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Driver behavior at stop lights: A case study from Tallinn traffic
No full textEesti Vabariigi Kliimaministeeriumi Transpordi ja Liikuvuse programmi 2025 - 2028 on välja toodud positiivne tulemus riigis hukkunute arvu vähenemisega, ent aruandes on tõdetud, et Tallinna liikluses olemasolevad liiklusohutuse tagamiseks kavandatud meetmed pole olnud piisavalt tõhusad, kui viimaste aastatega on Tallinnas liikluses hukkunute arv tõusnud ning samal suurusel püsiv hukkunud jalakäijate arv on kõrge [4]. Politsei ja piirivalve avalike kättesaadavate andmete põhjal on tuvastatud liiklusrikkumised keelava tulega sõidukijuhtide seas Tallinnas langustrendis (Joonis 1, Lk 9) [20]. Aastaks 2023 on langenud tuvastatud liiklusrikkumiste arv keelava tulega 2867 liiklusrikkumiseni. Viie viimase aasta keskmine tuvastatud liiklusrikkumiste arv keelava fooritaktiga päevas on 9,9 intsidenti (Joonis 2, Lk 11). Autor arvab, et antud numbrid ei kajasta tegeliku muutust liikluses ning eeldab, et rikkumiste tuvastamise arv on muutlik tänu Politsei- ja Piirivalveameti prioritiseerimiste ning ressursside muutuste tagajärg. Uurimustöö eesmärk on hinnata sõidukijuhtide käitumist keelaval foori taktil ja võrrelda viimast sõidukijuhtide küsitluse vastustega. Kuna liikluskultuur muutub aja jooksul on selline käitumise kaardistamine oluline tulevikus sarnaste uurimustööde tegemisel, või sõidukijuhtide käitumise hindamisel. Autor on seadnud kaks hüpoteesi. Esimene hüpotees sai sõnastatud järgnevalt, kas keelava fooritakti eiramist võib pidada probleemiks Tallinna liikluses? Teine hüpotees aga katsetab väidet, kas keelava fooritaktiga ületamine on ohtlik kaasliiklejatele?
Uurimustöö küsimustikule (Lisa 2) oli vastajaid 397, mis tagab piisava valimi olemasolu. Meeste osakaal vastajate seas oli 44,3% ning naiste osakaal oli 55,7%. Tallinna liikluses osaleb vastajatest kahel ja rohkemal päeval nädalas 92,7% vastajatest, viiel ja rohkemal päeval osaleb 64,5% vastajatest ning seitsmel päeval nädalas osaleb 35,8% vastajatest Tallinna liikluses. Sõidukijuhtide keelava tule eiramist Tallinna liikluses peavad probleemseks käitumiseks 63,2% vastajatest ning 29,5% vastajatest väga suureks probleemiks. Kollase tulega foori läbimist sujuvama liikluse tagamiseks ei pea aktsepteeritavaks käitumiseks 37,3% vastajatest, sujuvama liikluse tagamiseks peab aktseteeritavaks käitumiseks 41,1% vastajatest. Vastajatest 21,7% oli neutraalsed, mis küsimuse kontekstis paigutab vastaja käituma vastavalt olukorra äranägemisele. Kui kombineerida aktsepteerivad ning neutraalsed vastajad on 62,7% vastajatest aldid keelaval kollasel taktil eirama. Vastajatest 76,8% arvavad, et kollase tulega ristmiku ületamine on osa Tallinna liikluskultuurist ning 40,1% arvavad, et kindlasti on osa liikluskultuurist. Vastajatest 52,4% tunneb, et keelava tule eirajad häirivad või vihastavad teda. Koguni 85,1% vastajatest kogeb iga nädal olukorda, kus teine sõiduk, ei ole suutnud lõpetada manöövrit fooriga reguleeritud ristmikul ning takistab teise suuna liikumist. Vastajatest 81,6% kogeb ühel või enam korral nädalas liiklusohtliku olukorda, mis on tekitatud kaasliikleja keelava fooritakti eiramise tõttu. 10,1% kogeb kuuel või enam korral nädalas liiklusohtliku olukorda, mis on tekitatud kaasliikleja keelava fooritakti eiramise tõttu. See vajab lisatähelepanu ning väärib tulevikus eraldi uurimustööd, selgitamaks välja, miks sõidukijuhid ohustuvad kaasliiklejaid ja kas liiklusohtlike olukordade arv keelava fooritakti eiramisest on niivõrd suur. Küsitluse vastustest kõige enam üksmeelel olid vastajad kollase fooritakti vajadusest, koguni 69,3% vastajatest oli vastanud, et kollane tuli ei ole üldse üleliigne. Vastajatest pigem ei 88,9% ning pigem jah vaid 7,3% vastajatest.
Vaatluste andmetesse (Lisa 6, Joonis 9) oli kaasatud valikuna 2084 sõidukit, mille juhil oli võimalik peatuda või läbida keelava fooritule takt. Kokku vaadeldi sõidukeid kolmekümneühel suunal. Vaatluse andmetest eiras peatumist kokku 1263 (60,6% kogu valikust) sõidukijuhti. Vaatluse käigus tuvastati keskmiselt tunnis 57,4 sõidukit keelava takti eiramas. Kollase fooritakti valik oli 1304 sõidukit ning eirajaid oli 1145 (54,9% kogu valikust), mis on kollase takti valikust 87,8% sõidukijuhti. Keskmine eiramise protsent oli kollasel taktil sõidukijuhtide seas 87,5%. Punase fooritakti valik oli 780 sõidukit, millest eirajaid oli 118 (5,7% kogu valikust), moodustades punase takti valikust 15,1%. Keskmine eiramise protsent punasel taktil oli 16,4%. Autor täheldas, et sõidukijuht läbib keelava foori takti pigem koos teise sõidukiga. Kõikidest keelava fooritulega eiratud tsüklitest 147 juhul eiras kolm või enam sõidukijuhti keelavat foori takti, see on 21,5% kogu eiratud tsüklitest. Suurim tuvastatud sõidukite hulk, mis kollast takti eiras ühel korral oli viis sõidukit ning suurim arv, mis ühel korral punasel tuvastati oli kolm sõidukit (Joonis 7). Punase fooritakti eiramisega kaasnes 77,5% juhtudest eelnev kollase fooritakti eiramine mõne muu sõidukijuhi poolt (Joonis 8). Mis peegeldab sõidukijuhtide liiklusseaduse eiramise tolerantsi kasvu, kui eiratakse liiklusseadust koos kaasliiklejatega. Visuaalse vaatlusega hinnanguga autor tõdeb, et keelava tule eiramisega kaasneb sõidukijuhtidel pidurdamise asemel võimalik sõiduki kiirendamine. Lisaks kiiruse suurendamisele vähendavad sõidukijuhid teiste sõidukitega pikivahe minimaalseks fooriga reguleeritud teelõiku läbides, kui see on muutumas keelavale tsüklile. Sellise võttega eiratakse turvalist pikivahet ning survestatakse kaasliiklejaid.
Uurimustöös sooritati kolm paikvaatlust Tallinna politseijaoskondade vahetus läheduses asuval fooriga reguleeritud ristmikel (Suund 17, 24) ning ülekäigukohal (Suund 15). Vaatluses kogutud andmetest võib järeldad, et sõidukijuhtide seas käitumismustri muutust ei toimu. Kollese tule eirajate osakaal on kõigis kolmes asukohas üle 78% kollase takti valikust, punase tule eirajaid on vastavalt; 9,4%, 7,6% ja 6,3% punase takti valikust. Foori tsükleid, millest sõidukijuhid kinni ei pidanud oli; 76,6%, 60,0% ja 42,9%. Kollase takti eirajaid oli kolmel asukohal kokku 124 ja punase takti eirajaid oli kokku seitse. Võttes arvesse, et vaadeldud aega oli kokku alla kolme tunni kolmel asukohal, siis tulemus on murettekitav.
Uurimustöö autor sooritas vaadeldavatel fooridel käsitsi ajalise mõõtmise rohelisele vilkuvale taktile ja kollasele taktidele. Mõõtmise tulemusel selgus, et igal Tallinnas vaadeldud fooril on sama pikkus määratud rohelisele vilkuvale taktile ja kollasele taktile, olenemata teel määratud piirkiirusest. Tallinnas asuvatel fooridel on rohelise vilkuva takti pikkus kaks sekundid ning kollase takti pikkus on kolm sekundit. Fooritaktide aegade muutmine võib anda positiivset tagasisidet sõidukijuhtide käitumises. Autor soovitab pikendada rohelist vilkuvat takti kollase tule takti arvelt. Kollane foori takt on sõidukijuhile juba keelav takt ning selle pikem aeg vilkuvast rohelise taktis ei ole õigustatud. Sõidukijuhile on olulisem info peatselt muutuvast fooritaktist, mitte pikem informatiivne aeg juba keelavast taktist. Fooril olevat turvaaegu antud muudatus ei mõjutaks.
Tallinna Transpordiameti asetatud ristmikukaameratega tuvastatakse ainult punase takti eiramisi. Kollase takti eiramisi ristmikukaameratega ei tuvastata. Selline käitumine süvendab veelgi rohkem sõidukijuhtide kollase takti eiramise käitumist ning annab selge sõnumi sõidukijuhtidele, et kollase taktiga läbimine ei ole karistatav. Autori soovitus on muuta ristmikukaamerate tuvastus, et tuvastatakse kõik keelava takti eirajad.
Vaatluse andmetest on sõidukijuhid altimad eirama keelavat foori takti koos teiste sõidukitega. Märkimist vajab, et uurimustöös eelnes pea igale punase tule eiramisele eelnev kollase tule eiraja. Parandusmeetmena tasuks kaaluda võimalust rangemalt karistada sõidukijuhte liiklusohtlikuolukorra tekitamisel, kui foori läbimisel läbitakse keelav fooritakt juba keelavat fooritakti eiranud sõiduki järel.
Vajalik on ennetustöö ning teavituskampaaniate suurendamine sõidukijuhtidele. Samuti kaasreisijatele, kes viibivad sõidukites, et keelava tule eiramine pole lubatud. Sõidukijuhtide käitumine keelava fooritulega on oluline teema, mis vajab teavituskampaaniat sõidukijuhtidele.
Vaatluse andmetele toetudes ei olene Tallinna liikluses keelava fooritakti eiramine nädalapäevast, kellaajast, liiklussageduse suurusest või kehvast ilmast. Keelava fooritakti eiramine on osa Tallinna linna liikluskultuurist. Läbiviidud vaatluste ning kogutud andmete põhjal võib järeldada, et keelava fooritakti eiramine on probleemne käitumine Tallinna liikluses. Vastajate andmetest tõdeb autor, et keelava taktiga ristmiku või ülekäiguraja läbimine on kaasliiklejatele ohtlik käitumine Tallinna liikluses.The Transport and Mobility Program 2025–2028 of the Ministry of Climate of the Republic of Estonia highlights a positive outcome in reducing the number of traffic fatalities in the country. However, the report notes that the measures planned to ensure traffic safety in Tallinn have not been compelling effective, as the number of traffic fatalities in Tallinn has increased in recent years, and the high number of pedestrian fatalities remains concerning [4]. According to publicly available data from the Police and Border Guard, traffic violations involving drivers running yellow or red lights in Tallinn are on a downward trend (Figure 1) [20]. By 2023, the number of identified traffic violations involving yellow or red lights had decreased to 2,867 incidents. Over the past five years, the average number of detected traffic violations involving yellow or red lights per day was 9.9 incidents (Figure 2, p. 11). The author believes that these numbers do not reflect an actual change in traffic behaviour and assumes that the fluctuation in detected violations is due to changes in the priorities and resources of the Police and Border Guard Board. This study aims to evaluate drivers’ behaviour at traffic lights and compare it with the results of a driver survey. Since traffic culture evolves, such behaviour mapping is important for future studies and assessments of driver behaviour. The author has formulated two hypotheses. The first hypothesis questions whether disregarding yellow or red lights can be considered a problem in Tallinn traffic. The second hypothesis examines whether running yellow or red lights harms other road users.
397 respondents completed the survey (Appendix 2), providing an adequate sample size. Among the respondents, 44.3% were men, and 55.7% were women. Of the respondents, 92.7% participate in Tallinn traffic two or more days per week, 64.5% five or more days, and 35.8% seven days per week. 63.2% of respondents consider running yellow or red lights problematic behaviour, while 29.5% view it as a severe in Tallinn traffic. Crossing on a yellow light to ensure smoother traffic flow is not considered acceptable behaviour by 37.3% of respondents, while 41.1% believe it is acceptable. About 21.7% remained neutral, indicating that their actions depend on the situation. Combining the neutral and accepting respondents, 62.7% are of respondents inclined to run yellow lights in traffic.
76.8% of respondents believe that crossing intersections on yellow lights is part of Tallinn's traffic culture, and 40.1% strongly agree with this assessment. About 52.4% feel disturbed or angered by drivers who ignore yellow or red lights. As many as 85.1% encounter weekly situations where another vehicle fails to complete a maneuver at a traffic light and obstructs traffic flow. About 81.6% experience at least one traffic hazard per week caused by another driver disregarding yellow or red lights, and 10.1% encounter such situations six or more times per week. This issue needs additional attention, and future research is needed to determine why drivers endanger others and whether the frequency of hazardous situations caused by running yellow or red lights is indeed so high. The most widely agreed-upon survey result was the necessity of the yellow light, with 69.3% stating it is necessary. Among respondents, 88.9% agreed that it is necessary, and only 7.3% agreed that the yellow light is unnecessary.
Observation data (Appendix 1, Table 22) included a sample of 2,084 vehicles where drivers could stop or proceed during a yellow or red light. Observations covered thirty-one directions. Of the observed vehicles, 1,263 (60.6% of the sample) disregard traffic lights. On average, 57.4 vehicles per hour were found to disregard traffic lights. Among 1,304 vehicles encountering yellow lights, 1,145 (54.9% of the sample) failed to stop, accounting for 87.8% of vehicles at yellow lights. The average violation rate at Yellow Lights was 87.5%. For red lights, 780 vehicles were observed, 118 (5.7% of the sample) violated the red light, comprising 15.1% of vehicles at red lights. The average violation rate for red lights was 16.4%. The author noted that drivers often pass yellow or red lights along with other vehicles. In 147 cases, three or more vehicles ran yellow or red lights consecutively, accounting for 21.5% of all cycles with violations. The largest group violating yellow lights in one instance was five vehicles; for red lights, it was three (Figure 7). Violations of red lights were preceded by yellow light violations by other drivers in 77.5% of cases (Figure 8), reflecting growing tolerance for breaking traffic laws when others are doing so. Observational data also indicated that drivers tend to accelerate rather than brake when approaching a light that is about to change, and they reduce following distances to minimize gaps when crossing intersections while changing light cycles. Such behaviour pressures other drivers and disregards safe following distances.
Three field observations were conducted near police stations at signal-controlled intersections (Directions 17, 24) and pedestrian crossings (Direction 15). Data revealed no change in driver behaviour patterns. Yellow light violations exceeded 78% in all three locations, while red light violations were 9.4%, 7.6%, and 6.3%. Cycle violations were 76.6%, 60.0%, and 42.9%. Across the three locations, 124 drivers violated yellow lights, and seven violated red lights. The results are alarming because the observations lasted less than three hours.
Manual timing measurements for green flashing and yellow lights showed identical durations across Tallinn intersections traffic lights, regardless of speed limits. The green flashing light lasted two seconds, and the yellow light lasted three seconds. The author suggests reallocating one second from the yellow light to extend the green flashing light. Since the yellow light already signals a stop, a longer green flashing period would provide better information for drivers about upcoming light changes without affecting safety margins.
Tallinn's intersection cameras currently detect only red-light violations, not yellow light ones. This practice encourages yellow-light violations and signals to drivers that such actions are not punishable. The author recommends adjusting camera detection to include all violations.
Observation data indicate drivers are likelier to violate red lights when following other vehicles. Yellow light violations preceded most red-light violations. As a corrective measure, stricter penalties should be considered for creating hazardous situations when drivers proceed after another vehicle has already violated the light.
Preventive measures and awareness campaigns targeting drivers and passengers must emphasize that running yellow or red lights is unacceptable. Given the data, violating the traffic light is part of Tallinn's traffic culture, and addressing this behaviour requires awareness campaigns.
Data suggest that traffic light violations in Tallinn traffic are not influenced by the day of the week, time, traffic volume, or weather conditions. Violating traffic lights is part of the city's traffic culture. Based on observations and collected data, it can be concluded that traffic light violations are problematic behaviour in Tallinn traffic. Survey results confirm that crossing intersections or pedestrian crossings during red lights poses a danger to other road users
Going Beyond Counting First Authors in Author Co-citation Analysis
Get PDFThe present study examines one of the fundamental aspects of author co-citation analysis (ACA) - the way co-citation
counts are defined. Co-citation counting provides the data on which all subsequent statistical analyses and mappings
are based, and we compare ACA results based on two different types of co-citation counting - the traditional type that
only counts the first one among a cited work's authors on the one hand and a non-traditional type that takes into
account the first 5 authors of a cited work on the other hand. Results indicate that the picture produced through this non-traditional author co-citation counting contains more coherent author groups and is therefore considerably clearer. However, this picture represents fewer specialties in the research field being studied than that produced through the traditional first-author co-citation counting when the same number of top-ranked authors is selected and analyzed. Reasons for these effects are discussed
Variations on the Author
Get PDF“Variations on the Author” discusses two of Eduardo Coutinho’s recent films (Um Dia na Vida, from 2010, and Últimas Conversas, posthumously released in 2015) and their contribution to the general question of documentary authorship. The director’s filmography is characterized by a consistent yet self-effacing form of authorial self-inscription: Coutinho often features as an interviewer that rather than express opinions propels discourses; an interviewer that is good at listening. This mode of self-inscription characterizes him as an author who is not expressive but who is nonetheless markedly present on the screen. In Um Dia na Vida, however, Coutinho is completely absent form the image, while Últimas Conversas, on the contrary, includes a confessional prologue that moves the director from the margins to the center of his films. This article examines the ways in which these works stand out in the filmography of a director who offers new insights into the notion of cinematic authorship
Appropriate Similarity Measures for Author Cocitation Analysis
Get PDFWe provide a number of new insights into the methodological discussion about author cocitation analysis. We first argue that the use of the Pearson correlation for measuring the similarity between authors’ cocitation profiles is not very satisfactory. We then discuss what kind of similarity measures may be used as an alternative to the Pearson correlation. We consider three similarity measures in particular. One is the well-known cosine. The other two similarity measures have not been used before in the bibliometric literature. Finally, we show by means of an example that our findings have a high practical relevance.information science;Pearson correlation;cosine;similarity measure;author cocitation analysis
Dispelling the Myths Behind First-author Citation Counts
Get PDFWe conducted a full-scale evaluative citation analysis study of scholars in the XML research field to explore just how different from each other author rankings resulting from different citation counting methods actually are, and to demonstrate the capability of emerging data and tools on the Web in supporting more realistic citation counting methods. Our results contest some common arguments for the continued
use of first-author citation counts in the evaluation of scholars, such as high correlations between author rankings by first-author citation counts and other citation
counting methods, and high costs of using more realistic citation counting methods that are not well-supported by the ISI databases. It is argued that increasingly available digital full text research papers make it possible for citation analysis studies to go beyond what the ISI databases have directly supported and to employ more
sophisticated methods
koamabayili/VECTRON-author-checklist: VECTRON author checklist
No full textWe have done our best to complete the author checklist relating to the use of animals in the hut study. Note that the objective for the hut study was to evaluate the IRS treatment applications for residual efficacy against Anopheles mosquitoes, including the local An. coluzzii mosquito population. Cows were only used to attract mosquitoes into the huts and no tests were carried out directly on the cows. The author checklist is intended for use with studies where experiments are carried out on animals, which is why we have had such difficulty in completing this for the hut study, as many of the questions do not relate to how the cows were used
Author-wise bibliometric analysis based on entropy.
No full textAuthor-wise bibliometric analysis based on entropy.</p
Author Under Sail The Imagination of Jack London, 1893-1902
No full textIn Author Under Sail, Jay Williams offers the first complete literary biography of Jack London as a professional writer engaged in the labor of writing. It examines the authorial imagination in London's work, the use of imagination in both his fiction and nonfiction, and the ways he defined imagination in the creative process in his business dealings with his publishers, editors, and agents. In this first volume of a two-volume biography, Williams traverses the years 1893 to 1902, from London's "Story of a Typhoon" to The People of the Abyss. The Jack London who emerges in the pages of Author Under Sail is a writer whose partnership with publishers, most notably his productive alliance with George Brett of Macmillan, was one of the most formative in American literary history. London pioneered many author models during the heyday of realism and naturalism, blurring the boundaries of these popular genres by focusing on absorption and theatricality and the representation of the seen and unseen. London created an impassioned, sincere, and extremely personal realism unlike that of other American writers of the time. Author Under Sail is a literary tour de force that reveals the full range of London as writer, creative citizen, and entrepreneur at the same time it sheds light on the maverick side of machine-age literature.Intro -- Title Page -- Copyright Page -- Dedication -- Contents -- Acknowledgments -- Introduction -- 1. Spirit Truth -- 2. From Absorption to Theatricality and Back Again -- 3. "I Will Build a New Present" -- 4. Sons as Authors -- 5. Fathers as Publishers -- 6. The Daughter as Author -- 7. Lovers as Authors -- 8. At Sea with the Family -- 9. Yellow News, Yellow Stories -- 10. The Return Home -- Notes -- Bibliography -- Index -- About Jay WilliamsIn Author Under Sail, Jay Williams offers the first complete literary biography of Jack London as a professional writer engaged in the labor of writing. It examines the authorial imagination in London's work, the use of imagination in both his fiction and nonfiction, and the ways he defined imagination in the creative process in his business dealings with his publishers, editors, and agents. In this first volume of a two-volume biography, Williams traverses the years 1893 to 1902, from London's "Story of a Typhoon" to The People of the Abyss. The Jack London who emerges in the pages of Author Under Sail is a writer whose partnership with publishers, most notably his productive alliance with George Brett of Macmillan, was one of the most formative in American literary history. London pioneered many author models during the heyday of realism and naturalism, blurring the boundaries of these popular genres by focusing on absorption and theatricality and the representation of the seen and unseen. London created an impassioned, sincere, and extremely personal realism unlike that of other American writers of the time. Author Under Sail is a literary tour de force that reveals the full range of London as writer, creative citizen, and entrepreneur at the same time it sheds light on the maverick side of machine-age literature.Description based on publisher supplied metadata and other sources.Electronic reproduction. Ann Arbor, Michigan : ProQuest Ebook Central, YYYY. Available via World Wide Web. Access may be limited to ProQuest Ebook Central affiliated libraries
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