Estimating safety effects of pavement management factors utilizing Bayesian random effect models.

OBJECTIVE: Previous studies of pavement management factors that relate to the occurrence of traffic-related crashes are rare. Traditional research has mostly employed summary statistics of bidirectional pavement quality measurements in extended longitudinal road segments over a long time period, which may cause a loss of important information and result in biased parameter estimates. The research presented in this article focuses on crash risk of roadways with overall fair to good pavement quality. Real-time and location-specific data were employed to estimate the effects of pavement management factors on the occurrence of crashes. METHODS: This research is based on the crash data and corresponding pavement quality data for the Tennessee state route highways from 2004 to 2009. The potential temporal and spatial correlations among observations caused by unobserved factors were considered. Overall 6 models were built accounting for no correlation, temporal correlation only, and both the temporal and spatial correlations. These models included Poisson, negative binomial (NB), one random effect Poisson and negative binomial (OREP, ORENB), and two random effect Poisson and negative binomial (TREP, TRENB) models. The Bayesian method was employed to construct these models. The inference is based on the posterior distribution from the Markov chain Monte Carlo (MCMC) simulation. These models were compared using the deviance information criterion. RESULTS: Analysis of the posterior distribution of parameter coefficients indicates that the pavement management factors indexed by Present Serviceability Index (PSI) and Pavement Distress Index (PDI) had significant impacts on the occurrence of crashes, whereas the variable rutting depth was not significant. Among other factors, lane width, median width, type of terrain, and posted speed limit were significant in affecting crash frequency. CONCLUSIONS: The findings of this study indicate that a reduction in pavement roughness would reduce the likelihood of traffic-related crashes. Hence, maintaining a low level of pavement roughness is strongly suggested. In addition, the results suggested that the temporal correlation among observations was significant and that the ORENB model outperformed all other models.

Investigating the influence of curbs on single-vehicle crash injury severity utilizing zero-inflated ordered probit models.

The severity of traffic-related injuries has been studied by many researchers in recent decades. However, previous research has seldom accounted for the effects of curbed outside shoulders on traffic-related injury severity. This study applies the zero-inflated ordered probit (ZIOP) model to evaluate the influences of curbed outside shoulders, speed limit change, as well as other traditional factors on the injury severity of single-vehicle crashes. Crash data from 2003 to 2007 in the Illinois Highway Safety Database were employed in this study. The ZIOP model assumes that injury severity comes from two distinct sources: injury propensity and injury severity when this crash falls into the injury prone category. The modeling results show that on one hand, single-vehicle crashes that occurring on roadways with curbed outside shoulders are more likely to be injury prone. On the other hand, the existence of a curb decreases the likelihood of severe injury if the crash was in the injury prone category. As a result, the marginal effect analysis implies that the presence of curbs is associated with a higher likelihood of no injury and minor injury involved crashes, but a lower likelihood of incapacitating injury and fatality involved crashes. In addition, in the presence of curbed outside shoulders, the change of speed limit adds no significant impact to the injury severity of single-vehicle crashes. Moreover, the modeling results also highlight some interesting effects caused by vehicle type, light and weather conditions, and drivers' characteristics, as well as crash type and location. Through a comprehensive evaluation of the modeling results, the authors find that the ZIOP model performs well relative to the traditional ordered probit (OP) model, and can serve as an alternative in future studies of crash injury severity.

Two-vehicle injury severity models based on integration of pavement management and traffic engineering factors.

OBJECTIVE: The severity of traffic-related injuries has been studied by many researchers in recent decades. However, the evaluation of many factors is still in dispute and, until this point, few studies have taken into account pavement management factors as points of interest. The objective of this article is to evaluate the combined influences of pavement management factors and traditional traffic engineering factors on the injury severity of 2-vehicle crashes. METHODS: This study examines 2-vehicle rear-end, sideswipe, and angle collisions that occurred on Tennessee state routes from 2004 to 2008. Both the traditional ordered probit (OP) model and Bayesian ordered probit (BOP) model with weak informative prior were fitted for each collision type. The performances of these models were evaluated based on the parameter estimates and deviances. RESULTS: The results indicated that pavement management factors played identical roles in all 3 collision types. Pavement serviceability produces significant positive effects on the severity of injuries. The pavement distress index (PDI), rutting depth (RD), and rutting depth difference between right and left wheels (RD_df) were not significant in any of these 3 collision types. The effects of traffic engineering factors varied across collision types, except that a few were consistently significant in all 3 collision types, such as annual average daily traffic (AADT), rural-urban location, speed limit, peaking hour, and light condition. CONCLUSIONS: The findings of this study indicated that improved pavement quality does not necessarily lessen the severity of injuries when a 2-vehicle crash occurs. The effects of traffic engineering factors are not universal but vary by the type of crash. The study also found that the BOP model with a weak informative prior can be used as an alternative but was not superior to the traditional OP model in terms of overall performance.

Bias correction and Bayesian analysis of aggregate counts in SAGE libraries.

BACKGROUND: Tag-based techniques, such as SAGE, are commonly used to sample the mRNA pool of an organism's transcriptome. Incomplete digestion during the tag formation process may allow for multiple tags to be generated from a given mRNA transcript. The probability of forming a tag varies with its relative location. As a result, the observed tag counts represent a biased sample of the actual transcript pool. In SAGE this bias can be avoided by ignoring all but the 3' most tag but will discard a large fraction of the observed data. Taking this bias into account should allow more of the available data to be used leading to increased statistical power. RESULTS: Three new hierarchical models, which directly embed a model for the variation in tag formation probability, are proposed and their associated Bayesian inference algorithms are developed. These models may be applied to libraries at both the tag and aggregate level. Simulation experiments and analysis of real data are used to contrast the accuracy of the various methods. The consequences of tag formation bias are discussed in the context of testing differential expression. A description is given as to how these algorithms can be applied in that context. CONCLUSIONS: Several Bayesian inference algorithms that account for tag formation effects are compared with the DPB algorithm providing clear evidence of superior performance. The accuracy of inferences when using a particular non-informative prior is found to depend on the expression level of a given gene. The multivariate nature of the approach easily allows both univariate and joint tests of differential expression. Calculations demonstrate the potential for false positive and negative findings due to variation in tag formation probabilities across samples when testing for differential expression.