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Intelligent Warning Scheme Against Secondary Traffic Accident Based On Multi-Source Data
Intelligent Warning Scheme Against Secondary Traffic Accident Based On Multi-Source Data
1
The Key Laboratory of Road and Traffic Engineering, Ministry of Education, Tongji
Univ., Shanghai 201804, China. E-mail: yangxg@tongji.edu.cn
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2
The Key Laboratory of Road and Traffic Engineering, Ministry of Education, Tongji
Univ., Shanghai 201804, China (corresponding author). E-mail:
yangxg@tongji.edu.cn
Abstract
Traffic accidents have been the main concern in traffic safety improvement
and the research focus of intelligent transportation. An initial traffic accident may
make an area prone to secondary accidents. This paper uses traffic accident data of
Guiyang 2015, with reference to secondary accident judgment standard. The time and
place of secondary accidents are extracted to build an intelligent warning system for
secondary accidents. When a traffic accident occurs, a smartphone is used to upload
the vehicle sensing data of the accident location and the driving direction of the
vehicles. Based on historical traffic accident data, the warning system determines
whether the site is a secondary accident-prone location. Using mobile clients, the
system sends accident warning information to phones in the vehicles between the
warning area and the accident area to prevent secondary accidents. This intelligent
warning system is inexpensive, stable, reliable, and capable of real-time warning.
Keywords: VSD; Smartphone; Secondary accident; Big data; Warning system;
Mobile client.
INTRODUCTION
With the rapid development of transportation, traffic congestion and accidents
happen from time to time. Compared with traffic congestion, traffic accidents bring
injury to people and loss of money and material resources. According to the
Statistical Communique of the People’s Republic of China on the 2016 National
Economic and Social Development issued by the National Bureau of Statistics, there
were 194.4 million cars in China in 2016, with road traffic accident death toll at about
40,824 people, an increase of 4,646 compared with 2015. The average death toll is
about 5 people per hour. The global death toll resulting from road traffic accidents is
as much as 1.25 million every year.
In order to improve traffic safety, the state council has listed “traffic
transportation safety and emergency protection” as a priority theme in the National
Outlines for Medium and Long-term Planning for Scientific and Technological
Development (2006-2020). The Ministry of Science and Technology, Ministry of
Public Security and Ministry of Transport of China jointly developed and launched
the National Science and Technology Plan for Road Safety in 2008. Preventing traffic
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accidents and improving traffic safety has become a national as well as global
strategy.
Road traffic is a dynamic complex system composed of various elements such
as people, vehicle, road and environment. Each element has its own subsystem and
interacts with each other at the same time. Traffic accidents are caused by the
problems of the subsystem itself or the imbalance of interaction between the elements.
In the traffic and transportation system composed of people, vehicles, roads and
environment, where the vehicles, roads and environment are not harmonized with the
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driver’s behavior, then traffic accidents may happen (Zhang et al. 2012). Moreover, in
certain areas, such as the freeway, the first traffic accident is likely to lead to a
secondary accident. Many secondary accidents are more serious and harmful than the
first one (Yang 2002). Therefore, the prevention of traffic accidents, especially the
prevention of secondary accidents, is more important to improve traffic safety and
reduce casualties.
Many achievements have been made in the construction and practice of the
prevention system of secondary accidents both at home and abroad. America has
developed Freeway Incident Management (FIM) (Roper 1990) for its freeways,
which consists of seven parts, including prophase planning, investigation and
evidence collection, reaction time, site management, cleaning time, drivers’
information and resume the traffic time. The aim of FIM is to save lives and property,
as well as to reduce the damage caused by traffic congestion and the possibility of
secondary accidents. In early September of 2000, the British highway authority
implemented the “smart road plan”, which was completed in 2005. The three
components of innovative technology are new changeable-message sign, automated
accident detector and the updating of the fiber-optic transmission network for national
communication. Key technologies include the “automatic retention warning system”
that was installed on 30% of the freeways in 2004 to reduce the accident rate of
vehicles queuing on the upstream of crowded roads. In order to reduce traffic
interference and accidents, more than 200 surveillance cameras were installed on
freeways in 2004 to make them more responsive to traffic accidents and vehicle
failures. In Europe, an Intelligent Transportation System (ITS) integrates emergency
management into an advanced traffic management system and corresponding safety
control system. Brazil’s road user assistance system (UIS), Germany’s Allegemeiner
Deutsche Automobil Club (ADAC) and others have all made remarkable benefits
from the improved emergency aid system.
Many achievements have also been made in the prevention theory and
practice of secondary accidents in China. Based on the basic knowledge of freeway
traffic accident and combining with the distribution of traffic accident on freeways,
Xu (Xu 2009) has introduced the risk analysis method to analyze the influence factors
of freeway traffic safety. Through the study on the secondary accident of freeway and
combining with the research on the influence scope, she analyzed how to establish an
efficient secondary warning system. Zheng (2010) has studied how to prevent the
occurrence of secondary accidents via the secondary warning system, with research
focused on the theoretical basis of the secondary warning management system, the
secondary warning index system and the information release of the secondary
warning.
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out the diversion scheme of freeway traffic accidents. Hu (2004) has studied the
anti-collision warning system for freeway vehicles. Shao (Shao 2005) has designed
the early warning index system for urban road traffic safety, and studied the index
calculation method. He also studied warning index signal diagram and presented
corresponding crisis response, but the technology is not mature yet. Wang (Wang
2007) has studied how to build traffic warning systems and to set up a warning index
of the warning system, providing a theoretical basis for study of warning systems.
These studies have put forward various methods and systems for the
prevention of secondary accidents. Based on modern ITS, Internet of Vehicles and
communication technology, they have also put forward the early warning scheme and
practice of secondary accidents. However, the applicability of the system is not high,
especially with low practicality and convenience for vehicle drivers to prevent the
secondary accidents due to the lack of corresponding warning scheme for the
possibility of secondary accidents for each section, especially for the secondary
accident-prone location, where a timely release of early warning is more important.
This paper aims to establish an intelligent warning system against secondary
accidents based on the historical big data of traffic accidents. When a traffic accident
occurs, the information about the site of the accident and the driving direction of the
vehicles is uploaded via the mobile Internet. Based on the data of historical traffic
accidents, the system determines whether the site is a secondary accident-prone
section. If it is a prone location, the system will send traffic accident information in
time to the upstream vehicle drivers of the accident site (especially the vehicles that
have entered the warning area, merging area, buffer area and accident area of the
traffic accident) and give early warning to prevent secondary accidents.
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Figu
ure 1. Road section zoning at the sccene of trafffic accidentt.
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of the impacted scope/area of traffic accidents, scholars at home and abroad have
proposed many criteria (Moore et al. 2004) (Wang et al. 2016) for judging secondary
traffic accidents. For the convenience of data extraction, the maximum value (2h) of
the time standard is used to judge the secondary accident in this paper. The historical
data used is traffic accident data for the entire year of 2015 of Guiyang city. The
accident-related major field formats are shown in Table 1:
Table 1. Traffic accident data format.
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…… …… …… …… …… …… ……
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600
Secondary accident
500
400
300
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200
100
0
Papima Roundabout,…
Xiaohe Pingqiao
Xiaohe Pingqiao
Wulichong
Southwest Ring Road
Sanqiao
Dayingpo
Dusi Road
Beijing Road
Shachong Road
Qianlingshan Road
Xintian Avenue
West Beijing Road
Wudang
Huaxi
Bapima
Jiefang Road
Huanghe Road, Xiaohe Distric
Xiaohe
Jinyang
Shijicheng
Xiaohe Roundabout
Huaxi Avenue
Guihui Avenue
Huaguoyuan, Nanming District
Taiciqiao
Figure 2. Secondary traffic accident-prone locations in Guiyang city (2015).
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Based on the latitude, longitude, and weather information of the accident site,
this warning system calculates the corresponding latitude and longitude ranges of the
upstream accident area, buffer area, merging area and warning area in the accident
area. The length setting in the buffer area and warning area is related to the weather.
Based on the formula provided by Wikipedia, the distance can be calculated by using
latitudes and longitudes of two points on the road:
Assume that there are two points on the Earth: point A (lonA, latA) and point
B (lonB, latB). The distance d between two points can be calculated based on the
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In the Eq.2, R is the radius of the Earth and the average value of R is 6,371km.
The lonA and latA are the latitude and longitude of point A, and the lonB and latB are
the latitude and longitude of point B, respectively. Arcsin is an arcsine function.
The main steps for the Mobile Client to obtain latitude and longitude
information in this warning system are as follows:
(1) Get the LocationManager instance and upload the
Context.LOCATION_SERVICE parameter through the getSystemService
method.
(2) Get available location providers such as GPS_PROVIDER,
NETWORK_PROVIDER and PASSIVE_PROVIDER. The first two
above-mentioned position providers are more commonly used.
(3) The Location information is obtained by using the getLastKnownLocation
method of passing the obtained location provider to LocationManager.
(4) Based on the Location information, the latitude and longitude can be obtained
by using the getLongitude and getLatitude methods.
The corresponding part of the code is shown in Figure 3.
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if (providers.contains(LocationManager.GPS_PROVIDER)) {
locationProvider = LocationManager.GPS_PROVIDER;
} else if (providers.contains(LocationManager.NETWORK_PROVIDER)) {
locationProvider = LocationManager.NETWORK_PROVIDER;
} else if (providers.contains(LocationManager.PASSIVE_PROVIDER)) {
locationProvider = LocationManager.PASSIVE_PROVIDER;
} else {
Toast.makeText(this, “No provider”, Toast.LENGTH_SHORT).show();
return;
}
Location = locationM.getLastKnownLocation(locationProvider);
double lonA = location.getLongitude();
double latA = location.getLatitude();
Figure 3. Code for Mobile Client to obtain location information.
The codes shown in Figure 3 are the code implementation of the above four
steps, where the sentence beginning with // is a comment statement.
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vehicles in the upstream area of the traffic accident site. The system flow chart is as
shown in Figure 4:
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CONCLUSION
As described in this paper, the warning system can determine whether each
traffic section belongs to the secondary accident-prone location based on big data of
historical traffic accidents and other multi-source data and build the secondary
accident intelligent warning system for the location that accidents have occurred to
prevent and reduce the occurrence of secondary accidents. The traffic accident data
uploaded by each Mobile Client is stored in the cloud server. These ever increasing
traffic accident data can also be used as historical traffic accident data, so the
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ACKNOWLEDGMENT
This research was supported by the Key Project of National Natural Science
Foundation of China (61773293).
REFERENCES
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Miao, H., (2009). “Research on Key Technologies for Two Accidents Prevention
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Moore, J. E., Giuliano, G., Cho, S. (2004). “Secondary Accident Rates on Los
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