Publications

Vehicle trajectory descriptions are required for the development of driving behaviour models and in the calibration of several traffic simulation applications. In recent years, the progress in aerial sensing technologies and image processing algorithms allowed for easier collection of such detailed traffic datasets and multiple-object tracking based on constrained flow optimization has been shown to produce very satisfactory results, even in high density traffic situations. This method uses individual image features collected for each candidate vehicle as criteria in the optimization process. When dealing with poor image quality or low ground sampling distances, feature-based optimization may produce unreal trajectories.In this paper we extend the application of the k-shortest paths algorithm for multiple-object tracking to the motion-based optimization. A graph of possible connections between successive candidate positions was built using a first level criteria based on speeds. Dual graphs were built to account for acceleration-based and acceleration variation-based criteria. With this framework both longitudinal and lateral motion-based criteria are contemplated in the optimization process. The k-shortest disjoints paths algorithm was then used to determine the optimal set of trajectories (paths) on the constructed graph.The proposed algorithm was successfully applied to a vehicle positions dataset, collected through aerial remote sensing on a Portuguese suburban motorway. Besides the importance of a new trajectory dataset that will allow for the estimation of new behavioural models and the validation of existing ones, the motion-based multiple-vehicle tracking algorithm allowed for a fast and effective processing using a simple optimization formulation.

The objective of this paper is the analysis of the state-of-the-art in risk indicators and exposure data for safety performance assessment in Europe, in terms of data availability, collection methodologies and use. More specifically, the concepts of exposure and risk are explored, as well as the theoretical properties of various exposure measures used in road safety research (e.g. vehicle- and person-kilometres of travel, vehicle fleet, road length, driver population, time spent in traffic, etc.). Moreover, the existing methods for collecting disaggregate exposure data for risk estimates at national level are presented and assessed, including survey methods (e.g. travel surveys, traffic counts) and databases (e.g. national registers). A detailed analysis of the availability and quality of existing risk exposure data is also carried out. More specifically, the results of a questionnaire survey in the European countries are presented, with detailed information on exposure measures available, their possible disaggregations (i.e. variables and values), their conformity to standard definitions and the characteristics of their national collection methods. Finally, the potential of international risk comparisons is investigated, mainly through the International Data Files with exposure data (e.g. Eurostat, IRTAD, ECMT, UNECE, IRF, etc.). The results of this review confirm that comparing risk rates at international level may be a complex task, as the availability and quality of exposure estimates in European countries varies significantly. The lack of a common framework for the collection and exploitation of exposure data limits significantly the comparability of the national data. On the other hand, the International Data Files containing exposure data provide useful statistics and estimates in a systematic way and are currently the only sources allowing international comparisons of road safety performance under certain conditions.

The European Commission Transport White Paper

Road restraint systems are roadside structures that include safety barriers, crash cushions, terminal of barriers, the transitions among different road restraint systems, motorcyclist protection devices, etc. These systems are used to protect vehicle occupants from dangerous roadside elements and are a key issue in roadside safety.In Europe, safety barriers are currently designed for different performance levels using three main criteria: containment, impact severity and deformation of the barrier.The impact severity level is exclusively associated with injury risk to vehicle occupants and assumes that different severity levels correspond to different levels of injuries.From these observations, three questions emerge: what consequences can be expected for the passengers of an errant vehicle when it is contained by a safety barrier? Systems with different impact severity levels lead to diverse severity consequences? What are the benefits of using barriers with lower impact severity levels?To answer these questions this paper examines how the number of run-off-the-road crashes and victims

The economic appraisal of the external effects of transport options can provide important data for policy making. On the other hand, impacts of non-motorized modes have often been undervalued in comparison to other transport modes. To this end, assessing the potential health benefits of walking and cycling is being increasingly recognized as an important step to promote sustainable mobility policies.This paper is built upon the contracted study for the World Health Organization (WHO) on the economic appraisal of health benefits of walking and cycling investments for the City of Viana do Castelo. This Portuguese city which integrates the WHO European Healthy Cities Network provided a suitable policy context for the former application in Portugal of the WHO Health Economic Assessment Model (HEAT) for appraising the health benefits of non-motorized transport. The study comprised the evaluation of the following investment actions: a) Improvements of the urban public space for pedestrians; b) Planning future cycling infrastructures. This paper provides a discussion of the methodological challenges and key findings that have arisen from the WHO HEAT application study, when trying to answer the following questions:- If x people cycle (or walk) a distance of y kilometers on most days, what is the economic value of the correspondent health benefits? - What levels of uptake of cycling in the future are required for the cycling plan to be economic viable? - What health benefits are associated to a projected increase in the traffic levels of pedestrians (% increase from the reference level)? - Do health benefits of cycling (and walking) investments outweigh their costs?Results from this study make it able to add novel evidence for the Portuguese urban context on the potential health benefits of walking and cycling (maximum and mean annual health benefits), including the cost-benefit ratio indicators. These indicators are expected to be useful for policy makers and city officers involved in the promotion of sustainable mobility.

This paper summarizes the result of a study regarding the creation of tools that can be used in intervention methods in the planning and management of urban road networks in Portugal. The first tool relates the creation of a geocoded database of road accidents occurred in Lisbon between 2004 and 2007, which allowed the definition of digital maps, with the possibility of a wide range of consultations and crossing of information.The second tool concerns the development of models to estimate the frequency of accidents on urban networks, according to different desegregations: road element (intersections and segments); type of accident (accidents with and without pedestrians); and inclusion of explanatory variables related to the road environment. Several methods were used to assess the goodness of fit of the developed models, allowing more robust conclusions.This work aims to contribute to the scientific knowledge of accidents phenomenon in Portugal, with detailed and accurate information on the factors affecting its occurrence. This allows to explicitly include safety aspects in planning and road management tasks.

Mobility has an important impact on the overall functioning of cities and quality of life of citizens. On the other hand, motorized road traffic is associated with high levels of noise and air pollutant emissions along with congestion and other externalities, leading to considerable social and environmental costs and degradation of human health. Following the World Health Organization, physical inactivity is one of the leading risks in Europe, associated with nearly 1 million deaths per year. In Portugal around 69% of the adult population do not reach the minimum recommended level of physical activity and 31% were considered sufficiently and highly active. Therefore, more sustainable transport modes such as walking and cycling are envisaged. This paper is built upon the contracted work with the city of Viana do Castelo, located in the North of Portugal, conducted for the World Health Organization (WHO) by the University of Minho and LNEC. The work integrates a research roadmap (case study plan for the application of the Health Economic Assessment Tool) for the appraisal of health benefits of specific walking and cycling investments in the city. The work presented here focus on the former part of the study which involved joint team work with the city officers for defining the target policy scenarios for using the WHO Economic Assessment Tool, the exchange of experiences and practices with other European cities regarding the use of this tool for health benefits assessment, the characterization of the mobility patterns at the reference and alternative policy scenarios set for the cost-benefit analysis, the data collection plan and the expected impacts from the early consideration of health benefits of those non-motorized investments. Results from the evaluation study can help the City elected officials to demonstrate the health benefits of walking and cycling investments. Individuals

This article is a comprehensive Book review of the "Handbook of Transport Economics" (904 pages) by A. de Palma, R. Lindsey and E. Quinet, published in 2011 by Edward Elgar, Cheltenham, UK, ISBN: 978 1 84720203 1.

According to official statistics, a large percentage of crashes in Portugal are reported on urban roads. For instance, from 2004 to 2007, about 70% of all injury accidents and 43% of the fatalities occurred inside urban agglomerations. This important safety problem has also been observed on the urban network of Lisbon. Understanding this significant problem, the Government of the Portuguese Republic via its research grant agency

Single carriageway multilane roads are not, in general, a very safe type of road, mainly because of the high number of seriously injured victims in head-on collisions, when compared with dual carriageway multilane roads, with a median barrier.In this paper the results of a study on the effect of the application of several low cost engineering measures, aimed at road infrastructure correction and road safety improvement on a multilane road EN6), are presented. The study was developed by the National Laboratory of Civil Engineering (LNEC) for the Portuguese Road Administration and involved a comparison of selected aspects of motorized trafficbehaviour (traffic volumes and speeds) measured in several sections of EN6, as well as monitoring of road safety developments in the same road. The applied low cost engineering measures allowed a reductionof 10% in the expected annual number of personal injury accidents and a 70% decrease in the expected annual number of head-on collisions; the expected annual frequency of accidents involving killed and seriously injured persons was reduced by 26%.

A Economia dos Transportes e do Ambiente constituem bases para a fundamentação teórica dos métodos de avaliação económica de impactos ambientais dos transportes. Todavia, ainda não existem recomendações sobre qual a metodologia de avaliação económica a utilizar na monetarização dos vários impactos. Neste contexto, são várias as questões em investigação, tendo como objectivo contribuir para a melhoria da eficiência da avaliação ambiental estratégica de planos e programas de transporte:- O conhecimento actual permite que todos os impactos dos transportes possam ser monetarizados de igual forma?- Que tipos de impactos devem ser considerados na avaliação ambiental estratégica no sector dos transportes? - Que métodos de avaliação podem ser recomendados para cada impacto?- Quais os futuros desafios em matéria da avaliação ambiental estratégica de planos e programas de transportes?Será abordado o caso dos custos externos ambientais do ruído de tráfego aéreo.

The Interactive Highway Safety Design Model (IHSDM) is a software tool for evaluating safety and operational effects of alternatives in highway projects, which is available through the US Federal Highway Administration (FHWA). IHSDM can be applied in the design of new highways and in the major redesign of existing highways. The software contains five modules, intended for the evaluation of measures describing relevant aspects of the expected safety and operational performance of a highway design. Three of these modules are potentially relevant for use outside the US: the Crash Prediction Module, the Design Consistency Module, and the Traffic Analysis Module.A procedure for the detection of inconsistent horizontal curves in single carriageway rural roads of the National Road Network and the improvement of their safety records was developed at the National Laboratory of Civil Engineering (LNEC) for application in Portugal, using driver behaviour and safety data collected in the national context. The procedure may be applied automatically using the dedicated software PERVEL

Bus accidents involving rollover are rare but may lead to severe consequences. On the 15th November 2007, at late afternoon, a major accident involving a passenger car and an interurban bus occurred in a motorway in Portugal, resulting in 17 fatalities and 23 serious injuries. Public interest in this accident was magnified and social consequences were aggravated due to the fact that the bus was carrying a study tour of students from a senior university.Following a careful at scene data collection by enforcement agents, the Public Attorney-General decided to establish a multidisciplinary team in charge of reconstructing the accident, finding the manoeuvres involved and explain the contribution of road elements, vehicles and each driver in the mechanisms that produced both the accident and its injuries. This team involved participants from the BT-GNR, (the highway police), the Technical University of Lisbon (IDMEC-IST) and the Portuguese National Laboratory of Civil Engineering (LNEC).It was concluded that the accident started with the car loss of control, followed by its side collision twice with the bus (first with the rear axle, and secondly with the front axle); then, both vehicles ran-off-the-road to the right side of the carriageway, crossed the existing guardrail at the end of the paved shoulder and invaded the steep slope embankment; the car stopped at the bottom of the slope in the ditch. While travelling in the roadside; the bus overturned, resulting in its body failure and the projection of several passengers.Computational simulation tools such as PC-Crash were used to reconstruct the accident. Also Madymo is used to analyse the behaviour of the occupants and to evaluate the injuries of the unbelted passengers as compared with what would have happened if they were effectively restrained by two point belts. Also simulations with three point belts were carried out to evaluate the effect of this improved restraint system under rollover conditions.No serious offences by any driver were detected, as the car was travelling at 120 km/h (the bus at 90 km/h) and both vehicles were in their respective lanes. A definitive explanation for the car driver

Excessive speeds are a major contributing factor for road accidents. Research has shown that both accident risk and injury severity resulting from accidents vary with speed due to physical reasons and to psycho-physiological effects on road users; relations between these factors have been found at the individual and the system levels.Most road safety plans include speed management as a tool for mitigating road crash consequences and reaching the targeted safety levels. In that perspective the Portuguese Road Safety Plan is no exception, and an integrated set of safety interventions is programmed and being implemented, including legislation update, road infrastructure improvements, information campaigns, the use of ITS and enforcement activities.Automatic systems have been successfully used for enforcing compliance with speed limits in several countries, resulting in lower prevalence of excessive speeds and safety improvements in the vicinity of their installation sites. The investments for the implementation of these systems consistently show favourable benefit-cost ratios, provided the installation sites are carefully selected. In fact, automatic speed enforcement was identified as a road safety best practice in SUPREME, a 6th Framework European research project, in which best practices in road safety were collected, analysed and summarised. However, in some countries, social resistance to this type of devices may arise, if misunderstandings are allowed to develop about their main function.In this paper a presentation is made of the technical criteria being applied in Portugal for the selection of eligible sites for installation of automatic speed enforcement and for monitoring its safety effects. Also, a brief description is made of the related activity being taken within the Portuguese Road Safety Plan to ensure the needed social acceptability of this safety intervention.

Segundo as estatísticas nacionais, uma elevada percentagem de acidentes e vítimas ocorre em zonas urbanas: entre 2004 e 2006, 70% dos acidentes com vítimas e 44% das vítimas mortais ocorreu nestas áreas. As características das redes rodoviárias urbanas, nomeadamente o tipo de pavimento, constituem factores importantes nas condições de circulação dos veículos e consequentemente na ocorrência de acidentes. No âmbito do projecto “IRUMS – Infra-estruturas Rodoviárias Urbanas Mais Seguras”, realizado em parceria pelo Laboratório Nacional de Engenharia Civil e pelo Departamento de Engenharia Civil da Universidade de Coimbra, foi estruturada uma base de dados de acidentes associada a um sistema de informação geográfica. Esta associação permite uma análise conjunta dos potenciais factores com influência no nível de sinistralidade, entre os quais o tipo de pavimento rodoviário e os volumes de tráfego. Nesta comunicação apresenta-se o resultado da análise da distribuição de acidentes para a cidade de Lisboa bem como as estimativas de taxas de acidentes, considerando os volumes de tráfego como indicador de exposição, por tipo de pavimento.

Segundo as estatísticas nacionais, uma elevada percentagem de acidentes e vítimas ocorre em zonas urbanas: entre 2004 e 2006, 70% dos acidentes com vítimas e 44% das vítimas mortais ocorreu nestas áreas. As características das redes rodoviárias urbanas, nomeadamente o tipo de pavimento, constituem factores importantes nas condições de circulação dos veículos e consequentemente na ocorrência de acidentes. No âmbito do projecto

The automobile characteristics in terms of the flexibility of practicable distances, comfort and time schedule autonomy have made it the most demanded mode of transportation. In face of the negative impacts associated with road transportation such as congestion, pollution and road accidents, the quantification of the regular and diversified use of the automobile has become a clear need of our society. The amount of travel in a road network, or in part of it, may be represented by the traffic volume (usually expressed in vehicle kilometres/miles of travel

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This paper summarizes the results of the bibliographic study on accident predictionmodels applied to urban areas. Several types of models where analyzed, namely foraccidents involving pedestrians or cyclists, collisions between motorized vehicles, totalaccidents, non injury accidents, accidents with fatalities, injury accidents, night timeaccidents and accidents involving only vehicles. Models with different levels ofdisagregation were also studied: aggregated models describe general safety trends(national or regional); disaggregated models represent specific changes in thetransportation system.This study is part of the

According to official statistics, an important percentage of accidents and injuries are reported in Portuguese urban areas: from 2004 to 2007, 70% of the injury accidents and 43% of the fatalities occurred inside urban areas. To develop an efficient and affective strategy towards road safety, it is necessary that road administrations have the proper tools for the quantification of safety levels and the explicit consideration of safety issues in the road management process. The analysis of spatial accident distribution in road networks and the knowledge of the relations between accident frequencies and variables describing the urban road environment will allow a more efficient definition of priorities for intervention and safety funding. This can be achieved by means of accident prediction models adapted to the urban context where they are applied, and by the use of a Geographic Information System based methodology to analyse spatial patterns of road accidents. This paper summarizes the result of the bibliographic study on accident prediction models applied to urban areas and the data collection on road accidents, road infrastructure characteristics and traffic and land use information, integrated in a Geographic Information System, where it may be graphically visualized and analyzed.

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.

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.

According to the Global Status Report on Road Safety 2018 (WHO, 2018b), the number of road traffic injuries claimed 1.35 million lives in 2016. Based on the WHO regions, road traffic fatality rates are increasing in the African region from 26.1 fatalities per 100,000 inhabitants in 2013 to 26.6 fatalities per 100,000 inhabitants in 2016. Therefore, the African region is the worst performing WHO region. Over the same period, there was an improvement in road fatality rates in the WHO Europe region. Road traffic injury in Africa is even expected to worsen further, with an increasing of 55% in road traffic fatalities over the period from 2016 until 2030 (WHO, 2018c).SaferAfrica project aims at establishing a Dialogue Platform between Africa and Europe focused on road safety and traffic management issues. It will represent a high

O presente trabalho insere-se no âmbito de um protocolo entre o IMT - Instituto da Mobilidade e dos Transportes, I.P. (IMT) e o Laboratório Nacional de Engenharia Civil (LNEC) e destina-se a dar resposta à medida 25.93 do objetivo estratégico Infraestruturas Mais Seguras da Estratégia Nacional de Segurança Rodoviária

This manual is meant to support lecturers who wish to incorporate a course on road safety into the curriculum of another educational program. Various professions have linkages with the problems and issues related to road safety. For some of these it is evident: engineering and technology, political and social sciences. In other professions, specific aspects of road safety can hold important input.

Resumem-se o contexto e as atividades de colaboração realizadas no âmbito do projeto de Jumelage DZ20, no âmbito do resultado 3, que visava estabelecer um sistema de recenseamento de tráfego rodoviário na rede interurbana argelina e contribuir para a melhoria do sistema de pesagem de veículos e controlo das cargas dos veículos pesados. Apresentam-se recomendações para a continuidade e sustentabilidade dos trabalhos do CTTP neste domínio.

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.

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

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