Strona główna Odkrywaj Pomoc
Zaloguj się
ardo
/
Obsidian
1
0
Forkuj 0
Pliki Problemy 0 Oczekujące zmiany 0 Wiki
Drzewo: a0e0ef701f
Gałęzie Tagi
Obsidian
/
Zotero
/
001_artiklid
/
Road Safety Indicators
/
neamturoadsafetyeuropeanroad2024.md

neamturoadsafetyeuropeanroad2024.md 27 KB
Historia Czysty

category: literaturenote citekey: neamturoadsafetyeuropeanroad2024 title: Road Safety in The European Road Transport System and the Correlation with Sustainable Development authors: "Neamțu, Gheorghe; Țîțu, Aurel Mihail; Pop, Alina Bianca; Bogorin – Predescu, Adrian" year: 2024 date: 2024-00-00 2024 doi: 10.1088/1757-899x/1311/1/012047 publication: "IOP Conference Series: Materials Science and Engineering" url: "https://doi.org/10.1088/1757-899x/1311/1/012047" zotero_key: 7FZHISQB zotero_storage: 4H9SNRUG collections: transpordi_planeerimine folder: 001_artiklid/Road Safety Indicators firstAuthor: "Neamțu, Gheorghe"

status: converted

PAPER • OPEN ACCESS

Road Safety in The European Road Transport System and the Correlation with Sustainable Development

To cite this article: Gheorghe Neamu et al 2024 IOP Conf. Ser.: Mater. Sci. Eng. 1311 012047

View the article online for updates and enhancements.

You may also like

doi:10.1088/1757-899X/1311/1/012047

Road Safety in The European Road Transport System and the Correlation with Sustainable Development

Gheorghe NEAMȚU1 , Aurel Mihail ȚÎȚU2,*, Alina Bianca POP3 , Adrian BOGORIN – PREDESCU4

1University Politehnica of Bucharest, Faculty of Industrial Engineering and Robotics, 313 Splaiul Independenţei, 6th District, Bucharest, Romania, geluneamtu@yahoo.com 2Lucian Blaga University of Sibiu, 10 Victoriei Street, Sibiu, România, mihail.titu@ulbsibiu.ro

Technical University of Cluj-Napoca, Northern University Centre of Baia Mare, Faculty of Engineering - Department of Engineering and Technology Management, 62A, Victor Babes Street, 430083, Baia Mare, Maramures, Romania; bianca.bontiu@gmail.com

4University Politehnica of Bucharest, Faculty of Industrial Engineering and Robotics, 313 Splaiul Independenţei, 6th District, Bucharest, Romania adrian_bogorin@yahoo.com

E-mail: mihail.titu@ulbsibiu.ro

Abstract. In May 2018, the European Commission unveiled a medium-term strategic action plan as part of the Europe on the Move package, as well as a novel approach to road safety policy. In the long run, the European Union's Vision Zero initiative has maintained an ambitious target of nearly zero fatalities by 2050. This mindset must grow stronger than it has been in the past, both among decision-makers and in society. The European Union Council, facilitating the Valletta Declaration on Road Safety of March 2017, set, for the first time, an important road safety target of halving the number of serious injuries across all EU countries by 2030, using 2020 as their benchmark. Road accidents are those quiet criminals since they often go unreported in our culture. Most Western countries, including EU members, boast some of the world's safest roadways. In this connection, they aid other less developed European nations by emphasizing the knowledge acquired in this sector for their growth and advocating the highest possible standards on a worldwide scale. When compared to other continents, Europe is performing well in this regard, owing to decisive action at all levels, including national, regional, and municipal. At the European level, cumulative road accidents kill around 500 people every week. Deaths in other modes of transportation are no longer tolerated, and deaths on the road are no longer acceptable, and this concept must be integrated into the road safety decision-making process. It is absolutely crucial, and also required, to adopt the Safe System at the EU level as soon as possible. The scientific study includes specific research undertaken by the authors to apply various technological and managerial principles, in which correct and up-to-date facts and numbers concerning road safety and its management at the European level are provided. Those interested can thus become acquainted with the current state of play in the field approached about the new safety systems on vehicles, which have become mandatory for all car manufacturers in Europe as of January 1, 2022, but also about how these systems intervene to ensure the safety of the occupants of a vehicle. Finally, the results and future research and development directions are discussed.

doi:10.1088/1757-899X/1311/1/012047

1. Introduction

Road safety is an important concern in European Union policies. All road users, whether traveling for personal, professional, or recreational reasons, are entitled to the greatest level of safety and care. In April 2019, the European Parliament approved new rules on the equipping of road vehicles with advanced active and passive safety equipment and systems as part of the technical and economic policy pursued by the European Parliament on the road safety of car users in EU countries and to eliminate human error in traffic. They will help to reduce the number of fatalities and injuries. The direct visibility systems for buses and trucks, as well as the extension of the head impact zone to automobiles and vans, are exceptions to this rule. Due of structural design adjustments that must be made, they will be put on the vehicles later. Advanced safety technologies will prevent traffic accidents while also ensuring the automated mobility and connection of road vehicles. They will boost innovation and the European car industry's worldwide competitiveness. The safety measures that will be installed on the cars are expected to save more than 25,000 lives and prevent more than 140,000 major injuries by 2038. They will help the EU meet its long-term zero vision aim of zero fatalities and major injuries by 2050.

2. Road safety and road safety management at European level

Between 2010 and 2020, the number of road deaths in the EU fell by 37%, from 29691 to 18844, falling short of the 50% reduction intended for this decade. In 2020, 18844 persons died on European Union roads because of a car accident, a 17% drop from the previous year (3809 instances). [1] Based on this data, we strongly state that in the long term, the European Union has reaffirmed an ambitious objective of almost zeroing deaths by 2050 through the Vision Zero program. This mentality will have to become stronger than it has been so far, both among decision-makers but also among society at large. The European Union Council, facilitating the Valletta Declaration on Road Safety in March 2017, set, for the first time, an important road safety target of halving the number of serious injuries across all EU countries by 2030, using 2020 as their benchmark. Road accidents are those silent criminals because they sometimes go unnoticed in the society in which we live. Most Western countries, members of the EU, have some of the safest roads in the world. In this context, they support the other less developed European countries, highlighting the experience gained in this field for their development and promoting the highest possible standards on the global stage.

Road safety in the European Union has improved significantly in recent decades, and when compared to the rest of the globe, the European Union has some of the safest roads in the world, with forty-two fatalities per million people, compared to 180 deaths per million inhabitants overall. [1] As part of the Europe on the Move package, the European Commission revealed a medium-term strategic action plan in May 2018, as well as a new approach to road safety legislation. Deaths in other forms of transportation are no longer accepted, and road deaths are no longer acceptable; this notion must be integrated into road safety decision-making. It is vital that the Safe System be implemented at the EU level as soon as feasible. This system includes the provision of safe vehicles, safe infrastructure, safe road use (speed, lucid driving, wearing seat belts and helmets), and improved post-collision care, all of which are well-established and crucial factors in the approach to the safe system [2]. Furthermore, urgent action is required at the EU level to improve road safety management in the following areas: institutional road safety organization; road infrastructure; vehicles and safety devices; education and road education campaigns; driver training; traffic law application; rehabilitation and diagnosis; postaccident care; road safety data and their collection.

3. Romanian road safety and road safety management

When compared to other countries in Eastern and Central Europe, our country's road safety falls significantly short of the projected aim of lowering the number of victims from road accidents by half by 2020. In 2020, 6,273 significant traffic accidents occurred on Romanian public roads, resulting in the deaths of 1,646 people, serious injuries to 5,484 people, and minor injuries to another 2,155 people. Every day in 2020, on average, seventeen significant traffic accidents occurred, with five people killed and fifteen seriously injured. [1] However, between 2010 and 2020, Romania saw a 31% decrease in the number of individuals died in road accidents (from 2,377 to 1,646 people), close to the

doi:10.1088/1757-899X/1311/1/012047

European average of 37%. The number of major traffic accidents fell by 32.2%, while the number of those seriously injured fell by 35.6%. In 2020, there were an average of 26.2 deaths per 100 significant road accidents, an increase from 2019, indicating that the severity of road accidents increased in 2020. Despite a decrease in the frequency of catastrophic traffic accidents, the proportion of those ending in fatalities has climbed. [1] Figure 1 depicts the national road accident situation in 2019 and 2020, while Figure 2 depicts the national traffic accident situation in 2019 and 2020, and Figure 3.2 depicts the national fatality index for the same years.

Figure 1. Situation of traffic accidents at national level in the years 2019-2020 [1].

Figure 2. National mortality index in the years 2019-2020 [1].

According to these stats, Romania's performance in road safety has not improved in the last year. The mortality index, which measures the proportion of people killed in major traffic accidents, increased from 21.6% in 2019 to 26.2% in 2020 [1]. When we compare the number of fatalities to the number of road accidents (figure 3), we can infer that the mortality index was high on all seven days of the week in 2020. In rural regions, the most vulnerable road users were walkers, cyclists, motorcyclists, and the elderly; nevertheless, cyclists are represented less statistically as deceased individuals, but they are more gravely wounded (figure 3).

Figure 3. National mortality index in 2020 according to the days of the week. [1].

Figure 4. The primary causes of significant traffic accidents in Romania, based on the number of incidents in 2020. [1].

Pedestrians were gravely wounded in around one-third (30.4%) of major traffic accidents in 2020 (1,909 accidents). There is a considerable decline from the previous year, with 915 fewer such incidents occurring in 2020 (-32.4%). [1] According to the reports provided by the irregular crossing of pedestrians caused, in 2020, 758 serious accidents that resulted in the death of 222 people and the severe injury of 545 people, down from 2019 (- 418 events, -35.5%). Compared to 2019, cyclists' deviations produced 110 fewer serious road events in 2020 (-12.9%), thus remaining in the third place in the ranking of the main causes generating serious road accidents. Failure to give priority to pedestrians produced 210 fewer accidents in 2020 (-25.7%), while failure to give priority to vehicles produced 258 fewer serious road accidents than in 2019 (-12.9%).[1] Figure 4 depicts the primary causes of significant road accidents in Romania based on the number of occurrences created in 2020. As regards the number of victims represented by the third category of vulnerable persons participating in road traffic, drivers of powered two-wheelers, according to the data presented in figure 5 Results

doi:10.1088/1757-899X/1311/1/012047

that the largest share is held by young people, ranging in the age range of 25-36 years, identical as in previous years.

Figure 5. The age structure of deaths among those who drove powered two-wheelers. [1].

It follows that an impressive number of vulnerable road users were seriously injured on the streets, in urban areas, namely: 216 pedestrians, sixteen motorcyclists, forty-eight cyclists. A large category of victims is represented by pedestrians injured on the streets in urban areas. In the graph in the figure 6 the situation of persons killed in serious road accidents is presented, depending on the category of participant and the category of road.

Figure 6. Situation of injured pedestrians by road categories. [1].

For a rigorous management in the field of road safety, since 1995, by Romanian Government Decision nr. 437 of 20 June 1995, amended by Government Decision no. 901 of August 20, 2008, in Romania was established Inter-ministerial Council for Road Safety. It is the Romanian Government's advisory body, with the goal of ensuring the overall concepts and coordination at the national level, based on the national road safety strategy and the national program of priority actions for the strategy's implementation, of activities aimed at improving road safety. In this direction, the activities conducted by the specialized bodies of the public administration and other institutions and organizations with attributions in these fields are concerned, and the evaluation of public policies on road safety. According to the main elements that endanger the safety of the road users, based on the conclusions drawn from the risk analyses and the observations on the evolution of the road phenomenon, in 2020, the structures of the Traffic Police organized 46,657 actions (figure 7). [1]

doi:10.1088/1757-899X/1311/1/012047

Figure 7. National actions on road safety management in 2020. [1].

In the area of our investigation, infractions of traffic laws were finished with the application of 1,666,413 contravention punishments, of which we highlight the most important, according to data provided by: [1]

  • non-observance of traffic rules by pedestrians 76,628 contravention sanctions.
  • failure to give priority to pedestrian crossing 18,763 contravention sanctions.
  • non-use of seat belts and retention devices by road vehicle users 192,697 contravention sanctions.
  • exceeding the legal speed regime 667,699 contravention sanctions.

4. Technical and economic guidelines and policies on road safety at European level, in the context approached.

Based on the European Parliament and Council Regulation (PE-CONS 82 of 18.10.2019) amending Regulation (EU) 858 of 30 May 2018, MEPs propose new proposals on the endowment of motor vehicles with safety systems for the protection of passengers, pedestrians, and cyclists as part of the European Parliament's technical and economic policy to improve the quality and safety of vehicles on European roads. They go into effect in 2022 and include the following: [3]

  • a) System of lane-keeping assistance Upgraded emergency braking systems and seat belts with enhanced impact testing, as well as enlarged head protection zones for pedestrians and cyclists in the event of an accident.
  • b) For trucks and buses, there are systems to improve drivers' direct sight, systems to reduce blind spots, and front and side systems that detect and indicate the presence of vulnerable road users such as pedestrians and cyclists. These are mandatory and aid big truck drivers when turning.
  • c) Driver sleep and inattention warning systems (use of smartphones or other gadgets while driving), intelligent speed control assistance (ISA), rear-speed warning and visibility systems; onboard recorders (black box) in the event of an accident; alcohol-testing anti-slip systems; driver distraction warning systems; emergency braking signals; TPW tire pressure monitoring systems (some manufacturers have a system). Figure 8 depicts new vehicle, passenger, and pedestrian safety technologies that will be required beginning in 2022, except for direct visibility for buses and trucks and the extension of the head impact zone to cars and vans, which will be required later owing to structural design modifications. [3].

doi:10.1088/1757-899X/1311/1/012047

Figure 8. Modern technologies for the safety of cars, passengers and pedestrians that become mandatory from 2022 [3].

All such tests, approvals and active safety systems shall be fitted to all types of motor vehicle, including hybrid or electric motor vehicles. In hybrid or electric vehicles, all passive and active safety systems work, being coordinated by an electronic control unit. Thus, they can act individually or in tandem with other safety systems (e.g., anti-slip system (ASR), anti-slip system (ESP) and traction control system (TCS). An electronic control unit (UCE) controls the management and, if required, the way they collaborate. Human mistakes are responsible for 90% of vehicle accidents on European highways, according to research. Since 2022, modern technology for the safety of automobiles, passengers, and pedestrians have been required. New regulations for the emergency introduction of Intelligent Transport Systems, cooperatives on European roads, have also been enacted. They will make it possible for automobiles to interact easily with one another, with road infrastructure, and with other road users. Some of the mounted or to be mounted safety equipment will connect with road traffic coordination and control centers (e.g., cellphones or black boxes). We think that active and passive safety systems and elements can significantly reduce the number of traffic accidents. Their presence on a motor vehicle supports drivers and protects passengers, reduces their severity, increases the chances that in the event of an impact the victims will survive, increase the quality, comfort, and safety of environmentally friendly road transport vehicles. Other active and passive safety systems that will be mounted on motor vehicles are also: the anti-temperature system with ethyl-test; driver distraction warning system; the rear-facing inspection system of the vehicle; the device for recording traffic accident data in the black box. All European countries will have to amend and at the same time tighten their legislation against drivers who do not use hands-free devices while driving, being distracted by using mobile devices. Sustained efforts on the part of the European authorities and beyond are being made to find new forms of personal mobility.

5. The role of advanced driver assistance systems in road safety

All automotive accidents are caused by human error, which may be avoided by using Advanced Driver Assistance Systems (ADAS). The role of ADAS is to lessen the incidence and severity of automotive accidents that cannot be avoided to prevent fatalities and injuries. Key ADAS applications include pedestrian detection/avoidance, lane departure warning/correction, traffic sign recognition, automatic emergency braking, and blind spot detection. These life-saving systems are important to the success of ADAS applications because they contain the most recent interface standards and execute multiple vision-based algorithms to enable real-time multimedia subsystems, sensor co-processing, and fusion [4], [5]. Figure 9 depicts the relationship between the ADAS system's functionality, and the electronic devices utilized to gather information from the surroundings. Sensors such as image cameras, medium and long-range radar cameras, ultrasound, and LIDAR acquire data from the surroundings. The data acquired by these sensors is consolidated and processed in such a way that the ADAS computer's software program can execute the essential activities to activate the driver assistance system and make

doi:10.1088/1757-899X/1311/1/012047

the correct judgments. These selections concern pedestrian recognition, automated emergency braking, parking assistance, lane change, 360-degree vision, and, eventually, driver sleepiness. [6]

Figure 9. Components and functionalities of the ADAS system [4].

Figure 10 shows the link between the diverse types of sensors and the ADAS architecture.

Figure 10. Drive system in the architecture of the ADAS vehicle [7].

The actuation of the output elements such as: the braking, steering, suspension, and propulsion system are performed on the data bus of the vehicle by ADAS according to the event occurring in traffic [8], [9], [10].

6. Conclusions

In recent years, great progress has been made at the European level in lowering the fatality rate from vehicle accidents. It has been demonstrated that they have stalled in recent years, but it is almost guaranteed that a current medium-term aim of halving the number of persons killed in road accidents between 2010 and 2020 will be met at the EU level. In rural regions, the most vulnerable road users were walkers, cyclists, motorcyclists, and the elderly; nevertheless, cyclists are less represented statistically as deceased individuals than pedestrians, but they are more gravely wounded. The new safety measures will safeguard pedestrians and cyclists, as well as other road users, and will assist drivers while driving their vehicles. They will have to gradually become accustomed to this newly installed equipment on road cars to do this. Advanced road vehicle automation will minimize driver mistakes in traffic and assist the elderly and disabled, boosting their comfort and mobility. These advantages will make autonomous cars more appealing and will encourage independent driving. A message on linked and autonomous mobility has been released by the European Commission. This statement aims to position Europe as a global leader in safe autonomous transportation systems. This mobility must assume efficient, ecologically beneficial, and population-safe forms to decongest urban traffic. There are parallels in guaranteeing safe and affordable mobility for all community members, particularly the elderly, but also those with impairments. This will be a significant accomplishment,

doi:10.1088/1757-899X/1311/1/012047

paving the way for a new goal of lowering serious injuries from accidents by 50% between 2020 and 2030. The framework will also address novel issues, such as the growing number of vulnerable road users, the risk of road degradation, and future vehicle automation. Any recommended action should be based on data on road safety obtained from the European Union's 28 member states and beyond. The data gathered will allow the transportation strategy to be adjusted through the ideas and recommendations offered. To improve road safety management at the EU level, immediate action is required in areas such as: institutional road safety organization; road infrastructure; vehicles and safety devices; education and road education campaigns; driver training; traffic law application; rehabilitation and diagnosis; post-accident care; and road safety data collection. In Romania, the most vulnerable road users were walkers, cyclists, motorcyclists, and the elderly in rural regions, yet cyclists are less represented statistically than pedestrians. In terms of law, Romania is currently completely aligned with European road transport legislation.

References