evaluating the safety benefit of retrofitting motorways section with barriers meeting a new eu standard comparison of observational before after methodologies

Abstract The road safety barriers are today designed and installed in compliance with the European standards for Road Restraint Systems (EN 1317), which lays down common requirements for the testing and certification in all EU countries. The introduction of the European Union (EU) regulation for safety barriers, which is based on performance, has encouraged European road agencies to perform an upgrade of the old barriers installed before 2000, with the expectation that there will be safety benefits at the retrofitted sites. Due to the high cost of such treatments, a benefit-cost analysis (BCA) is often used for site selection and ranking and to justify the investment. To this aim a crash modification factor (CMF) has to be applied and errors in the estimation of benefits are directly reflected in the reliability of BCA. Despite the benefits of empirical Bayes before–after (EB–BA) analysis or similar rigorous methods are well-known in the scientific world, these approaches are not always the standard for estimating the effectiveness of safety treatments. To this aim, the differences between the EB–BA and a naive comparison of observed crashes before and after the treatment are presented in the paper. Crash modification factors for total and target crashes are estimated by performing an EB–BA based on data from a motorway in Italy. As expected the results suggest a strong safety benefit for the ran-off-road crashes by reducing the number of severe crashes (fatal and injury). The statistical significance of results obtained by the EB–BA approach show that the retrofits are still cost-effective. The comparison pointed out as selection bias effects can overestimate the safety benefit of the retrofits when a naive approach is used to estimate the CMF and how those can significantly affect a benefit-cost analysis

Investigating the influence of segmentation in estimating safety performance functions for roadway sections

Safety performance functions (SPFs) are crucial to science-based road safety management. Success in developing and applying SPFs, apart data quality and availability, depends fundamentally on two key factors: the validity of the statistical inferences for the available data and on how well the data can be organized into distinct homogeneous entities. The latter aspect plays a key role in the identification and treatment of road sections or corridors with problems related to safety. Indeed, the segmentation of a road network could be especially critical in the development of SPFs that could be used in safety management for roadway types, such as motorways (freeways in North America), which have a large number of variables that could result in very short segments if these are desired to be homogeneous. This consequence, from an analytical point of view, can be a problem when the location of crashes is not precise and when there is an overabundance of segments with zero crashes. Lengthening the segments for developing and applying SPFs can mitigate this problem, but at a sacrifice of homogeneity. This paper seeks to address this dilemma by investigating four approaches for segmentation for motorways, using sample data from Italy. The best results were obtained for the segmentation based on two curves and two tangents within a segment and with fixed length segments. The segmentation characterized by a constant value of all original variables inside each segment was the poorest approach by all measures. Keywords: Road safety management, Rural motorways, Safety performance functions, Segmentation, Crash prediction, General estimating equatio

Traffic conflicts analyses for 2+1 road sections

The additional passing lanes and 2+1 roads improve significant road safety. Studies indicate sections with additional passing lanes (relief or alternately), which may cause reduction in the number of accidents by 50%. However, how geometric design affects the safety performance of such sections is not in depth investigated. Previous studies are carried out with two approaches, i.e. the most often, based on analysis of observed crashes and more rarely by using microsimulation study. In the case of microsimulation research, traffic conflict theory can be applied as a surrogate measure of safety. One of the main problem in simulated conflicts study is the validation of simulation results against real world conditions. The aim of the paper is to assess the reliability of traffic conflict measures obtained by microsimulation against real world observation. Conflicts were detected and classified from video recording and analysis of vehicle trajectories in the merging area on 2+1 roads in Poland. Conducted studies focus only on lane changing conflicts, locations and TTCs values of observed conflicts between vehicles were primarily identified. Observed conflicts are than compared with microsimulated one, to assess if there is a correlation in the two

Influence of the rainfall measurement interval on the erosivity determinations in the Mediterranean area

The single-storm erosion index, EI, of the USLE and RUSLE models may vary appreciably with the rainfall measurement interval, Dt. However, the effect of Dt on EI has not been investigated in the Mediterranean area. Approximately 700 erosive events and 1.5 years of rainfall energies measured by a rainfall impact measurement device were used to evaluate the effect of the rainfall measurement interval (5 min 6 Dt 6 60 min) on the erosivity determinations in the Mediterranean semi-arid area of Sicily. According to both literature and practical considerations, a reference time interval equal to 15 min was used in this investigation. Hourly rainfall data led to an appreciable underestimation of the mean value of EI (i.e., by also a factor of two, depending on the location). In the range 5 min 6 Dt 6 15 min, the effect of the rainfall measurement interval on the predicted erosivity was negligible (i.e., mean values differing by a maximum factor of 1.10) as compared with the uncertainties in the soil loss predictions. Two methods were developed for estimating the reference single-storm erosion index, (EI)15, from hourly rainfall data in Sicily. Method 1 converts the erosion index calculated on a 60- min measurement interval basis to (EI)15. Method 2 estimates (EI)15 by using the storm rainfall depth and the maximum rainfall intensity. Testing the two methods against two independent data sets produced a maximum difference between the estimated and the calculated mean values of (EI)15 equal to 7% for method 1 and 11% for method 2. Both methods may be applied in practice, depending on the available rainfall data. For a given rainfall intensity, the specific power, P, measured at eight time intervals (5 min 6 Dt 6 60 min) was in the range ±10% of the mean of the eight P values

Regulation of HuR structure and function by dihydrotanshinone-I

The Human antigen R protein (HuR) is an RNA-binding protein that recognizes U/AU-rich elements in diverse RNAs through two RNA-recognition motifs, RRM1 and RRM2, and post-transcriptionally regulates the fate of target RNAs. The natural product dihydrotanshinone-I (DHTS) prevents the association of HuR and target RNAs in vitro and in cultured cells by interfering with the binding of HuR to RNA. Here, we report the structural determinants of the interaction between DHTS and HuR and the impact of DHTS on HuR binding to target mRNAs transcriptome-wide. NMR titration and Molecular Dynamics simulation identified the residues within RRM1 and RRM2 responsible for the interaction between DHTS and HuR. RNA Electromobility Shifts and Alpha Screen Assays showed that DHTS interacts with HuR through the same binding regions as target RNAs, stabilizing HuR in a locked conformation that hampers RNA binding competitively. HuR ribonucleoprotein immunoprecipitation followed by microarray (RIP-chip) analysis showed that DHTS treatment of HeLa cells paradoxically enriched HuR binding to mRNAs with longer 3'UTR and with higher density of U/AU-rich elements, suggesting that DHTS inhibits the association of HuR to weaker target mRNAs. In vivo, DHTS potently inhibited xenograft tumor growth in a HuR-dependent model without systemic toxicity

How future surgery will benefit from SARS-COV-2-related measures: a SPIGC survey conveying the perspective of Italian surgeons

COVID-19 negatively affected surgical activity, but the potential benefits resulting from adopted measures remain unclear. The aim of this study was to evaluate the change in surgical activity and potential benefit from COVID-19 measures in perspective of Italian surgeons on behalf of SPIGC. A nationwide online survey on surgical practice before, during, and after COVID-19 pandemic was conducted in March-April 2022 (NCT:05323851). Effects of COVID-19 hospital-related measures on surgical patients' management and personal professional development across surgical specialties were explored. Data on demographics, pre-operative/peri-operative/post-operative management, and professional development were collected. Outcomes were matched with the corresponding volume. Four hundred and seventy-three respondents were included in final analysis across 14 surgical specialties. Since SARS-CoV-2 pandemic, application of telematic consultations (4.1% vs. 21.6%; p < 0.0001) and diagnostic evaluations (16.4% vs. 42.2%; p < 0.0001) increased. Elective surgical activities significantly reduced and surgeons opted more frequently for conservative management with a possible indication for elective (26.3% vs. 35.7%; p < 0.0001) or urgent (20.4% vs. 38.5%; p < 0.0001) surgery. All new COVID-related measures are perceived to be maintained in the future. Surgeons' personal education online increased from 12.6% (pre-COVID) to 86.6% (post-COVID; p < 0.0001). Online educational activities are considered a beneficial effect from COVID pandemic (56.4%). COVID-19 had a great impact on surgical specialties, with significant reduction of operation volume. However, some forced changes turned out to be benefits. Isolation measures pushed the use of telemedicine and telemetric devices for outpatient practice and favored communication for educational purposes and surgeon-patient/family communication. From the Italian surgeons' perspective, COVID-related measures will continue to influence future surgical clinical practice

[Discurso do Deputado Carmelo D'Agostino : Sessão da Câmara dos Deputados de 02 de maio de 1960]

Título fornecido pelo catalogador.Publicado originalmente no Diário do Congresso Nacional, Seção I, de 02 de maio de 1960, p. 2721.Discurso proferido durante a 1ª Sessão da Câmara dos Deputados na nova capital do país, Brasília. Descreve as condições dos apartamentos para residência dos deputados e solicita providências

A stochastic approach to safety management of roadway segment

The targets of the thesis are road safety analysis based on crash event and road features for the benefit cost analysis where a treatment has to be applied. There is a growing attention to road safety in Europe. New regulations applied on TERN network push Agencies to introduce new methodological approaches to Road Safety, monitoring the treatment and controlling the level of safety on the managed road network. The regression to the mean effect as well as the functional relationship between crashes and exposure factors don t allow a reliable estimation of the effect of a treatment. Have a high reliability in the estimation of the effects of a countermeasures should be one of the most important issue in a Benefit-Cost analysis. The traditional techniques don t take into account the possible site to site variability of a treatment applying a deterministic approach to the problem. The present research work seek to address this issue introducing in the Benefit-Cost analysis a variability accounted by the cross site variance of the investigated treatment. The comparison between the stochastic and the determinist approach shown a general overestimation of the benefit of the latter. To do this two different methodologies were introduced either for existing infrastructure or for new infrastructure. For the latter a further variability for the predicted crashes was introduced in the computation of the possible benefit and loss. Furthermore a Montecarlo simulation was performed to consider the combination of two different Crash Modification Factor in the benefit-cost analysis