Ji, Ang and Levinson, D. (2020) An energy loss-based vehicular injury severity model. Accident Analysis and Prevention. 146 October 2020, 105730. [doi]
How crashes translate into physical injuries remains controversial. Previous studies recommended a predictor, Delta-V, to describe the crash consequences in terms of mass and impact speed of vehicles in crashes. This study adopts a new factor, energy loss-based vehicular injury severity (ELVIS), to explain the effects of the energy absorption of two vehicles in a collision. This calibrated variable, which is fitted with regression-based and machine learning models, is compared with the widely-used Delta-V predictor. A multivariate ordered logistic regression with multiple classes is then estimated. The results align with the observation that heavy vehicles are more likely to have inherent protection and rigid structures, especially in the side direction, and so suffer less impact.
This study focuses on path flow for road network, as the sum of individual route choices from individual travelers, associated with specific path type for each cost factor of auto travel that finds the optimal route with the minimum cumulative cost from the perspective of the corresponding cost analyst interest. The considered cost factors include time, safety, emission, and monetary costs, as well as their composite, internal and full cost of travel. We further explore the extent to which each cost factor explains the observed link traffic flows given an estimated home-to-work demand pattern. The results of the Minneapolis – St. Paul metropolitan area indicate that flows from multiple path types, associated with internal cost components, additionally to the factor of distance, provides the best fit.
Sydney University Professor of transport engineering David Levinson said bike network plans are “unambitious” because the government seems reluctant to face any backlash from the loss of car parking.
“What’s the most valuable use of road space: moving people or storing cars?” he said. “The alternative is turning over more footpath space to cyclists, which creates a different set of conflicts and footpath space is a lot scarcer.”
Dr Levinson said judging demand for bike lanes under current conditions is like trying to “judge the demand for the harbour bridge by the number of people swimming across the harbour.”
This book describes how to implement The 30-Minute City. The first part of the book explains accessibility. We next consider access through history (chapter 2). Access is the driving force behind how cities were built. Its use today is described when looking at access and the Greater Sydney Commission’s plan for Sydney. We then examine short-run fixes: things that can be done instantaneously, or nearly so, at low budget to restore access for people, which include retiming traffic signals (chapter 3) and deploying bike sharing (chapter 5) supported by protected bike lane networks (chapter 4), as well public transport timetables (chapter 6). We explore medium-run fixes that include implementing rapid bus networks (chapter 7) and configuring how people get to train stations by foot and on bus (chapter 8). We turn to longer-run fixes. These are as much policy changes as large investments, and include job/worker balance (chapter 10) and network restructuring (chapter 9) as well as urban restoration (chapter 11), suburban retrofit (chapter 12), and greenfield development (chapter 13). We conclude with thoughts about the ‘pointlessness’ of cities and how to restructure practice (chapter 14). The appendices provide detail on access measurement (Appendix A), the idea of accessibility loss (B), valuation (C), the rationale for the 30-minute threshold (D), and reliability (E). It concludes with what should we research (F).
Join the Transport Australia society for a panel discussion on what makes places great and how they can be built to encourage a healthier and more vibrant society. (August 11, 2020 – 12:30 pm to 02:00 pm (AEST))
The Movement and Place Framework is increasingly used to guide transport planning in delivering a more integrated transport system to improve customer outcomes and support a range of user groups. This is particularly important for the liveability of places and vibrant streets, where greater numbers of pedestrians gather.
Austroads, the NSW Government Architect and others have recently published a series of guidelines to help understand and implement this framework.
The event will consist of three presentations by our esteemed partners from Walk Sydney, Victoria Walks and the Queensland Department of Transport and Main Roads, followed by a Q&A session.
Hear from our panellists on their views on what makes great places and how these places can encourage more walking for a healthier, wealthier and more vibrant society.
Victoria Walks & International Federation of Pedestrians
Ben Rossiter is the founding Executive Officer of Victoria Walks and has led a small but enterprising team to see it become the primary Australian organisation leading the move for walkable communities. Victoria Walks is an evidence-based organisation working to get more people walking more every day. The theme of his doctoral dissertation was walking in cities and he takes great pleasure in the simple joy of walking, getting lost in urban areas and exploring new places on foot.
Queensland Department of Transport and Main Roads
Robyn Davies is Program Manager (Cycling and Walking) in the Department of Transport and Main Roads (TMR) in Queensland. She is an urbanist and transport planner with 20 years’ experience working in state and local governments in Australia and the UK, including 15 years in TMR.
She is an advocate for sustainable transport and making cities great places for people.
Walk Sydney & University of Sydney
Prof David Levinson joined the School of Civil Engineering at the University of Sydney in 2017. He also serves as an adjunct faculty in the Department of Civil, Environmental, and Geo-Engineering at the University of Minnesota, where from 1999 to 2016, he served on the faculty. He was Managing Director of the Accessibility Observatory and directed the Networks, Economics, and Urban Systems (NEXUS) research group. He held the Richard P Braun/CTS Chair in Transportation (2006-2016). He also served on the graduate faculty of the Applied Economics and Urban and Regional Planning programs at the University of Minnesota. In the academic year 2006-2007 he was a visiting academic at Imperial College in London. He serves as an advisor to Coord.
Dick van den Dool, Director
Barros van den Dool Active Transport
After more than 30 years in the industry, Dick started his own business in late 2017. The focus is on Active Transport (AT) and Road Safety, the underlying philosophy being to create a healthy planet, people and places. Dick is well known for his extensive research into active transport and traffic calming, bringing fresh ideas from The Netherlands to the attention of the Australian traffic and road safety profession. Most recently he led the research, design and consultation for Bicycle Boulevards in WA, SA and QLD and the related initiative on Safe Street Neighbourhoods. Dick is a committee member of Transport Australia Society (NSW), Cycling Without Age Australia, WalkSydney, BIKEast, Standards Australia (car parking) and the Innovation Panel for Cycling and Walking Australia and New Zealand.
About Transport Australia
Transport Australia is a national organisation with state-based branches and membership is open to all people with an interest in transport issues. Our members deal with the movement of people and goods to, from and within Australia by land, sea and air. The focus of our activity is to improve public debate on strategic transport issues, ensuring transport professionals are at the table when Governments make decisions regarding transport policy, reform and infrastructure investment. Transport Australia is the home for transport professionals in Australia.