Existing models for correlating global mortality rates with underlying country-specific factors overlook the variations in the effects of these factors on mortality across different countries. These may arise from social, cultural, and political complexities which are usually not measurable and are therefore referred to as unobserved heterogeneity in the statistical literature. Unobserved heterogeneity leads to biased parameter estimates in the models, erroneous inferences about the effects of factors contributing to mortalities, and ultimately inefficient policies. In this paper, latent class modelling is proposed for capturing such unobserved heterogeneity on the cases of traffic mortality and COVID-19 mortality. The ‘pyramid’ model of safety management is used as a common framework for model formulation. The proposed latent class model is an extension of the Negative Binomial (NB) model used in risk epidemiology. The model is tested with data from 105 countries, retrieved from international databases, including socioeconomic, infrastructure, exposure, transport, and COVID-19 variables. The results suggest that there exist two (different) latent country classes in both causes of mortality. The probability of a country belonging to a certain latent class is a much more efficient metric of country membership than previous deterministic groupings (e.g. income or geographic). Variables such as the elderly population, the GDP per capita or the level of motorization, have different effects in different country classes; these effects are not identifiable by conventional statistical modelling. The impact of ignoring unobserved heterogeneity in country mortality modelling is shown by comparing the results with those of conventional NB models.

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The i-DREAMS project focuses on establishing a framework known as the ‘Safety Tolerance Zone (STZ)’ to ensure drivers operate within safe boundaries. This study compares Long-Short-Term-Memory Networks and shallow Neural Networks to assess participants’ safety levels during i-DREAMS on-road trials. Thirty German drivers’ trips and Forty-Three Belgian drivers were analyzed using these methods, revealing factors contributing to risky behavior. Results indicate i-DREAMS interventions significantly enhance driving behavior, with Neural Networks displaying superior performance among the algorithms considered.

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Maritime Autonomous Surface Ships (MASS) have gained much attention as a safer and more efficient mode of transportation and a potential solution to reduce the workload of seafarers. Despite the highly sophisticated autonomous systems that enable MASS to make independent decisions, the presence of humans on board or in the loop of safety management highlights the need for effective human-machine interaction. However, a potentially systematic review of critical aspects of human-MASS interaction has not yet been conducted. In this paper, we aim to fill this gap by reviewing the literature related to human-MASS interaction from four crucial perspectives: the state of the art of human-MASS interaction, situational awareness for MASS, collision avoidance methods for MASS within a mixed waterborne transport system (MWTS), and human trust in MASS. Our review reveals that human-MASS interaction for safety and efficiency mainly focuses on four key aspects: (i) human factors, (ii) available technologies supporting the autonomy of MASS, (iii) system analysis and design for human-MASS interaction, and (iv) potential requirements regarding regulations. Moreover, we provide a detailed discussion of the three fundamental factors that influence human-MASS interaction, including situational awareness, decision-making for MASS in a mixed waterborne transport system, and human trust in the autonomous system of MASS. Finally, based on our analysis, we propose an integrated framework of human-MASS interaction in which these human factors are taken into account. We anticipate that these factors and their interaction will receive more attention to improve the safety and efficiency of MASS.

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This study investigates the enhancement of Maritime Autonomous Surface Ships (MASS) navigation and path-planning through the integration of ontology-based knowledge maps (KM) with the Dynamic Window Approach (DWA), a fusion termed KM-DWA. The ontology-based KM model is important for MASS navigation, offering a framework for situational awareness, including contextual information fusion and decision-making evidence. This research enriches the KM model with collision avoidance rules from the International Regulations for Preventing Collisions at Sea (COLREGs), building upon our previous work on MASS's efficient and COLREGs-compliant navigation in encounter scenarios. The model provides navigational context, covers COLREGs rules and environmental factors, and recommends MASS actions for various scenarios as suggested by COLREGs. Moreover, an adapted DWA, tailored to maritime navigation, accounts for specific constraints and safety measures for MASS, utilising KM-derived situational awareness as constraints in its cost function for path planning. A significant innovation introduced here is a tiered safety distance model featuring proactive, defensive, and collision buffers to ensure rule-compliant and effective collision avoidance. This scheme enables MASS to take timely collision avoidance actions at both proactive and defensive distances, in line with COLREGs recommendations. The effectiveness of the KM-DWA algorithm is validated by comparing it with the basic DWA algorithm in single- and multi-vessel encounter scenarios. The experiment outcomes illustrate the integrated approach's superiority in terms of COLREGs compliance and collision avoidance rate, emphasising its ability to support COLREGs-compliant decision-making and enhance situational awareness in autonomous maritime operations.

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Naturalistic driving studies (NDS) have recently gained attention as a way of instrumenting vehicles in an unobtrusive way and collecting driving data over long periods of time. Aiming at eventually modeling driving behavior, NDS are often a part of larger scale studies. These studies involve several stakeholders who are responsible for different components of the data collection and analysis, and thus are inevitably confronted with challenges in the data management pipeline. The aim of this paper is to develop standard protocols that could be used as guidelines for data handling in the context of NDS. In the development of these protocols, we first review data handling strategies used in previous studies, focusing on data collection, preparation, storage, as well as ethical and legal considerations. This review helps us draw lessons, based on which methods are developed to answer the gaps and challenges arising from handling NDS data. We then introduce a case study, the i–DREAMS project, to show the applicability of the data handling framework. Finally, we showcase standard protocols for data handling, that could serve as data handling guidelines for future studies.@en

Driver anticipation plays a crucial role in crashes along horizontal curves. Anticipation is related to road predictability and can be influenced by roadway geometric design. Therefore, it is essential to understand which geometric design elements can influence anticipation and cause the road to be (un)predictable. This exercise, however, is not straightforward because anticipation is individual-specific whereas road geometric design is location-specific; anticipation is latent and measuring it may not be trivial; anticipation may have several stages from the preceding tangent until the midst of the curve; and not all drivers anticipate in the same way and thus there may well be unobserved heterogeneity in the effect of anticipation on crash risk. Despite methodological advancements in crash risk modelling, there is no econometric model that can adequately explain the above complexities. This study aims to fill this gap by developing an econometric model with a new latent variable, named ‘predictability’ that is measured by individual-specific driving behaviour indicators and predicted by location-specific road geometric factors. The model is specified with random parameters to account for unobserved heterogeneity and is empirically tested by a unique dataset including detailed geometric design and driver behaviour data obtained for 156 curves in the Netherlands. Results indicate that higher exposure and uphill vertical grade are associated with increased likelihood of vehicle crashes along horizontal curves, whereas adequate superelevation and higher predictability are associated with decreased likelihood of those crashes. Pavement friction influences this likelihood too but it has varied effects. Road predictability is influenced by the differences in angle of horizontal curves, vertical grades, and width of consecutive road segments.@en

Driver behavior analytics is an important concept that plays a significant role in the understanding of road crashes. This paper investigates the optimal number of driver profiles to understand the most important characteristics that differentiate drivers and extract useful insights on the value of using different clustering approaches in profile recognition. To this end, two Machine Learning clustering algorithms, the K-Means and OPTICS algorithms, are applied on driving data from a large naturalistic experiment using almost 18 K trips recorded from 130 drivers. The results revealed 3 profiles, the less risky drivers, the modest drivers and the more aggressive drivers. Clustering was based on 3 important driving behavior characteristics, namely the number of speeding, headway and harsh events per 100 km. The less risky drivers profile was revealed by both algorithms, whereas drivers of higher aggressiveness are distinguished by K-Means based on the driving feature that dominates the rest. The OPTICS algorithm showed that many drivers, especially the aggressive ones, present unique behavior that cannot be grouped together with other drivers. The interpretability of driver profiles resulting from the application of these unsupervised learning techniques is worsened as the number of clusters increases. The association between driver profiles and individual characteristics leads to the conclusion that aggressiveness is mainly driven by personality traits and less by specific characteristics such as gender, age or past accident history. The results of this study can be potentially used to develop profile-specific applications that provide feedback to drivers and reduce their crash risk.@en

Recent research in transport safety focuses on the processing of large amounts of available data by means of intelligent systems, in order to decrease the number of accidents for transportation users. Several Machine Learning (ML) and Artificial Intelligence (AI) applications have been developed to address safety problems and improve efficiency of transportation systems. However exchange of knowledge between transport modes has been limited. This paper reviews the ML and AI methods used in different transport modes (road, rail, maritime and aviation) to address safety problems, in order to identify good practices and experiences that can be transferable between transport modes. The methods examined include statistical and econometric methods, algorithmic approaches, classification and clustering methods, artificial neural networks (ANN) as well as optimization and dimension reduction techniques. Our research reveals the increasing interest of transportation researchers and practitioners in AI applications for crash prediction, incident/failure detection, pattern identification, driver/operator or route assistance, as well as optimization problems. The most popular and efficient methods used in all transport modes are ANN, SVM, Hidden Markov Models and Bayesian models. The type of the analytical technique is mainly driven by the purpose of the safety analysis performed. Finally, a wider variety of AI and ML methodologies is observed in road transport mode, which also appears to concentrate a higher, and constantly increasing, number of studies compared to the other modes.@en

Although signal countdown timers (SCTs) are likely to enhance efficiency at signalized intersections, there is little research on how they affect road users’ behavior. The present study explores factors associated with driver behavior through two approaches to examine how SCTs influence drivers’ actions toward pedestrians violating red lights. In the first approach, through an on-road questionnaire survey, the self-reported behavior of 369 drivers when crossing an intersection enabled with SCTs was analyzed. In the second approach, the drivers’ behavior was studied through naturalistic driving studies at two signalized intersections equipped with SCTs in Babol, Iran. Analyzing vehicle–pedestrian conflicts indicated that the presence of SCTs had a significant influence on driving behavior. Also, the ending seconds of green lights, as critical times of the SCTs, led to changes in driving behavior. Increasing the vehicle speed, changing lanes, and concurrent increases of speed and changing lanes were the common driver actions affected by critical times of the SCTs. Finally, the effect of critical times on drivers’ actions during conflicts was modeled by using the binary and multinomial logistic methods. The results show that SCTs are an external factor that can lead to risky driver behavior, such as errors and violations that might increase the potential for pedestrian accidents.@en

Driving pattern recognition has been applied for the purposes of driving styles identification and harsh driving events detection. However, the evolution of driving behavior around and especially before such events has not been investigated at a microscopic level. The objective of this research is to reveal existing driving patterns around harsh events at the driving ‘pulse’ level i.e. a few seconds before and after the event. For that purpose, a time-series clustering approach is applied on speed and heart rate metrics of individual drivers using data collected from a large naturalistic driving study. Results show that there are distinct speed patterns before harsh braking, harsh acceleration, and harsh cornering events. A deceleration is identified shortly before most harsh acceleration and cornering events, which possibly indicates reckless behavior, i.e. drivers not dedicating enough time to smoothly brake before cornering, or of a brief ‘decision-making’ moment before the harsh manoeuvre. On the contrary, speed seems to be steady before harsh braking events. Regarding heart rate, the analysis revealed certain patterns only after raw data were cleansed and filtered. These patterns may show increasing, decreasing or variable heart rate trends, which may correspond to different stress patterns of drivers around harsh events. Finally, we introduce the concept of driving pattern consistency, which can reveal the share of individual drivers that follow the same harsh event pattern. It is indicated that more than half of the drivers are not consistent, suggesting that driving patterns around harsh events may be more context-related than driver personality-related.@en

The safety of maritime autonomous surface ships (MASS) in mixed waterborne transport system (MWTS) depends on effective situational awareness (SA) distribution among MASS, manned ships, and various stakeholders, such as Vessel Traffic Service (VTS), Remote Control Center (RCC) and Fairway Shipping Agency. This paper focuses on the research question: How can situational awareness be effectively distributed among these entities in mixed waterborne transport? The research objective is to develop a distributed situational awareness framework that unifies SA among these stakeholders, ensuring safe navigation and compatibility with users of different roles. To achieve this objective, the proposed framework incorporates three key concepts: individual SA, authority-based SA, and distributed SA. Individual SA, previously introduced in our study, is responsible for each ship's SA, while authority-based SA accounts for the SA of human operators supervising the waterborne transport system, such as VTS operators and fairway agency personnel. Distributed SA generates guiding messages for ships based on the situational awareness from both individual SA and authority-based SA, thereby enabling regulation-based and traffic control-based recommendations for waterborne transport (e.g., ship speed and course adjustments). The research methodology employs ontology-based modelling to implement the framework, constructing a domain knowledge network. A case study is conducted as an essential part of the research methodology, presenting how the framework perform the situational awareness from different aspects and inconsistency detection among manned ships, MASS, VTS operators, and so on. Semantic Web Rule Language (SWRL) is utilized to detect inconsistencies and generate guidance messages for ships. Through these cases, we demonstrate how the proposed Ontology-based framework can reconcile inconsistencies between individual and authority-based SA, leading to a safer and more effective waterborne transport.@en

This study reviews the Artificial Intelligence and Machine Learning approaches developed thus far for driver profile and driving pattern recognition, representing a set of macroscopic and microscopic behaviors respectively, to enhance the understanding of human factors in road safety, and therefore reduce the number of crashes. It provides a definition of the two scientific fields in terms of safety, and identifies the most efficient approaches used regarding methodology, data collection and driving metrics. Results show that K-means and Neural Networks are the most commonly used methodologies for driver profile identification, and Dynamic Time Warping for driving pattern detection. Most studies discovered driver profiles related to aggressiveness, considering mainly speed and acceleration as driving metrics. Based on the gaps and challenges identified, this paper provides a new framework for combining microscopic and macroscopic driving behavior analysis, instead of examining them separately as is the state-of-theart. Such combined results can potentially improve the development of traffic risk models, which could be exploited in applications that monitor drivers in real-time and provide feedback. These models will represent human behavior more accurately, which can eventually lead to the recognition of 'optimal' human driving patterns that Automated Vehicles (AV) could 'mimic' to become safer.

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Many projects related to maritime autonomous surface ships (MASS) have been proceeding to date, which promotes the commercialization of MASS. It is anticipated that there will be ships with different degrees of autonomy coexisting in a waterborne transport system (WTS) in the near future, forming a mixed waterborne transport system (MWTS). To ensure navigational safety, the ship needs to be well aware of the situation in real time, i.e. be able to exhibit situation awareness. The inconsistency of comprehension within SA of the same situation could occur in the MWTS, leading to a potentially dangerous situation. As such, it is essential to unify the SA framework for MASS to eliminate the inconsistency with human operators. It is challenging but necessary for a MASS to accomplish the process of situation awareness involving perception, comprehension, and projection. Especially the part of comprehension is the core element that needs to be addressed well and enhanced further. One possible way to reach it is to integrate the information given by the perception layer, projection layer, as well as additional domain knowledge like navigational rules to conduct further analysis. Accordingly, the current paper proposes a method for knowledge integration of SA for the MASS. The method realizes four capabilities of SA to satisfy relevant requirements in maritime domain: a general map, risk assessment enrichment, temporal and dynamic features, as well as a supplement of domain knowledge. For that purpose, the paper takes two steps: (i) constructing a SA framework for MASS, in which the entities related to SA are classified to different categories. (ii) proposing an ontology-based SA comprehension model where the information of entities are integrated together and then the SA can be depicted for MASS in real time. A case study is provided to how the model can be applied in maritime domain, in which a MASS is approaching a port executing its tasks. As a result, the proposed method can relate the information provided by both the perception and projection layers, and domain knowledge in the form of a knowledge graph to depict the real-time situation. The results show that the method is feasible to provide potentials to the MASS to be aware of the situation in real time considering domain knowledge. The method can be applied to MASS for the information fusion of situation awareness, which also can be supplied to Maritime Safety and Security (MSS) organizations for traffic surveillance of WTS.@en

Automated vehicles (AVs) aim to dramatically improve traffic safety by reducing or eliminating human error, which remains the leading cause of road crashes. However, commonly accepted standards for the ‘safe driving behaviour of machines’ are pending and urgently needed. Unless a common understanding of safety as a design value is achieved, different manufacturers’ driving styles may emerge, resulting in inconsistent, unpredictable and potentially unsafe ‘behaviour’ of AVs in certain situations. This paper aims to explore the main gaps and challenges towards establishing shared safety standards for the ‘behaviour’ of AVs, and contribute to their responsible traffic integration, by reviewing the state-of-the-art on AV safety in the core relevant disciplines: ethics of technology, safety science (engineering & human factors), and standardisation. The ethical and safety aspects investigated include the users’ perception of AV safety, the ethical trade-offs in critical decision-making contexts, the pertinence of data-driven approaches for AVs to mimic human behaviour, and the responsibilities of various actors. Moreover, the paper reviews the current safety patterns, metrics (surrogate measures of safety – SMoS) and their thresholds introduced in existing research for three use cases: mixed traffic of AV and conventional vehicles, AV interaction with pedestrians and cyclists, and transition of control from machine to human driver. The results reveal several knowledge gaps within each discipline and highlights the lack of common understanding of safety across disciplines. On the basis of the results, the paper proposes a framework for further research on AV safety, identifying concrete opportunities for interdisciplinary research, with common goals and methodologies, and explicitly indicating the path for transfer of knowledge between sectors.

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Comprehension of traffic signs is important to road safety. This review aims to study the extent to which road users in different countries comprehend traffic signs and to identify which ergonomic principles in traffic sign design can affect the levels of comprehension. We conducted an extensive literature review dealing with comprehension of public traffic signs directed at any road user. We searched Journal articles indexed by Scopus, ScienceDirect, and Web of Science. The search identified 35 articles that assessed the comprehension of 931 traffic signs in 26 countries, including six studies that tested the comprehension of new versus existing traffic signs. Various methods have been implemented to measure traffic signs’ comprehension levels and assess traffic sign design's conformity to different ergonomic principles. Results indicate high variability in the comprehension levels of signs, e.g., signs such as “Road works” and “No U-turn” are highly comprehended (comprehension levels over 90 %), while other signs like “termination of road” are rarely comprehended by road users. Regarding the acceptable comprehension levels, 23.1 % of the assessed traffic signs achieved levels above 85 %; and 53.3 % of signs have comprehension levels lower than 67 %. On the other hand, twenty-four studies evaluated how traffic signs comply with ergonomic design principles. Incorporating ergonomic principles into the design of traffic signs can improve comprehension levels. However, apart from the familiarity, there is uncertainty about the ergonomic principles that could maximize the comprehension of traffic signs. Efforts should be made to ensure that different populations of road users sufficiently comprehend traffic signs.@en

Road safety research is largely focused on prediction and prevention of technical, human or organisational failures that may result in critical conflicts or crashes. Indicators of traffic risk aim to capture the passage to unsafe states. However, research in other industries has shown that it is meaningful to analyse safety along the whole spectrum of behaviours. Knowing the causes and patterns of “successful” interactions, rather than failures, could give new insights on the complexity of the system and the adaptability and resilience of its users in handling the inherent risks. The concept is known as Safety-II and has been extensively explored in the aviation, healthcare and process engineering domains. In this paper, we explore a new Safety-II paradigm for road safety research. We briefly review Safety-II applications in other sectors. We then present a Safety-II model for road safety, by means of an inverse version of Hyden's “safety pyramid”. Furthermore, we discuss a number of key road safety goals, theories, analysis methods and data sources and map them into a tentative taxonomy of Safety-I and Safety-II applications. It is concluded that there can be opportunities and benefits from adopting this new mindset, in order to complement existing approaches.

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Sleepiness is a common human factor among truck drivers resulting from sleep loss or time of day and causing impairment in vigilance, attention, and driving performance. While driver sleepiness may be associated with increased risk on the road, sleepy drivers may drive more cautiously as a result of risk-compensating behaviour. This endogeneity has been overlooked in the previous driver behaviour studies and may provide new insight into the effects of sleepiness on driving performance. In addition, the Karolinska Sleepiness Scale (KSS) has been widely used to quantify sleepiness. However, the KSS is a subjective self-reported measure and is reliant on honest reporting and understanding of the scale. An alternative way of quantifying sleepiness is using drivers’ heart rate and correlating it with their sleepiness. While recent advances in data collection technologies have made it possible to collect heart rate data in real-time and in an unobtrusive way, their application in measuring sleepiness particularly among truck drivers has been unexplored. This study aims to address these gaps and contribute to analytic methods in road safety research by collecting truck drivers’ heart rate data in real-time, measuring sleepiness from those data, and using it in an instrumental variable modelling framework to investigate its effect on driving performance. To this end, a driving simulator experiment was conducted in Belgium and heart rate data were collected for 35 truck drivers via sensors installed on the steering wheel of the simulator. Additional demographic data were collected using a questionnaire before the experiment. An instrumental variable model consisting of a discrete binary logit and a continuous generalized linear model with grouped random parameters and heterogeneity in their means was then developed to study the effects of driver sleepiness on headway. Results indicate that age, years of holding driver licence, road type, type of truck transport, and weekly distance travelled are significantly associated with sleepiness among the participants of this study. Sleepy driving is associated with reduced headway for 30.5% of the drivers and increased headway for the other 69.5%, and night-time shift is associated with such varied effects. These findings indicate that there may be group- or context-specific risk patterns which cannot be explicitly addressed by hours of service regulations and therefore, transport operators, driver trainers and fleet managers should identify and handle such context-specific high risk patterns in order to ensure safe operations.@en

Ship behavior is the semantic expression of corresponding trajectory in spatial-temporal space. The intelligent identification of ship behavior is critical for safety supervision in the waterborne transport. In particular, the complicated behavior reflects the long-term intentions of a ship, but it is challenging to recognize it automatically for computers without a proper understanding. For this purpose, this study provides a method to model the behavior for computers from the perspective of knowledge modeling that is explainable. Based on our previous work, a semantic model for ship behavior representation is given considering the multi-scale features of ship behavior in cognitive space. Firstly, the multi-scale features of ship behavior are analyzed in spatial-temporal dimension and semantic dimension individually. Then, a method for multi-scale behaviors modeling from the perspective of semantics is determined, which divides the behavior scale into four sub-scales in cognitive space, considering spatial and temporal dimensions: action, activity, process, and event. Furthermore, an ontology model is introduced to construct the multi-scale semantic model for ship behavior, where behaviors with different semantic scales are expressed using the functions of ontology from a microscopic perspective to a macroscopic perspective consecutively. To validate the model, a case study is conducted in which ship behavior with different scales occurred in port water areas. Typical behaviors, which include leveraging the axioms expression and semantic web rule language (SWRL) of the ontology, are then deduced using a reasoner, such as Pellet. The results show that the model is reasonable and feasible to represent multi-scale ship behavior in various scenarios and provides the potential to construct a smart supervision network for maritime authorities.@en

Intraindividual variability is a fundamental behavioural characteristic of aging but has been examined to a very limited extent in driving. This study investigated intraindividual variability in driving simulator measures in healthy drivers of different ages using the coefficient of variation (COV) as a variability measure. Participants were healthy volunteers who were regular drivers, who were divided into a “young” group, a “middle-aged” group, and an “old” group. They drove in two environments (rural, 72 drivers; urban, 60 drivers), under conditions of moderate and high traffic load, without and with distraction (conversation). Significant differences in COV were observed in the rural condition for headway distance and lateral position as a function of traffic load, with high traffic (without and with distraction) resulting in increased COV of headway and decreased COV of lateral position. Significant differences in COV were observed in the urban condition for headway distance only, with high traffic (without and with distraction) resulting in increased COV of headway. No age effects were found for any of the driving conditions. The results indicate that traffic load affected headway distance and lateral position in opposite directions in all three age groups: high traffic resulted in increased variability of headway in both rural and urban conditions but in decreased variability of lateral position in the rural conditions compared to moderate traffic irrespective of distraction. The study indicates that driving conditions affect the intraindividual variability of driving measures in selective ways, which may be linked to the extent of automatization of the driving variables and to adaptive changes to traffic condition challenges.

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