Rainvision: The Impact of Road Markings on Driver Behaviour – Wet Night Visibility

AbstractPrevious European research, i.e. COST 331 and the IMPROVER projects had demonstrated that road markings greatly increase driver comfort during dry night time conditions. Nevertheless, they highlighted the need for additional research under wet and wet and rainy conditions.Building upon this research, the RAINVISION project has investigated over the last three years how road markings can influence driver behaviour under all nightime weather conditions (dry, wet and wet and rainy) and how different age groups and gender groups adapt their behaviour based on the visibility and retro-reflectivity of road markings. The project has carried out three different trials; i.e. a simulation trial in France, a track test trial in Austria and on-road trial in the United Kingdom in cooperation with local authorities. For the simulation and track test trials, more than 100 test subjects were recruited respectively according to three age groups (20–40, 41–60 and 61+ years) and took several trials during different conditions. For the on-road trials, 10 high-risk sites were selected in cooperation with Durham county and Type II marking materials were applied in these sections. The project subsequently monitored speed over a whole climatic cycle and undertook an accidentology analysis. The results of the study in general indicate that the presence of enhanced road markings did significantly increase driver comfort, especially for older drivers. While there was an increase in driver speed, it was not seen as safety hazard as it was compensated by greater preview times. In fact in the UK trials, the results show that the presence of enhanced road markings actually led to a decrease in speeds

El Defensor del Pueblo Europeo y el Tratado de Lisboa

La entrada en vigor del Tratado de Lisboa el 1 de diciembre de 2009 marca la última fase del proceso en curso de reconocimiento y capacitación de los ciudadanos europeos. Una de las principales prioridades del Defensor del Pueblo Europeo durante los próximos cinco años será contribuir a garantizar que la Unión Europea cumpla con los beneficios prometidos a los ciudadanos por el Tratado de Lisboa. El presente artículo describe las repercusiones que tendrá el Tratado en la labor del Defensor del Pueblo Europeo y se centra en las novedades más importantes que aporta el Tratado por lo que respecta a los ciudadanos

Party-group relations in new southern European democracies in the crisis era

UID/CPO/04627/2013 PTDC/IVC-CPO/1864/2014publishersversionpublishe

Identification of infrastructure related risk factors, Deliverable 5.1 of the H2020 project SafetyCube

The present Deliverable (D5.1) describes the identification and evaluation of infrastructure related risk factors. It outlines the results of Task 5.1 of WP5 of SafetyCube, which aimed to identify and evaluate infrastructure related risk factors and related road safety problems by (i) presenting a taxonomy of infrastructure related risks, (ii) identifying “hot topics” of concern for relevant stakeholders and (iii) evaluating the relative importance for road safety outcomes (crash risk, crash frequency and severity etc.) within the scientific literature for each identified risk factor. To help achieve this, Task 5.1 has initially exploited current knowledge (e.g. existing studies) and, where possible, existing accident data (macroscopic and in-depth) in order to identify and rank risk factors related to the road infrastructure. This information will help further on in WP5 to identify countermeasures for addressing these risk factors and finally to undertake an assessment of the effects of these countermeasures. In order to develop a comprehensive taxonomy of road infrastructure-related risks, an overview of infrastructure safety across Europe was undertaken to identify the main types of road infrastructure-related risks, using key resources and publications such as the European Road Safety Observatory (ERSO), The Handbook of Road Safety Measures (Elvik et al., 2009), the iRAP toolkit and the SWOV factsheets, to name a few. The taxonomy developed contained 59 specific risk factors within 16 general risk factors, all within 10 infrastructure elements. In addition to this, stakeholder consultations in the form of a series of workshops were undertaken to prioritise risk factors (‘hot topics’) based on the feedback from the stakeholders on which risk factors they considered to be the most important or most relevant in terms of road infrastructure safety. The stakeholders who attended the workshops had a wide range of backgrounds (e.g. government, industry, research, relevant consumer organisations etc.) and a wide range of interests and knowledge. The identified ‘hot topics’ were ranked in terms of importance (i.e. which would have the greatest effect on road safety). SafetyCube analysis will put the greatest emphasis on these topics (e.g. pedestrian/cyclist safety, crossings, visibility, removing obstacles). To evaluate the scientific literature, a methodology was developed in Work Package 3 of the SafetyCube project. WP5 has applied this methodology to road infrastructure risk factors. This uniformed approach facilitated systematic searching of the scientific literature and consistent evaluation of the evidence for each risk factor. The method included a literature search strategy, a ‘coding template’ to record key data and metadata from individual studies, and guidelines for summarising the findings (Martensen et al, 2016b). The main databases used in the WP5 literature search were Scopus and TRID, with some risk factors utilising additional database searches (e.g. Google Scholar, Science Direct). Studies using crash data were considered highest priority. Where a high number of studies were found, further selection criteria were applied to ensure the best quality studies were included in the analysis (e.g. key meta-analyses, recent studies, country origin, importance). Once the most relevant studies were identified for a risk factor, each study was coded within a template developed in WP3. Information coded for each study included road system element, basic study information, road user group information, study design, measures of exposure, measures of outcomes and types of effects. The information in the coded templates will be included in the relational database developed to serve as the main source (‘back end’) of the Decision Support System (DSS) being developed for SafetyCube. Each risk factor was assigned a secondary coding partner who would carry out the control procedure and would discuss with the primary coding partner any coding issues they had found. Once all studies were coded for a risk factor, a synopsis was created, synthesising the coded studies and outlining the main findings in the form of meta-analyses (where possible) or another type of comprehensive synthesis (e.g. vote-count analysis). Each synopsis consists of three sections: a 2 page summary (including abstract, overview of effects and analysis methods); a scientific overview (short literature synthesis, overview of studies, analysis methods and analysis of the effects) and finally supporting documents (e.g. details of literature search and comparison of available studies in detail, if relevant). To enrich the background information in the synopses, in-depth accident investigation data from a number of sources across Europe (i.e. GIDAS, CARE/CADaS) was sourced. Not all risk factors could be enhanced with this data, but where it was possible, the aim was to provide further information on the type of crash scenarios typically found in collisions where specific infrastructure-related risk factors are present. If present, this data was included in the synopsis for the specific risk factor. After undertaking the literature search and coding of the studies, it was found that for some risk factors, not enough detailed studies could be found to allow a synopsis to be written. Therefore, the revised number of specific risk factors that did have a synopsis written was 37, within 7 infrastructure elements. Nevertheless, the coded studies on the remaining risk factors will be included in the database to be accessible by the interested DSS users. At the start of each synopsis, the risk factor is assigned a colour code, which indicates how important this risk factor is in terms of the amount of evidence demonstrating its impact on road safety in terms of increasing crash risk or severity. The code can either be Red (very clear increased risk), Yellow (probably risky), Grey (unclear results) or Green (probably not risky). In total, eight risk factors were given a Red code (e.g. traffic volume, traffic composition, road surface deficiencies, shoulder deficiencies, workzone length, low curve radius), twenty were given a Yellow code (e.g. secondary crashes, risks associated with road type, narrow lane or median, roadside deficiencies, type of junction, design and visibility at junctions) seven were given a Grey code (e.g. congestion, frost and snow, densely spaced junctions etc.). The specific risk factors given the red code were found to be distributed across a range of infrastructure elements, demonstrating that the greatest risk is spread across several aspects of infrastructure design and traffic control. However, four ‘hot topics’ were rated as being risky, which were ‘small work-zone length’, ‘low curve radius’, ‘absence of shoulder’ and ‘narrow shoulder’. Some limitations were identified. Firstly, because of the method used to attribute colour code, it is in theory possible for a risk factor with a Yellow colour code to have a greater overall magnitude of impact on road safety than a risk factor coded Red. This would occur if studies reported a large impact of a risk factor but without sufficient consistency to allocate a red colour code. Road safety benefits should be expected from implementing measures to mitigate Yellow as well as Red coded infrastructure risks. Secondly, findings may have been limited by both the implemented literature search strategy and the quality of the studies identified, but this was to ensure the studies included were of sufficiently high quality to inform understanding of the risk factor. Finally, due to difficulties of finding relevant studies, it was not possible to evaluate the effects on road safety of all topics listed in the taxonomy. The next task of WP5 is to begin identifying measures that will counter the identified risk factors. Priority will be placed on investigating measures aimed to mitigate the risk factors identified as Red. The priority of risk factors in the Yellow category will depend on why they were assigned to this category and whether or not they are a hot topic

Identification of safety effects of infrastructure related measures, Deliverable 5.2 of the H2020 project SafetyCube

Identification of safety effects of infrastructure related measures, Deliverable 5.2 of the H2020 project SafetyCub

Inventory of assessed infrastructure risk factors and measures, Deliverable 5.4 of the H2020 project SafetyCube

Inventory of assessed infrastructure risk factors and measures, Deliverable 5.4 of the H2020 project SafetyCub

Portuguese Ministers, 1851-1999: Social Background and Paths to Power

Disponível em: http://193.136.113.6/Opac/Pages/Search/Results.aspx?SearchText=UID=bb8aa8d5-c6b6-466a-81bb-fe8a67693cee&DataBase=10449_UNLFCSHThis paper provides an empirical analysis of the impact of regime changes in the composition and patterns of recruitment of the Portuguese ministerial elite throughout the last 150 years. The ‘out-of-type’, violent nature of most regime transformations accounts for the purges in and the extensive replacements of the political personnel, namely of the uppermost officeholders. In the case of Cabinet members, such discontinuities did not imply, however, radical changes in their social profile. Although there were some significant variations, a series of salient characteristics have persisted over time. The typical Portuguese minister is a male in his midforties, of middle-class origin and predominantly urban-born, highly educated and with a state servant background. The two main occupational contingents have been university professors - except for the First Republic (1910-26) - and the military, the latter having only recently been eclipsed with the consolidation of contemporary democracy. As regards career pathways, the most striking feature is the secular trend for the declining role of parliamentary experience, which the democratic regime did not clearly reverse. In this period, a technocratic background rather than political experience has been indeed the privileged credential for a significant proportion of minister

Economic crisis and the variety of populist response: Evidence from Greece, Portugal, and Spain

Greece, Portugal and Spain are among the countries worst hit by the 2008 Great Recession, followed by significant electoral and political turmoil. However, one of the dimensions in which they differ is the presence and varieties of populism in parties’ political proposals. Drawing on holistic coding of party manifestos, we assess the varying presence of populist rhetoric in mainstream and challenger parties before and after the 2008 economic downturn. Our empirical findings show that populism is much higher in Greece compared to Spain and Portugal. We do not find a significant impact of the crisis as the degree of populism remains rather stable in Greece and Portugal, while it increases in Spain, mainly due to the rise of new populist forces. The study confirms that populist rhetoric is a strategy adopted mainly by challenger and ideologically radical parties. In addition, inclusionary populism is the predominant flavour of populist parties in new Southern Europe, although exclusionary populism is present to a lesser extent in the Greek case. We contend that the interaction between the national context – namely the ideological legacy of parties and the main dimensions of competition – and the strategic options of party leadership is crucial for explaining cross-country variation in the intensity of populism and the specific issues that characterise populist discourse