboll Management Consulting along with Transport & Mobility Leuven, Panteia, LNEC, Apollo Vehicle Safety, and individual subcontracted experts. Methodologically, the study followed the process of a backward-looking Evaluation as set out in the Better Regulation Guidelines. This means that it covers five primary evaluation criteria (relevance, effectiveness, efficiency, coherence, and EU added value. Following a round of qualitative desk research and literature review, stakeholder consultation activities were conducted to gather primary data in relation to each of the evaluation questions. This included a large stakeholder survey, a limited number of targeted follow-up interviews, a workshop, and the analysis of a Public Consultation run by the Commission.One key tool guiding the evaluation process has been formed by the Intervention Logic (figure on the next page). The graphical representation of the tool brings together in a comprehensive way what the main problems (and underlying drivers) are related to the Directive, as well as the general, specific, and operational objectives contained in these. Finally, it shows the inputs used as well as the outputs produced and the results and impacts ultimately brought about by it. The links between specific elements are shown with arrows.This has been used in conjunction with an Evaluation Matrix setting out 17 main Evaluation Questions (EQs), as well as more operational sub-questions, indicators, judgment criteria, data sources, and analytical approach used.

This Impact Assessment accompanied a legislative proposal for the revision of Council Directive 96/53/EC on the maximum dimensions and weights of certain road vehicles in national and international traffic (the Weights and Dimensions Directive). The revision aimed to support the EU

The main objective of the project was the benchmarking of road safety performances and developments of ten Latin American countries.The comparison allowed to identify the similarities and differences between countries, not only on the number of crashes and casualties, but also on the factors, circumstances and events that influence the risk of a crash and the severity of its outcome. The analysis was performed in the following areas

Neste relatório é proposta a estrutura organizacional para realização das contagens tendentes ao recenseamento de tráfego rodoviário na rede de estradas interubanas da Argélia, incluindo o dimensionamento do parque de equipamento de contagem a usar, sua configuração (cntagens permanentes e temporárias), bem como a avaliação dos prazos de realização, em função da dimensão das equipas encarregadas da colocação e exploração dos equipamentos nos trechos da rede rodoviária.

The European Conference of Transport Research Institutes (ECTRI) is an international non

The research reported in this paper is part of the R&D project COST-TRENDs, funded by the Portuguese Foundation for Science and Technology. It presents a strategic assessment study of the hinterland connections centred in the Port of Sines, in Portugal, that integrates the core network corridor of the Trans-European Transport Network (TEN-T) designated as the Atlantic corridor. The study comprised the analysis of trends of maritime freight costs until 2020 and the assessment of alternative intermodal freight transport options to reduce costs along the multimodal transport chains. The options evaluated focused in the Iberian section of the Atlantic corridor and included the combination of maritime-short sea shipping, maritime-rail, maritime-road and, also, rail-air modes. The study estimated several key performance indicators for each option which aim to provide useful inputs to transport policy.

The literature shows that the development of the railway system in most European countries had a key role both in the evolution of urban systems and regional dynamics. On the other hand, it can be said that railway stations might act as important drivers for promoting sustainable land-use changes, namely of node and place functions which can be consistently balanced.The future Portuguese High-Speed Railway (HSR) network is considered as a major strategic transport scheme at both the Iberian and national levels. Its first stage comprises three routes. Of these, one links the Lisbon Metropolitan Area with the Spanish border of Badajoz, being an integral part of the HSR between both Iberian capitals, whereas the other two form the Atlantic Axis, encompassing a system of cities ranging from Lisbon to Porto, an from the latter point to Braga, Vigo and Coruña, concentrating nearly 80% of the whole Portuguese population, and serving an area generating about 90% of Portugal