INTRODUCTION

• IT IS WELL DOCUMENTED THAT THERE IS A VERY STRONG CORRELATION BETWEEN

VEHICLE SPEED AND THE NUMBER OF FATALITIES AND INJURIES IN TRAFFIC ACCIDENTS.
THEREFORE, ALL WESTERN COUNTRIES INTRODUCED GENERAL SPEED LIMITS ON ROADS
IN THE EARLY 1970S. BUT MODERN CARS ARE BUILT FOR SPEED, AND MANY PERCEIVE
SPEED VIOLATION AS A LEGITIMATE ACTION. SINCE THE INTRODUCTION OF GENERAL
SPEED LIMITS, THE CHALLENGE HAS THEN BEEN TO ENSURE THAT THE SPEED LIMITS ARE
RESPECTED. IN PRINCIPLE, OBSERVANCE OF SPEED LIMITS CAN BE ENSURED IN THE
FOLLOWING WAYS:
• 1) ROADS CAN BE DESIGNED SO AS TO PREVENT DRIVERS FROM EXCEEDING THE SPEED
LIMITS OR TO MAKE DRIVING AT OR BELOW THE SPEED LIMIT FEEL NATURAL.
• 2) CARS CAN BE EQUIPPED WITH INTELLIGENT SPEED ADAPTATION SYSTEMS WHICH IN
VARIOUS WAYS ALERT THE DRIVER IF THE SPEED LIMIT IS EXCEEDED.
• 3) DIFFERENT TYPES OF CAMPAIGNS CAN BE IMPLEMENTED IN ORDER TO MOTIVATE
DRIVERS TO COMPLY WITH SPEED LIMITS.
• 4) FINALLY, DRIVERS’ SPEED CAN BE CONTROLLED BY ENFORCEMENT. THIS TYPE OF
CONTROL CAN BE IMPLEMENTED AS PART OF NORMAL POLICE CONTROLS/ROADSIDE
CHECKS, OR BY AUTOMATIC SPEED CONTROL.
CAUSES OF ROAD ACCIDENTS
• WE ARE ELABORATING SOME OF THE COMMON BEHAVIOR OF HUMANS WHICH RESULTS IN
ACCIDENT.
• 1.OVER SPEEDING 2.DRUNKEN DRIVING 3.DISTRACTIONS TO DRIVER
• 4.RED LIGHT JUMPING 5.AVOIDING SAFETY GEARS LIKE SEAT BELTS AND HELMETS
• 6.NON-ADHERENCE TO LANE DRIVING AND OVERTAKING IN A WRONG MANNER VARIOUS
NATIONAL AND INTERNATIONAL RESEARCHERS HAVE FOUND THESE AS MOST COMMON
BEHAVIOR OF ROAD DRIVERS, WHICH LEADS TO ACCIDENTS.
ANALYSIS
• THE ACCIDENT ANALYSIS WAS CONDUCTED ON THE BASIS OF BEFORE-AFTER ACCIDENT
DATA FROM 10 ROADS IN AND OUTSIDE THE URBAN AREA IN NOTTINGHAM AND
NOTTINGHAMSHIRE IN THE EAST MIDLANDS OF ENGLAND. THE NUMBER OF LANES
VARIES FROM 2 TO 4, SPEED LIMITS VARY FROM 30 MPH (48.3 KM/H) TO 60 MPH (96.6 KM/H)
AND AADT VARIES FROM 8,000 TO 38,000 VEHICLES/DAY.
SPEED ANALYSIS
• THE OPPORTUNITIES TO IMPLEMENT STATISTICAL TESTS ON THE SPEED DATA DEPEND
LARGELY ON THE FORM IN WHICH THIS DATA IS AVAILABLE. DATA ON INDIVIDUAL
VEHICLE LEVEL IS SUFFICIENT FOR THE BEST ANALYSIS OPTIONS; SUCH DATA PROVIDES
THE OPPORTUNITY TO IMPLEMENT STATISTICAL TESTS TO CHANGES IN BOTH MEAN SPEED
AND STANDARD DEVIATION. IN THE PRESENT CASE, IT HAS NOT BEEN POSSIBLE TO
IDENTIFY SITES WHERE BEFORE AND AFTER SPEED MEASUREMENTS ON INDIVIDUAL
VEHICLE LEVEL HAVE BEEN MADE.
ACCIDENT ANALYSIS

• TO ESTABLISH WHETHER A STATISTICALLY SIGNIFICANT REDUCTION IN THE NUMBER OF

ACCIDENTS CAN BE DOCUMENTED, A STATISTICAL ANALYSIS OF CHANGES IN THE
NUMBER OF ACCIDENTS WAS CONDUCTED. THE ANALYSIS WAS CARRIED OUT ON THE
BASIS OF THE RECORDED NUMBER OF INJURY ACCIDENTS BEFORE AND AFTER THE
IMPLEMENTATION OF THE TEN ASC SITES IN NOTTINGHAM AND NOTTINGHAMSHIRE.
 ‫سال‬ ‫هژمارا ریدانا‬ ‫لیكدان‬ ‫وةركیران‬ ‫لیدان‬ ‫سوتن‬ ‫مرن‬ ‫بریندار‬

STATISTIC
2011 706 581 104 18 3 83 691

2012 629 499 115 13 2 120 722

2013 1319 1089 191 34 5 260 4290

2014 1132 925 173 33 1 189 4213

2015 1220 956 172 88 4 172 3967

2016 1177 866 187 119 5 205 4003

2017 1152 772 164 211 5 145 1658

2018 1091 727 118 240 6 117 1071

2019 1002 692 120 185 5 98 1102

2020 646 473 106 64 3 58 636

2021 1004 773 143 74 14 103 1175

Table 2: Results from the accident
2022 687 521 113 57 5 73 891
analysis for all accidents
2023 613 466 97 48 2 59 823
 ‫)‪(2011-2023‬خشتێ رويدانێن هاتن و چوونێ يێن هاتينە رويدان ل سنورێ رێڤەبەريا هاتن و چوون يا پارێزگەها دهوکێ ژ ساال‬
‫‪5000‬‬

‫‪4500‬‬

‫‪4000‬‬

‫‪3500‬‬

‫‪3000‬‬

‫‪2500‬‬

‫‪2000‬‬

‫‪1500‬‬

‫‪1000‬‬

‫‪500‬‬

‫‪0‬‬
‫‪2011‬‬ ‫‪2012‬‬ ‫‪2013‬‬ ‫‪2014‬‬ ‫‪2015‬‬ ‫‪2016‬‬ ‫‪2017‬‬ ‫‪2018‬‬ ‫‪2019‬‬ ‫‪2020‬‬ ‫‪2021‬‬ ‫‪2022‬‬ ‫‪2023‬‬
‫عدد حوادث‬ ‫‪706‬‬ ‫‪629‬‬ ‫‪1319‬‬ ‫‪1132‬‬ ‫‪1220‬‬ ‫‪1177‬‬ ‫‪1152‬‬ ‫‪1091‬‬ ‫‪1002‬‬ ‫‪646‬‬ ‫‪1004‬‬ ‫‪687‬‬ ‫‪613‬‬
‫ليكدان‬ ‫‪581‬‬ ‫‪499‬‬ ‫‪1089‬‬ ‫‪925‬‬ ‫‪956‬‬ ‫‪866‬‬ ‫‪772‬‬ ‫‪727‬‬ ‫‪692‬‬ ‫‪473‬‬ ‫‪773‬‬ ‫‪521‬‬ ‫‪466‬‬
‫وةركيران‬ ‫‪104‬‬ ‫‪115‬‬ ‫‪191‬‬ ‫‪173‬‬ ‫‪172‬‬ ‫‪187‬‬ ‫‪164‬‬ ‫‪118‬‬ ‫‪120‬‬ ‫‪106‬‬ ‫‪143‬‬ ‫‪113‬‬ ‫‪97‬‬
‫ليدان‬ ‫‪18‬‬ ‫‪13‬‬ ‫‪34‬‬ ‫‪33‬‬ ‫‪88‬‬ ‫‪119‬‬ ‫‪211‬‬ ‫‪240‬‬ ‫‪185‬‬ ‫‪64‬‬ ‫‪74‬‬ ‫‪57‬‬ ‫‪48‬‬
‫سوتن‬ ‫‪3‬‬ ‫‪2‬‬ ‫‪5‬‬ ‫‪1‬‬ ‫‪4‬‬ ‫‪5‬‬ ‫‪5‬‬ ‫‪6‬‬ ‫‪5‬‬ ‫‪3‬‬ ‫‪14‬‬ ‫‪5‬‬ ‫‪2‬‬
‫مرن‬ ‫‪83‬‬ ‫‪120‬‬ ‫‪260‬‬ ‫‪189‬‬ ‫‪172‬‬ ‫‪205‬‬ ‫‪145‬‬ ‫‪117‬‬ ‫‪98‬‬ ‫‪58‬‬ ‫‪103‬‬ ‫‪73‬‬ ‫‪59‬‬
‫بريندار‬ ‫‪691‬‬ ‫‪722‬‬ ‫‪4290‬‬ ‫‪4213‬‬ ‫‪3967‬‬ ‫‪4003‬‬ ‫‪1658‬‬ ‫‪1071‬‬ ‫‪1102‬‬ ‫‪636‬‬ ‫‪1175‬‬ ‫‪891‬‬ ‫‪823‬‬

‫عدد حوادث‬ ‫ليكدان‬ ‫وةركيران‬ ‫ليدان‬ ‫سوتن‬ ‫مرن‬ ‫بريندار‬

CONCLUSIONS AND PROSPECTS
• IN SUMMARY, THE ABOVE MENTIONED STUDIES REFLECT THAT FSC HAS A MARKED
EFFECT ON THE NUMBER OF ACCIDENTS IN SHORT SECTIONS, WHILE ASC REDUCES
TRAVEL SPEEDS OVER LONGER STRETCHES OF ROAD. THIS SUGGESTS THAT THE
IMPLEMENTATION OF ASC IS LIKELY TO RESULT IN A GREATER REDUCTION IN THE
NUMBER OF PEOPLE KILLED AND INJURED IN ROAD TRAFFIC THAN FSC. IN ADDITION, ASC
APPEARS TO ELIMINATE THE INCENTIVE FOR KANGAROO DRIVING WHEREAS FSC RATHER
SEEMS TO ENCOURAGE THIS, ESPECIALLY CONSIDERING THE FACT THAT ANY DRIVER
WITH THE INTENTION OF SPEEDING IS LIKELY TO RECEIVE A WARNING FROM A
NAVIGATION DEVICE SECONDS BEFORE PASSING AN FSC STAND.
RESULT

• AS A RESULT, ASC HOLDS SIGNIFICANT POTENTIAL TO REDUCE SPEEDS ON CONTIGUOUS

STRETCHES OF ROAD IN RURAL AREAS WHERE TRAFFIC ACCIDENTS ARE TYPICALLY OF
HIGH SEVERITY. DUE TO THE GEOGRAPHICALLY LIMITED EFFECT OF FSC, THE SAFETY
POTENTIAL SEEMS TO ATTACH ITSELF TO DEFINED SECTIONS WITH LOCAL VELOCITY
AND/OR ACCIDENT ISSUES, INCLUDING FOR EXAMPLE BLACK SPOTS.
THANK YOU