Public authorities
Thursday, June 1, 2023
Every year almost 2 million crashes are human-caused partially because of distraction and sleep, resulting in a staggering $287 billion in losses for insurance companies. WingDriver solves that using AI and your smartphone. Our technology alert drivers to keep them awake and focused.
WingDriverTM is the only company implementing Computer Vision and AI on smartphones and mobile operating systems to analyze combined facial analysis, vehicle inertial data and the vehicle surroundings to accurately identify driver drowsiness, fatigue, distraction and other driver states to prevent accidents.
The WingDriverTM tech uses smartphone cameras and sensors or the in-vehicle driver monitoring camera and Android automotive unit and combined with Virginia Tech Transportation Institute (VTTI) research results, for the decision making processes that will identify the driver situation and alert drivers in real-time using audio and visual messages. Additionally, our Big Mobility Data strategy will enable us to understand the correlation between driver behavior and accidents with greater precision to accurately assess driver risk.
Our solution is based on:
- WingDriverTM Software Development Kit (SDK) - To enable any mobile application company or automotive manufacturers to include these safety features in their products;
- WingDriverTM Cloud data - Enabling for a better risk assessment and consequently improved insurance products;
- WingDriverTM App and White-label apps - Our iOS and Android apps are developed in a way that enables a quick change on the visuals to fit our client needs. Facilitating proof of concept activities.
WingDriverTM delivers a data driven solution to monitor, evaluate and reward safe drivers, enabling:
- Reduce operational costs - By preventing collisions with real time alerts, drivers will drive safer, cost related to insurance and maintenance will be decreased, and fleet uptime will be increased.
- Improve driver behaviour - By collecting accurate driver behavioral data (drive assist data, vehicle assist data and telematics), WingDriver enables personalized coaching and instruction, resulting in improved driving behavior and habits.
-Tailormade for insurance - By analyzing data on factors such as sleep, distraction, and overall driving performance, insurers can accurately assess and price risk for individual drivers (usage-based insurance).
- Keep customers engaged - Cutting-edge solution that adds valuable insights into customers’ driving behavior, their performance through personalized reports and their motivation with gamification elements such as rewards and challenges.
WingDriverTM is the only company implementing Computer Vision and AI on smartphones and mobile operating systems to analyze combined facial analysis, vehicle inertial data and the vehicle surroundings to accurately identify driver drowsiness, fatigue, distraction and other driver states to prevent accidents.
The WingDriverTM tech uses smartphone cameras and sensors or the in-vehicle driver monitoring camera and Android automotive unit and combined with Virginia Tech Transportation Institute (VTTI) research results, for the decision making processes that will identify the driver situation and alert drivers in real-time using audio and visual messages. Additionally, our Big Mobility Data strategy will enable us to understand the correlation between driver behavior and accidents with greater precision to accurately assess driver risk.
Our solution is based on:
- WingDriverTM Software Development Kit (SDK) - To enable any mobile application company or automotive manufacturers to include these safety features in their products;
- WingDriverTM Cloud data - Enabling for a better risk assessment and consequently improved insurance products;
- WingDriverTM App and White-label apps - Our iOS and Android apps are developed in a way that enables a quick change on the visuals to fit our client needs. Facilitating proof of concept activities.
WingDriverTM delivers a data driven solution to monitor, evaluate and reward safe drivers, enabling:
- Reduce operational costs - By preventing collisions with real time alerts, drivers will drive safer, cost related to insurance and maintenance will be decreased, and fleet uptime will be increased.
- Improve driver behaviour - By collecting accurate driver behavioral data (drive assist data, vehicle assist data and telematics), WingDriver enables personalized coaching and instruction, resulting in improved driving behavior and habits.
-Tailormade for insurance - By analyzing data on factors such as sleep, distraction, and overall driving performance, insurers can accurately assess and price risk for individual drivers (usage-based insurance).
- Keep customers engaged - Cutting-edge solution that adds valuable insights into customers’ driving behavior, their performance through personalized reports and their motivation with gamification elements such as rewards and challenges.
Thursday, June 1, 2023
Speed limits and speeding in the vicinity of schools.
In Ireland many of our ‘Front of school’ zones tend to be busy and congested. Where school bus transport is not available for example, children often travel several kilometres to their schools from rural localities in the private family car. We also have the habit of very short and often unnecessary (less than 1km) trips by car to school; parents frequently cite traffic and speed as a reason for the car trip. In essence it’s a self-propagating habit; the more who drive, the more who feel it’s dangerous and so the drive level ensues.
Wicklow County Council are conscious and concerned regarding their school going population. We are aware of studies detailing that pedestrians have a 90% chance of surviving a car crash at 30km/h or below, but that the probability of a pedestrian being killed rises by a factor of 8 as the impact speed of the car rises from 30km/h to 50km/h. Existing speed limits in the vicinities of County Wicklow’s schools varied from 50km up to 80km per hour. Wicklow County Council were keen to address this lack of equity in shared spaces where vehicles and vulnerable road users mix on a thrice daily basis.
We felt there was no justification for drivers to travel at high speeds in the vicinity of schools. Changes were proposed to reduce speed, to reduce risk and to make the front of school environment a safer place for all. Various options were looked at, including the enforcement of fixed speed limits or the introduction of periodic speed limits in school zones which would require drivers to reduce their speed.
It was agreed that the on roads outside schools that would not be subject to a fixed speed limit of 30km/h, periodic speed limits of 30km/h should be proposed to Elected Members*, as anything that addresses the notion of reduction in speed must be considered for the most vulnerable road users.
The members of each local authority are called 'Councillor’s, or ‘Elected Members’. Councillors are directly elected in local elections, to represent their district at a local level. The number of councillors elected to each local authority depends on the population of the local authority area. In total, Wicklow have 32 Elected Members.
In Ireland many of our ‘Front of school’ zones tend to be busy and congested. Where school bus transport is not available for example, children often travel several kilometres to their schools from rural localities in the private family car. We also have the habit of very short and often unnecessary (less than 1km) trips by car to school; parents frequently cite traffic and speed as a reason for the car trip. In essence it’s a self-propagating habit; the more who drive, the more who feel it’s dangerous and so the drive level ensues.
Wicklow County Council are conscious and concerned regarding their school going population. We are aware of studies detailing that pedestrians have a 90% chance of surviving a car crash at 30km/h or below, but that the probability of a pedestrian being killed rises by a factor of 8 as the impact speed of the car rises from 30km/h to 50km/h. Existing speed limits in the vicinities of County Wicklow’s schools varied from 50km up to 80km per hour. Wicklow County Council were keen to address this lack of equity in shared spaces where vehicles and vulnerable road users mix on a thrice daily basis.
We felt there was no justification for drivers to travel at high speeds in the vicinity of schools. Changes were proposed to reduce speed, to reduce risk and to make the front of school environment a safer place for all. Various options were looked at, including the enforcement of fixed speed limits or the introduction of periodic speed limits in school zones which would require drivers to reduce their speed.
It was agreed that the on roads outside schools that would not be subject to a fixed speed limit of 30km/h, periodic speed limits of 30km/h should be proposed to Elected Members*, as anything that addresses the notion of reduction in speed must be considered for the most vulnerable road users.
The members of each local authority are called 'Councillor’s, or ‘Elected Members’. Councillors are directly elected in local elections, to represent their district at a local level. The number of councillors elected to each local authority depends on the population of the local authority area. In total, Wicklow have 32 Elected Members.
Friday, May 26, 2023
In Belgium, as in Europe and large parts of the Western world, life expectancy is ever increasing. While this "aging" is made possible by very comprehensive preventive or curative health care, this certainly does not eliminate all the cognitive or motor impairments associated with aging. In addition, older people are also becoming increasingly mobile, and more specifically, they are using their own vehicle or car up to a higher age.
As people age, two risks that are often used in the context of road safety become important:
- Accident risk: the likelihood to be involved in an accident.
- Injury risk: the likelihood of injury, given an accident has occurred.
With this product, the senior selfTest, we focus on the triggers for accident risk with senior drivers.
Safe participation in traffic, in the context of an ageing population, presupposes two things: "driving skills" and "fitness to drive". Driving skills are strongly linked to learning processes, gaining experience, vehicle control and traffic insight. Fitness to drive has more to do with the physical and mental abilities of the driver: health, sensory and cognitive abilities, influence of alcohol, drugs or medication, etc.
Older road users usually have a very extensive mobility and traffic experience, and associated with that generally overall good driving skills. However, as drivers age, some of the mental and/or physical capacities needed to put those skills to good use gradually decrease. In other words, fitness to drive decreases. Examples are: reduced vision (sharpness, night blindness, etc.), poor hearing, higher reaction times, reduced muscle control or muscle strength, etc.
This decline in capacities is likely to proceed in two speeds. For most people it can be expected that this is a gradual process, which may also be partially absorbable or slowed down. Barring sudden illness and accidents, the decline in physical or mental functionality is a process of several decades. However, when looking at the oldest age categories, it can be expected that a quicker decrease in physical or mental functionality occurs as a result of (a higher likelihood of) more grave illnesses.
Although road users compensate for this natural decline in capacities to some extent (e.g. by driving less at night, driving slower, etc.), there is still a general risk that one's own skills and fitness to drive will be overestimated, or that a decline in skills and suitability will eventually go too fast. In other words, if a self-regulating compensation mechanism is used, it may not be enough to continue to drive “safely”. Different supporting measures need to be developed if we wish senior drivers to truly remain independently safely mobile.
With the SelfTest we present a product that aims at increasing awareness with senior drivers on the importance of psycho-cognitive factors and their own capacities in relation to accident risk, and therefor safe and comfortable driving.
The SelfTest, its development and use is described in the paragraph “project activities”.
The relevance towards improving road safety, compared to other actions taken to support safe driving by senior drivers, is described in the paragraph “evaluation”
As people age, two risks that are often used in the context of road safety become important:
- Accident risk: the likelihood to be involved in an accident.
- Injury risk: the likelihood of injury, given an accident has occurred.
With this product, the senior selfTest, we focus on the triggers for accident risk with senior drivers.
Safe participation in traffic, in the context of an ageing population, presupposes two things: "driving skills" and "fitness to drive". Driving skills are strongly linked to learning processes, gaining experience, vehicle control and traffic insight. Fitness to drive has more to do with the physical and mental abilities of the driver: health, sensory and cognitive abilities, influence of alcohol, drugs or medication, etc.
Older road users usually have a very extensive mobility and traffic experience, and associated with that generally overall good driving skills. However, as drivers age, some of the mental and/or physical capacities needed to put those skills to good use gradually decrease. In other words, fitness to drive decreases. Examples are: reduced vision (sharpness, night blindness, etc.), poor hearing, higher reaction times, reduced muscle control or muscle strength, etc.
This decline in capacities is likely to proceed in two speeds. For most people it can be expected that this is a gradual process, which may also be partially absorbable or slowed down. Barring sudden illness and accidents, the decline in physical or mental functionality is a process of several decades. However, when looking at the oldest age categories, it can be expected that a quicker decrease in physical or mental functionality occurs as a result of (a higher likelihood of) more grave illnesses.
Although road users compensate for this natural decline in capacities to some extent (e.g. by driving less at night, driving slower, etc.), there is still a general risk that one's own skills and fitness to drive will be overestimated, or that a decline in skills and suitability will eventually go too fast. In other words, if a self-regulating compensation mechanism is used, it may not be enough to continue to drive “safely”. Different supporting measures need to be developed if we wish senior drivers to truly remain independently safely mobile.
With the SelfTest we present a product that aims at increasing awareness with senior drivers on the importance of psycho-cognitive factors and their own capacities in relation to accident risk, and therefor safe and comfortable driving.
The SelfTest, its development and use is described in the paragraph “project activities”.
The relevance towards improving road safety, compared to other actions taken to support safe driving by senior drivers, is described in the paragraph “evaluation”
Thursday, May 25, 2023
The main road safety challenge addressed in the thesis is the knowledge gap in understanding co-occurring accident conditions. The official road traffic accident statistics in Austria currently focus on identifying a single explicit accident cause for each accident, such as speeding. However, accidents are often multicausal events, involving multiple conditions or factors simultaneously. This thesis aims to investigate and analyze co-occurring accident conditions to gain a more comprehensive understanding of the factors contributing to road accidents.
Thursday, May 25, 2023
In an effort to achieve a permanent reduction in the number and consequences of traffic accidents, there are situations where it is not possible to further decrease the numbers, but the numbers of accidents and their consequences fluctuate around a certain constant. A strategy was developed due to better identification of the weak points in the transportation system of the Zlín Region. This strategy has become the key document of the region in the field of road safety, providing conceptual and planning guidelines for reducing the number and consequences of traffic accidents on roads in the Zlín Region. The strategic goal is to achieve halving the number of fatalities and severely injured persons in traffic accidents on roads by 2030, which means a 50% reduction compared to the average for the years 2017-2019. These goals are based on international commitments of the Czech Republic. The consistent implementation of traffic measures outlined in the action plan is determinative for achieving the strategic goals of the strategy.
The Action plan is divided into four pillars:
1. Road users
2. Infrastructure
3. Vehicle and technology
4. Coordination of the traffic safety (BESIP )
The action plan includes defined specific goals, concrete measures, and responsibility for implementing each traffic measure. The activities are complemented by financial requirements and completion deadlines. Within the action plan, there are implemented a several measures and activities such as reducing vehicle speed, eliminating traffic accidents and their locations, promoting advanced technologies, and informing the public about traffic safety activities.
During the development of the strategy, socio-economic characteristics of the region, budget, key conceptual documents, and alignment with the new national BESIP Strategy 2021-2030 were considered. The strategy was developed in line with other conceptual documents in the field of transportation in the Zlín Region, with the aim of establishing a unified concept for addressing road traffic safety in the region.
The Action plan is divided into four pillars:
1. Road users
2. Infrastructure
3. Vehicle and technology
4. Coordination of the traffic safety (BESIP )
The action plan includes defined specific goals, concrete measures, and responsibility for implementing each traffic measure. The activities are complemented by financial requirements and completion deadlines. Within the action plan, there are implemented a several measures and activities such as reducing vehicle speed, eliminating traffic accidents and their locations, promoting advanced technologies, and informing the public about traffic safety activities.
During the development of the strategy, socio-economic characteristics of the region, budget, key conceptual documents, and alignment with the new national BESIP Strategy 2021-2030 were considered. The strategy was developed in line with other conceptual documents in the field of transportation in the Zlín Region, with the aim of establishing a unified concept for addressing road traffic safety in the region.
Wednesday, May 24, 2023
Mobiliteit is een hot topic. Iedereen heeft er een mening over. Toch hebben mensen soms het gevoel dat ze onvoldoende geïnformeerd zijn om mee te praten in het mobiliteitsdebat en om mee na te denken over concrete oplossingen voor meer gezonde mobiliteit in hun buurt. Mobiliteitsjargon vormt zo een hindernis voor mensen om volwaardig te kunnen meepraten over een thema dat uiteindelijk iedereen aanbelangt.
Tijdens workshops, inspraakmomenten en begeleidingen met burgers kan je er niet zomaar vanuit gaan dat iedereen mee is met dat mobiliteitsjargon. Woorden als sluipverkeer of parkeermanagement krijgen al snel verschillende invullingen. Daarom besliste Mobiel 21 om enkele moeilijke woorden op een heldere manier uit te leggen in een reeks laagdrempelige en informatieve video’s met de naam ‘Mobiliteit voor Dummies’. Daarin geeft Glenn Godin, medewerker bij Mobiel 21 en verkeersdeskundige, met een grappige draai en de nadruk op duurzame oplossingen, een antwoord op vaak gestelde vragen. In een reeks met 7 verschillende filmpjes legt hij telkens een ander mobiliteitsbegrip op een heldere manier uit. De onderwerpen van de filmpjes zijn: De knip, fietsstraat, verkeer, schoolstraat, sluipverkeer, parkeren en wegencategorisering. Het zijn stuk voor stuk begrippen die vaak ter sprake komen, bijvoorbeeld wanneer gemeenten hun burgers betrekken bij de opmaak van nieuwe mobiliteitsplannen.
‘Mobiliteit voor Dummies’ kwam tot stand met de steun van ‘All 4 Zero’. Met dat project willen de verschillende overheden in België het aantal verkeersdoden in ons land tegen 2050 terugbrengen tot nul. All 4 Zero betrekt burgers actief in het verbeteren van de verkeersveiligheid, onder meer via een nationale enquête en thematische burgerpanels. All 4 Zero moedigt ook lokale initiatieven aan om hun eigen straat, buurt of gemeente verkeersveiliger te maken. Net daarom is het zo belangrijk dat iedereen kan meepraten over mobiliteit. En daar draagt onze reeks ‘Mobiliteit voor Dummies’ toe bij.
Tijdens workshops, inspraakmomenten en begeleidingen met burgers kan je er niet zomaar vanuit gaan dat iedereen mee is met dat mobiliteitsjargon. Woorden als sluipverkeer of parkeermanagement krijgen al snel verschillende invullingen. Daarom besliste Mobiel 21 om enkele moeilijke woorden op een heldere manier uit te leggen in een reeks laagdrempelige en informatieve video’s met de naam ‘Mobiliteit voor Dummies’. Daarin geeft Glenn Godin, medewerker bij Mobiel 21 en verkeersdeskundige, met een grappige draai en de nadruk op duurzame oplossingen, een antwoord op vaak gestelde vragen. In een reeks met 7 verschillende filmpjes legt hij telkens een ander mobiliteitsbegrip op een heldere manier uit. De onderwerpen van de filmpjes zijn: De knip, fietsstraat, verkeer, schoolstraat, sluipverkeer, parkeren en wegencategorisering. Het zijn stuk voor stuk begrippen die vaak ter sprake komen, bijvoorbeeld wanneer gemeenten hun burgers betrekken bij de opmaak van nieuwe mobiliteitsplannen.
‘Mobiliteit voor Dummies’ kwam tot stand met de steun van ‘All 4 Zero’. Met dat project willen de verschillende overheden in België het aantal verkeersdoden in ons land tegen 2050 terugbrengen tot nul. All 4 Zero betrekt burgers actief in het verbeteren van de verkeersveiligheid, onder meer via een nationale enquête en thematische burgerpanels. All 4 Zero moedigt ook lokale initiatieven aan om hun eigen straat, buurt of gemeente verkeersveiliger te maken. Net daarom is het zo belangrijk dat iedereen kan meepraten over mobiliteit. En daar draagt onze reeks ‘Mobiliteit voor Dummies’ toe bij.
Wednesday, May 24, 2023
Safe Routes to School Program in Barcelona
The "Camí escolar, espai amic" (“Safe Route to School, friendly space”) program began with the aim of increasing children´s and adolescents personal autonomy, responsibility and quality of life on their way to school or while walking around the neighborhood.
The program promotes road safety education in schools through an educational program conducted within the school and the community, and changes in the environment around the school. It is led by the Municipal Institute of Education of Barcelona (IMEB) and carried out in collaboration with the Department of Safety & Mobility of Barcelona. In each education center it includes four phases: Phase 0: We start to walk, for the definition of the project; Phase I: We explore the path, to carry out the diagnosis. Phase II. We go out into the neighborhood, to create the network of friendly spaces and celebrate the work done. Phase III: We keep the path alive, to evaluate and guarantee the sustainability of the project in the school and the educational community.
In Barcelona, police data on traffic injuries is geocoded and allows time series analyses since 2002. There are around 9,000 injuries due to road traffic crashes each year, with 11,000 persons injured, around 300 severely injured, and 15-25 fatalities in the most recent years. Pedestrians represent around 13% of all casualties, with the highest incidence occurring among young and old people.
This study aimed to evaluate the effectiveness of the Safe Routes to School (SRTS) program “Camins Escolars” conducted in Barcelona from 2006 to 2016 in reducing the number of road traffic collisions and injuries in the school environment.
The study used a pre-post quasi-experimental evaluation design, with a matched comparison group, including 64 intervention schools and 63 comparison schools. Outcomes included collisions and people injured within a radius of about 200 meters around schools during school hours, using geocoded data (2002-2019) from the local police register, and contextual variables. For each outcome measure, we fitted generalized linear mixed model with Poisson distribution.
The "Camí escolar, espai amic" (“Safe Route to School, friendly space”) program began with the aim of increasing children´s and adolescents personal autonomy, responsibility and quality of life on their way to school or while walking around the neighborhood.
The program promotes road safety education in schools through an educational program conducted within the school and the community, and changes in the environment around the school. It is led by the Municipal Institute of Education of Barcelona (IMEB) and carried out in collaboration with the Department of Safety & Mobility of Barcelona. In each education center it includes four phases: Phase 0: We start to walk, for the definition of the project; Phase I: We explore the path, to carry out the diagnosis. Phase II. We go out into the neighborhood, to create the network of friendly spaces and celebrate the work done. Phase III: We keep the path alive, to evaluate and guarantee the sustainability of the project in the school and the educational community.
In Barcelona, police data on traffic injuries is geocoded and allows time series analyses since 2002. There are around 9,000 injuries due to road traffic crashes each year, with 11,000 persons injured, around 300 severely injured, and 15-25 fatalities in the most recent years. Pedestrians represent around 13% of all casualties, with the highest incidence occurring among young and old people.
This study aimed to evaluate the effectiveness of the Safe Routes to School (SRTS) program “Camins Escolars” conducted in Barcelona from 2006 to 2016 in reducing the number of road traffic collisions and injuries in the school environment.
The study used a pre-post quasi-experimental evaluation design, with a matched comparison group, including 64 intervention schools and 63 comparison schools. Outcomes included collisions and people injured within a radius of about 200 meters around schools during school hours, using geocoded data (2002-2019) from the local police register, and contextual variables. For each outcome measure, we fitted generalized linear mixed model with Poisson distribution.
Wednesday, May 24, 2023
Our main product - a mobile app called OKO - makes every pedestrian light accessible to blind and low vision pedestrians. Cities all over the world struggle with making their pedestrian lights accessible by installing an audible signal. Physical audible signals have multiple challenges: they cost up to €50.000/intersection, they produce a lot of noise pollution and hence neighbours complain, they often brake, it's cumbersome to maintain them, they are not 24/7 operational due to noise pollution, etc.
OKO provides blind and low vision pedestrians with a handheld audible signal through their smartphone. OKO uses the back camera and AI to identify the pedestrian signal status. Differentiable audio, haptic and visual feedback is being used to convey that status. OKO doesn't rely on additional infrastructure to be installed and doesn't rely on a WiFi nor cellular connection. We provide blind and low vision pedestrians to safely cross the street with more ease and confidence. Our technology is game changing the market in many ways.
OKO provides blind and low vision pedestrians with a handheld audible signal through their smartphone. OKO uses the back camera and AI to identify the pedestrian signal status. Differentiable audio, haptic and visual feedback is being used to convey that status. OKO doesn't rely on additional infrastructure to be installed and doesn't rely on a WiFi nor cellular connection. We provide blind and low vision pedestrians to safely cross the street with more ease and confidence. Our technology is game changing the market in many ways.
Wednesday, May 24, 2023
The IDB closes several very important gaps, left open by other road accident data which are mostly provide by police units called to the scene of an accident.
1) The IDB provides data for single party accidents, where no police might be involved. Most notably bike accidents.
2) Some accidents are not classified as traffic accidents but are closely related. These peripheral accidents are shown in the IDB. For instance, accidents in public transportation are not consider traffic accidents unless a transport vehicle is directly involved. Accidents occurring on the entrance to a subway station, or the escalator are still problematic though and can be shown with our data.
3) The IDB is set up in a way that we can look at comparatively small portions of traffic accidents in detail. This allows us to react to emerging phenomena such as E-scooter accidents.
1) The IDB provides data for single party accidents, where no police might be involved. Most notably bike accidents.
2) Some accidents are not classified as traffic accidents but are closely related. These peripheral accidents are shown in the IDB. For instance, accidents in public transportation are not consider traffic accidents unless a transport vehicle is directly involved. Accidents occurring on the entrance to a subway station, or the escalator are still problematic though and can be shown with our data.
3) The IDB is set up in a way that we can look at comparatively small portions of traffic accidents in detail. This allows us to react to emerging phenomena such as E-scooter accidents.
Wednesday, May 24, 2023
Problematic Speed for road safety.
Specifically: Excessive speed, that is to say driving at a speed higher than the maximum permitted speed as well as Inappropriate speed, which is defined as driving at excessively high speeds given the traffic situation, infrastructure, weather conditions and/or other special circumstances. Speed is one of the most important causes of road accidents: 10-15% of all road traffic collisions and 30% of fatal injury collisions are the direct result of excessive or inappropriate speed.
An increase in speed by 10 km/h leads to a risk of a fatality of 220% of the initial event, i.e. the risk has more than doubled.
The implementation of infrastructure projects and the identification and rehabilitation of dangerous points on the road network is one of the strategic axes of the RSI.
In a E-77 road axis part, in particular in an area of 4 km of the Chalkida-Psahna road, there has been a high rate of fatal road traffic collisions over the last 20 years due to problematic speed.
The aim of this project was the design of interventions related to infrastructure in order to improve road safety by enabling drivers to control their behaviour.
Specifically: Excessive speed, that is to say driving at a speed higher than the maximum permitted speed as well as Inappropriate speed, which is defined as driving at excessively high speeds given the traffic situation, infrastructure, weather conditions and/or other special circumstances. Speed is one of the most important causes of road accidents: 10-15% of all road traffic collisions and 30% of fatal injury collisions are the direct result of excessive or inappropriate speed.
An increase in speed by 10 km/h leads to a risk of a fatality of 220% of the initial event, i.e. the risk has more than doubled.
The implementation of infrastructure projects and the identification and rehabilitation of dangerous points on the road network is one of the strategic axes of the RSI.
In a E-77 road axis part, in particular in an area of 4 km of the Chalkida-Psahna road, there has been a high rate of fatal road traffic collisions over the last 20 years due to problematic speed.
The aim of this project was the design of interventions related to infrastructure in order to improve road safety by enabling drivers to control their behaviour.