Tripartite Entanglement versus Tripartite Nonlocality in Three-Qubit Greenberger-Horne-Zeilinger-Class States

We analyze the relationship between tripartite entanglement and genuine tripartite nonlocality for three-qubit pure states in the Greenberger-Horne-Zeilinger class. We consider a family of states known as the generalized Greenberger-Horne-Zeilinger states and derive an analytical expression relating the three-tangle, which quantifies tripartite entanglement, to the Svetlichny inequality, which is a Bell-type inequality that is violated only when all three qubits are nonlocally correlated. We show that states with three-tangle less than 1/2 do not violate the Svetlichny inequality. On the other hand, a set of states known as the maximal slice states does violate the Svetlichny inequality, and exactly analogous to the two-qubit case, the amount of violation is directly related to the degree of tripartite entanglement.We discuss further interesting properties of the generalized Greenberger-Horne-Zeilinger and maximal slice states

How similar are two-unit bicycle and motorcycle crashes?

This paper explores the similarities and differences between bicycle and motorcycle crashes with other motor vehicles. If similar treatments can be effective for both bicycle and motorcycle crashes, then greater benefits in terms crash costs saved may be possible for the same investment in treatments. To reduce the biases associated with under-reporting of these crashes to police, property damage and minor injury crashes were excluded. The most common crash type for both bicycles (31.1%) and motorcycles (24.5%) was intersection from adjacent approaches. Drivers of other vehicles were coded most at fault in the majority of two-unit bicycle (57.0%) and motorcycle crashes (62.7%). The crash types, patterns of fault and factors affecting fault were generally similar for bicycle and motorcycle crashes. This confirms the need to combat the factors contributing to failure of other drivers to yield right of way to two-wheelers, and suggest that some of these actions should prove beneficial to the safety of both motorized and non-motorized two-wheelers. In contrast, child bicyclists were more often at fault, particularly in crashes involving a vehicle leaving the driveway or footpath. The greater reporting of violations by riders and drivers in motorcycle crashes also deserves further investigation

Learning from insurance data: Injuries to other road users in motorcyclist at-fault crashes

In multi-vehicle motorcycle crashes, the motorcycle rider is less likely to be at-fault but more commonly severely injured than the other road user. Therefore, not surprisingly, crashes in which motorcycle riders are at-fault and particularly the injuries to the other road users in these crashes have received little research attention. This paper aims to address this gap in the literature by investigating the factors influencing the severity of injury to other road users in motorcyclist-at-fault crashes. Five years of data from Queensland, Australia, were obtained from a database of claims against the compulsory third party (CTP) injury insurance of the at-fault motorcyclists. Analysis of the data using an ordered probit model shows higher injury severity for crashes involving young (under 25) and older (60+) at-fault motorcyclists. Among the not at-fault road users, the young, old, and males were found to be more severely injured than others. Injuries to vehicle occupants were less severe than those to pillions. Crashes that occurred between vehicles traveling in opposite directions resulted in more severe injuries than those involving vehicles traveling in the same direction. While most existing studies have analyzed police reported crash data, this study used CTP insurance data. Comparison of results indicates the potential of using CTP insurance data as an alternative to police reported crash data for gaining a better understanding of risk factors for motorcycle crashes and injury severity

Common hazards and their mitigating measures in work zones: A qualitative study of worker perceptions

Road construction and maintenance activities present challenges for ensuring the safety of workers and the traveling public alike. Hazards in work zones are typically studied using historical crash records but the current study took a qualitative approach by interviewing 66 workers from various work zones in Queensland, Australia. This supplemented and enhanced the limited available data regarding the frequency and nature of work zone crashes in Australia, provided worker insights into contributing factors, and assessed their opinions on the likely effectiveness of current or future approaches to hazard mitigation. Workers may not be aware of objective data regarding effectiveness, but their attitudes and consequent levels of compliance can influence both the likelihood of implementation and the outcomes of safety measures. Despite the potential importance of worker perceptions, they have not been studied comprehensively to date, and thus this study fills a significant gap in the literature. Excessive vehicle speeds, driver distraction and aggression towards roadworkers, working in wet weather, at night and close to traffic stream were among the most common hazards noted by workers. The safety measures perceived to be most effective included police presence, active enforcement, and improving driver awareness and education about work zones. Worker perceptions differed according to their level of exposure to hazards

On the speed reduction potential of pilot vehicle use in work zones

Despite significant research efforts to understand the speed reduction potentials of work zone interventions, little is known about the reductions achievable by the use of pilot vehicles. This paper innovatively examines the speed reduction potential of pilot vehicle in a Queensland rural highway work zone. Analysis of five days’ speed data showed that pilot vehicle reduced mean speeds at the treatment location, but not downstream. The proportion of speeding vehicles was also reduced, particularly those travelling at 10 km/h or more above the posted limit. Motorists were more likely to speed during the day, under a 40 km/h limit and when traffic volumes were higher. While it is commonly believed that pilot vehicle controls the speeds of all following vehicles, results of this study showed that pilot car had greater effects on reducing speeds of vehicles following it closely than those which are far behind in a traffic stream. To maximize these benefits, it is necessary to ensure that the pilot vehicle itself is not speeding

A comparison of self-nominated and actual speeds in work zones

Despite significant research on drivers’ speeding behavior in work zones, little is known about how well drivers’ judgments of appropriate speeds match their actual speeds and what factors influence their judgments. This study aims to fill these two important gaps in the literature by comparing observed speeds in two work zones with drivers’ self-nominated speeds for the same work zones. In an online survey, drivers nominated speeds for the two work zones based on photographs in which the actual posted speed limits were not revealed. A simultaneous equation modelling approach was employed to examine the effects of driver characteristics on their self-nominated speeds. The results showed that survey participants nominated lower speeds (corresponding to higher compliance rates) than those which were observed. Higher speeds were nominated by males than females, young and middle aged drivers than older drivers, and drivers with truck driving experience than those who drive only cars. Larger differences between nominated and observed speeds were found among car drivers than truck drivers. These differences suggest that self-nominated speeds might not be valid indicators of the observed work zone speeds and therefore should not be used as an alternative to observed speed data

Driver beliefs regarding the benefits of reduced speeds

Despite many studies of the benefits of reducing driving speeds for safety, vehicular emissions, and stress in driving, little is known regarding how drivers perceive these benefits and the factors influencing their beliefs. This paper examines the factors influencing driver perceptions of the benefits attainable by reducing travel speeds. Driver perceptions of the extent to which reducing speed would lead to improved safety, lower emissions, and reduced stress and road rage were collected in an online survey of 3538 drivers in Queensland, Australia. An analysis using seemingly unrelated regression showed that drivers of automatic cars and bicycle commuters more strongly agreed that lower speeds would provide these benefits than other drivers, while drivers who used premium fuel thought otherwise. Users of ethanol blended fuel believed more strongly that reductions in speeds would reduce emissions. Young drivers less strongly agreed regarding both emissions and stress than older. Females, drivers of small cars, and those who drive frequently with passengers agreed more strongly that speed reductions would improve safety and reduce stress and road rage. These findings indicate a need to develop targeted educational and training programs to help drivers better understand these benefits to improve their willingness to reduce speeds