Against the background of studies on redundancy in law that completely omit the visual element in law and of studies on traffic signs that are laconic about their redundancies, the present study proposes more focused investigation into the redundancies of traffic signs. After presentation of the broader context of existing studies on traffic signs and on redundancy in law, and following a discussion of the direct inspiration for embarking upon research into this topic, the article moves to (...) present and discuss six proposed types of redundancies of signs. Utilizing Franciszek Studnicki’s distinction between sign-types and sign-realizations, and given that traffic signs exist in various complicated relationships with each other, with written formulations in legal texts, and with the environments in which they are placed, the study comments on six types of redundancy: sign-type–basic task of road traffic law; of sign-type’s elements; sign-type–sign-type; sign-type–legal text; sign-realization–sign-realization; and sign-realization–environment. Analysis of each type is supported through examples, various subdivisions, and additional lines of inquiry. The study has value for both strictly theoretical and more practical enterprises related both to traffic signs themselves and to the wider realm of visualization of norms. (shrink)

THE PROBLEM: MOTORCAR MORALITY AND AUTOMOBILE AGEINGAdvances in modern technology mean that cars are living longer than ever before. This raises important end-of-road-life issues, as it becomes increasingly difficult to provide leaded fuel and shelter for our hydraulically challenged, ageing automobile population. The garage is full, and off-street parking is beyond the financial scope of most low and middle income families. It is a case of rust or bust.NATURAL LAW THEORY, TRAFFIC, AND THE TRUTHSociety has long been reluctant (...) to countenance the concept of actively ending the road-life of motor vehicles, preferring to allow Nature to take its course. Simpler to let the natural phenomena of corrosion and inbuilt obsolescence take their inevitable toll, until the head gasket blows and the piston rods seize up for the last time.But can we afford to allow elderly cars to simply choke and splutter as our roads become increasingly over populated and our atmosphere ever more polluted? Old bangers demand our attention, as their paint peels, their balding tyres leave their tread at every T-junction, their suspension sags, and their chrome corrodes. Is there an alternative to the ailing alternator and the carbonised carburettor?EQUAL ROAD RIGHTSPrinciples of distributive …. (shrink)

In order to reduce the death toll of road traffic it is necessary to focus on how vehicles and roads can be improved. Like other dangerous machines, motor vehicles should be equipped with safety devices that prevent mistakes by the operator from leading to serious consequences. Speed limiters that prevent driving at illegal speeds would save many lives, and so would alcohol interlocks. Meshi Ori's proposal that most cars should be replaced by motorcycles would not lead to the (...) moral improvement that he hopes for. We need motor vehicles with better, not worse, protection of the driver and passengers than the cars presently in use. (shrink)

Road traffic carnages are global concerns and seemingly on the rise in Ghana. Several risk factors have been studied as associated with road traffic fatalities. However, inadequate road traffic fatality data and inconsistent probability outcomes for RTF remain major challenges. The objective of this study was to illustrate and estimate probability models that can predict road traffic fatalities. We relied on 66,159 recorded casualties who were involved in road traffic accidents (...) in Ghana from 2015 to 2019. Three generalized linear models, namely, logistic regression, probit regression, and linear probability model, were used for the analysis. We found that gender and age groups have significant effects in predicting the probability of road traffic fatality for all three models. Through a likelihood ratio test, however, it was determined that the logit regression model produced consistent probabilities of traffic fatalities which are very close to the actual probability values across the age groups and gender, compared to the other two models. Thus, we recommend intensified campaign for the use of seat belts in vehicles, targeted at the aged and male users of road transport, to reduce the possibility of death in any RTA. (shrink)

There are several systems which provide computer support to legal decisions. Perhaps the most significant ones, besides various computerised systems for administration, are information retrieval systems that locate statutes and documents. Other research projects, however, deal with legislation and adjudication, making it possible to use information techniques in making legal decisions. I wish to describe two decision-support programs and to link them to some theoretical findings of my former researches. What connects those programs is that they give some new information (...) for decisions on the basis of previous similar legal cases; both describe cases with the help of criteria and use diverse artificial intelligence methods for different types or criteria. The first of the two programs aims to support decisions of insurance specialists by assessing the measure of the compensation for immaterial damage. The result is given by the combination of a neural network, based upon previous judicial cases, and an expert system. The neural network gives the first assessment for the sum of compensation while the expert system refines the network's output. The other program can be used by judges and lawyers in the course of preparing a decision. Studying cases of road accidents, we find that fuzzy logic methods can help to approximate decisions actually given by judges. In this way, the process of decision making by courts and lawyers receives an additional piece of information, obtained by comparing the seriousness of the actual case with that of previous cases. (shrink)

There is an increasing need for norms to be embedded in technology as the widespread deployment of applications such as autonomous driving, warfare and big data analysis for crime fighting and counter-terrorism becomes ever closer. Current approaches to norms in multi-agent systems tend either to simply make prohibited actions unavailable, or to provide a set of rules which the agent is obliged to follow, either as part of its design or to avoid sanctions and punishments. In this paper we argue (...) for the position that agents should be equipped with the ability to reason about a system’s norms, by reasoning about the social and moral values that norms are designed to serve; that is, perform the sort of moral reasoning we expect of humans. In particular we highlight the need for such reasoning when circumstances are such that the rules should arguably be broken, so that the reasoning can guide agents in deciding whether to comply with the norms and, if violation is desirable, how best to violate them. One approach to enabling this is to make use of an argumentation scheme based on values and designed for practical reasoning: arguments for and against actions are generated using this scheme and agents choose between actions based on their preferences over these values. Moral reasoning then requires that agents have an acceptable set of values and an acceptable ordering on their values. We first discuss how this approach can be used to think about and justify norms in general, and then discuss how this reasoning can be used to think about when norms should be violated, and the form this violation should take. We illustrate how value based reasoning can be used to decide when and how to violate a norm using a road traffic example. We also briefly consider what makes an ordering on values acceptable, and how such an ordering might be determined. (shrink)

Road traffic injury and deaths (RTID) are an important public health problem in Kenya, primarily affecting uneducated and disenfranchised people from lower socioeconomic groups. Studies conducted by Kenyan experts from police reports and surveys have shown that pedestrian and driver behaviors are the most important proximal causes of crashes, signifying that the occurrence of crashes results directly from human action. However, behaviors and risk factors do not fully explain the magnitude of RTID neither does it account for socioeconomic (...) gradient in RTID. Instead, a social justice approach to RTID highlights the need for emphasizing distal causal factors. They allow us to understand how social inequities determine risk for RTID. Hence, designing policies that focus on behaviors will simply mask the underlying systemic causes of this growing phenomenon. To eradicate the RTID and address the gradient, a broader policy framework that includes the social dimension of injury, a strong political will to address the underlying causes of RTID and an effective partnership with stakeholders needs to be developed. (shrink)

Epidemiological studies have confirmed that long-term exposure to road traffic noise can cause cardiovascular diseases, and when noise exposure reaches a certain level, the risk of related CDs significantly increases. Currently, a large number of Chinese residents are exposed to high noise exposure, which could greatly increase the risk of cardiovascular disease. On the other hand, relevant studies have found that people with high noise sensitivity are more susceptible to noise. And it is necessary to pay more attention (...) to the high noise-sensitive people. This study investigated the acute physiological effect of different noise-sensitive groups by indoor-level noise stimulus experiments under laboratory conditions, by observing heart rate variability indicators, including standard deviation of NN intervals, low frequency/high frequency, and heart rate. The results showed that there was no significant difference in HRV between the high-sensitive group and the low-sensitive group at the physiological baseline and the different stimulating noise levels. Then, based on the theory of cumulative effect of noise proposed by WHO Regional Office for Europe, non-significant but observable differences between groups were further discussed. By analyzing differences of the variation trends and the within-group significant changes of SDNN and HR between the two groups, the results tended to show that the high-sensitive group is more affected by road traffic noise. In addition, the values of SDNN and HR showed observable between-group differences at 55 dB and 65 dB which corresponding to the SPL associated with a significantly increased risk of cardiovascular disease concerned by epidemiological studies. According to the cumulative effect theory, these differences in HRV caused by short-term noise stimulation may have the potential to produce physiological response and lead to between-groups differences in prevalence after long-term recurrent effect, and deserve attention and further research. (shrink)

Name der Zeitschrift: Semiotica Jahrgang: 2017 Heft: 216 Seiten: 451-477.

This paper studies the feature extraction and middle-level expression of Convolutional Neural Network convolutional layer glass broken and cracked at the scene of road traffic accident. The image pyramid is constructed and used as the input of the CNN model, and the convolutional layer road traffic accident scene glass breakage and crack characteristics at each scale in the pyramid are extracted separately, and then the depth descriptors at different image scales are extracted. In order to improve (...) the discriminative power of the depth descriptor, Hellinger kernel and Principal Component Analysis are used to perform nonlinear and linear transformations. Two aggregation strategies based on depth descriptors are proposed to form a global image representation. The classification experiment of the data set shows that Hellinger kernel, PCA transformation, and two aggregation strategies are all conducive to improving the classification accuracy. In addition, the convolutional layer road traffic accident scene glass breaking and crack feature coding can obtain better classification performance than the fully connected layer feature. We conducted dynamic impact tests on plate glass and Polyvinyl Butyral- laminated glass under different boundary conditions and studied the crack propagation and failure process of the glass under different impact speeds. The results show that there are radial cracks and circular cracks on the glass specimens under the impact load; the glass specimens show partial damage under high-speed impact and the characteristics of glass breaking and cracks at the scene of road traffic accidents; the four-frame plate glass is supported by sharp dagger-like fragments. This paper compares the energy absorption of glass specimens under different boundary conditions. The results show that the energy absorption effect of the four-point supporting glass specimen is generally stronger than that of the four-frame supporting glass. (shrink)

Autonomous vehicles are one of the most spectacular recent developments of Artificial Intelligence. Among the problems that still need to be solved before they can fully autonomously participate in traffic is the one of making their behaviour conform to the traffic laws. This paper discusses this problem by way of a case study of Dutch traffic law. First it is discussed to what extent Dutch traffic law exhibits features that are traditionally said to pose challenges for (...) AI & Law models, such as exceptions, rule conflicts, open texture and vagueness, rule change, and the need for commonsense knowledge. Then three approaches to the design of law-conforming AV are evaluated in light of the challenges posed by Dutch traffic law, which includes an assessment of the usefulness of AI & Law models of nonmonotonic reasoning, argumentation and case-based reasoning. (shrink)

At present, urban traffic congestion is a common problem of urban development in China. Therefore, China’s government issued the policy of opening the gated communities in 2016, hoping to alleviate traffic pressure to some extent. But, at present, the quantitative empirical research on the effect of the policy implementation is less and more idealistic. In order to complete the leap from research on local isolated traffic capacity of static gated communities to research on global coupling traffic (...) capacity of dynamic multilayer network and, to a certain extent, reflect the innovation of the research model and method, we make a quantitative analysis of the effect of the policy more consistent with the actual situation, which provides a quantitative management basis for the implementation of the policy. Based on literature review, this paper carried out two stages of research. Stage one consists of constructing traffic capacity assessment model—Road Capacity Assessment model based on BPR impedance function from a simple local static perspective. Considering the factors such as delay of signalized intersection and travel time, through modeling analysis and empirical test, it is found that about 12% of local traffic capacity can be improved after open community. Stage two consists of constructing a global capacity model based on multilayer complex network coupling from the perspective of complex global dynamics. Considering the various network nodes of pedestrians, nonmotor vehicles, and other factors, we construct a multilayer complex network and dynamic superposition coupling. The empirical data show that the overall traffic capacity of the open community is improved by at least 11.3%. Finally, it can be concluded that a significant increase in the global traffic capacity of complex urban road networks means that the losses caused by traffic congestion will be reduced. In some first-tier cities, the direct monthly income of the open-gated community is as high as 230 million yuan, not to mention its overall economic, social, and environmental benefits. (shrink)

Toxic gas leakage has diffusion characteristics and thus dynamically affects surrounding zones. Most of current evacuation traffic management models set the road risk level as a static value, which is related to the distance to the hazard source, or a dynamic value, which is determined by the toxic gas concentration. However, the toxic gas propagation direction is not considered, and this may lead some evacuees driving from less dangerous regions to higher dangerous regions. To address the shortcomings of (...) traditional evacuation traffic management models, this paper proposes an improved road risk level assessment method based on the difference of the risk levels of upstream and downstream zones of road and develops a safer evacuation traffic management model under the diffusion of toxic gas. The Cell Transmission Model is used to depict the evacuation traffic loading process. A numerical test is carried out on Nguyen and Dupuis Network. The test results show that the improved road risk level assessment method can avoid the evacuees driving into higher risk level regions from less dangerous regions. (shrink)

Sir, I have recently had occasion to give my support to a local demand by parents and teachers for a patrolled crossing over a busy road outside their children's school. I have been appalled at what I have learned. First, that such requests are considered on the evidence of traffic volume, the number of children killed and injured, and the degree of ‘negligence’ of a child in contributing to his own injury. Second, the battle to justify the need (...) for a crossing patrol has to be fought over and over again, by each school independently. Must we then draw up, for every school, a profit and loss account of children killed and injured balanced against inconvenience to traffic? Traffic volume is irrelevant, any traffic constitutes a risk. Can a five-year-old be ‘negligent’ in law? A child is a child is a child: of course he is ‘negligent’ — whatever that means! Whose children are they but ours who drive the traffic? There can be no argument. The issue is, do we suffer some occasional inconvenience as we drive or do we prefer to risk death and injury to our children? There is only one answer and I am sure the police are only too painfully aware of it but find themselves trapped in a maze of bureaucratic nonsense, sanctified by committal to print and blessed by precedent. (shrink)

The overriding theme of the conference honoring Bob Cooter and his work is the question whether law and policy can change people’s preferences. The conventional “law and economics” answer is “no.” People have preferences that are fixed. What changes in law and policy do is to change how people behave by altering the costs and benefits people face in pursuit of their preferences. Put simply, the assumption of the “law and economics” model is that people respond to financial incentives by (...) changing how they act, not what they want. So, to take a simple example, imagine two people at the same starting point, both wanting to drive separately to visit a mutual friend. Their preference to get there promptly and safely is common to both of them, but how they act in pursuit of that goal may well differ. Moreover, government can alter how they drive to their friend’s by making changes such as putting in a freeway, or adding a new lane to the road, or installing lots of new traffic signals or stop signs along one route. The two people may have driven different routes previously, and they may alter their driving strategy in response to the policy changes government has adopted and may still decide that different routes are better for them. But they do not change their desire to see their friend in a prompt and safe manner. In this Article I offer a counterexample — an instance in which changes in law and policy can not only alter the behavior of some with fixed preferences, but also can impact the preferences of others. My example is about changes in society that can alter parenting style (of those parents with a fixed preference to have their children succeed) and can also change the underlying preferences that those children have as to how their lives should play out. (shrink)

Sir, I have recently had occasion to give my support to a local demand by parents and teachers for a patrolled crossing over a busy road outside their children's school. I have been appalled at what I have learned.First, that such requests are considered on the evidence of traffic volume, the number of children killed and injured, and the degree of ‘negligence’ of a child in contributing to his own injury. Second, the battle to justify the need for (...) a crossing patrol has to be fought over and over again, by each school independently. Must we then draw up, for every school, a profit and loss account of children killed and injured balanced against inconvenience to traffic? Traffic volume is irrelevant, any traffic constitutes a risk. Can a five-year-old be ‘negligent’ in law? A child is a child is a child: of course he is ‘negligent’ — whatever that means! Whose children are they but ours who drive the traffic?There can be no argument. The issue is, do we suffer some occasional inconvenience as we drive or do we prefer to risk death and injury to our children? There is only one answer and I am sure the police are only too painfully aware of it but find themselves trapped in a maze of bureaucratic nonsense, sanctified by committal to print and blessed by precedent. (shrink)

Instead of an editorial, in this issue of Environmental Values the publishers have been invited to comment on a local environmental issue that currently looms large in our Scottish island backyard. Divided from mainland Scotland by fifty miles of sea, the Outer Hebrides are a peripheral part of the already peripheral Scottish Highlands - a region of low production, and high demands on thinly spread national services. Fifteen years ago our economic salvation was to be the creation of the largest (...) stone quarry in Europe, to supply aggregate for the construction industry in South-east England and mainland Europe. After two Public Inquiries and much legal wrangling this proposal was eventually laid to rest. Its eventual defeat was at least partly due to the united front against the proposed development that was maintained by a coalition of virtually all the environmental NGOs that function north of the English border.1In environmental terms, aggregates, the landscape damage caused by quarrying, and the connection with road-building and increasing motor traffic are readily characterised as a 'bad thing', but the latest threat to the Scottish and island landscape is a less clear-cut environmental bad. The prospect of large-scale windfarms, and the associated transmission lines that would be required to deliver electric power from them to markets in the South, is one that has already divided environmental groups; with Friends of the Earth generally in favour, Greenpeace equivocal, and landscape- and wildlife-oriented NGOs against. For wind energy has long been promoted as a 'green' alternative to damaging fossil fuels and dangerous nuclear power, and its proponents argue that we should not be deflected on merely aesthetic grounds from grasping a technology that could save the world from climate catastrophe. This division of the environmental camp inevitably makes it more likely the developers will prevail. As with the superquarry, scale is part of the problem: the proposed developments are massive - mouth-wateringly so to local councils and landowners attracted by the prospect of multi-million pound revenues, devastatingly so to the majority of local residents and to the many walkers and climbers who visit the Highlands and Islands for their majestic and unspoilt scenery.The following extracts from recent press releases by the John Muir Trust and the local campaigning group Moorlands Without Turbines, and the developers' mock-up of thevisual impact of one of the local proposals above, will convey to readers the scale of proposals for Scottish windfarms, the strength of local feeling and the real dilemmas faced by NGOs in developing a coherent response.... targets set in the [renewable energy] strategy for Highland Council area are greater than those of the Scottish Executive for the whole of Scotland ... The Scottish Executive has a renewable energy target for 2020 which requires another 3,400 MW in Scotland. The Highland Council Renewable Strategy sets a target of over 4,000 MW from new renewable energy.The Highland Council targets do not seem to have been strategically set in relation to factors outside the Highlands but look as if they are based on the maximum possible installation based on the most liberal planning regime.2Scottish Executive Minister Allan Wilson has given the first official statistics on the number of objections for the proposed North Lewis Peatlands Windfarm - the world's largest onshore windfarm.In a response to written questions by Green MSP Shiona Baird, Mr. Wilson states: 'Prior to Comhairle nan Eilean Siar [Western Isles Council] submitting its consultation response the Executive recorded six responses in support and 2,713 objections to the Lewis Windpower proposal from Western Isles residents. Since Western Isles Council submitted their consultation response, the Executive has recorded 11 responses of support and 1,860 objections to the Lewis Windpower proposal, from Western Isles residents'In total a massive 6,131 objections have been received of which 4,573 come from local people. The figures show that for every person who wrote to support the scheme from the islands 269 people wrote and objected.Lewis based Moorland without Turbines chairperson Catriona Campbell, who is campaigning against the joint AMEC and British Energy project said:'At last we have official confirmation of the unprecedented level of protest against this industrialisation of our land. Till now our local MSP and Council have refused to acknowledge the sentiment of the island. The Council voted in favour of it against the wishes of those who will be affected. Every community council and councillor in North Lewis, the area directly affected, has voted resoundingly against it.'...The proposed 234 turbines, each higher than the Forth Rail bridge, and 167km of new road would cover moorland that is protected by European Law for its wildlife interest, including international populations of species such as Golden Eagles, Red-throated Divers and Golden Plovers.3The Lingerabay Superquarry saga was a rich source for academic case-studies; we confidently predict that we shall hear more about the 'green energy' debate in the pages of this journal. (shrink)

Improving the resilience of urban road networks suffering from various disruptions has been a central focus for urban emergence management. However, to date the effective methods which may mitigate the negative impacts caused by the disruptions, such as road accidents and natural disasters, on urban road networks is highly insufficient. This study proposes a novel adaptive signal control strategy based on a doubly dynamic learning framework, which consists of deep reinforcement learning and day-to-day traffic dynamic learning, (...) to improve the network performance by adjusting red/green time split. In this study, red time split is regarded as extra traffic flow to discourage drivers to use affected roads, so as to reduce congestion and improve the resilience when urban road networks are subject to different levels of disruptions. In addition, we utilize the convolution neural network as Q-network to approximate Q values, link flow distribution and link capacity are regarded as the state space, and actions are denoted as red/green time split. A small network is utilized as a numerical example, and a fixed time signal control and other two adaptive signal controls are employed for the comparisons with the proposed one. The results show that the proposed adaptive signal control based on deep reinforcement learning can achieve better resilience in most of the cases, particularly in the scenarios of moderate and severe disruptions. This study may shed light on the advantages of the proposed adaptive signal control dealing with major emergencies compared to others. (shrink)

. The defects in macro traffic model research are pointed out firstly. In order to remedy these defects, traffic movements at the grid intersection were analyzed, and with the basic framework of the traffic transmission model, the new macro traffic model used in the paper for control simulation and evaluation has been proposed. Secondly, the bi-level optimization control model is proposed, using minimal delay and maximal throughput as its upper objectives, and optimal traffic coordination on (...) both sides as the lower objective. A corresponding heuristic ant algorithm is subsequently designed to solve the control model. Finally, the proposed method is tested at a suppositional road network, under three different demand scenarios, compared with Transyt-7F. The results show that the proposed method has better performance, especially under high demand scenarios. (shrink)

Generally, when thinking of artifacts, one imagines “technical artifacts”. Technical artifacts are those artifacts that perform a mere causal function. Their purpose is to instrumentally help and support an action, not to change behaviour. However, technical artifacts do not exhaust the set of artifacts. Alongside technical artifacts there are also artifacts that we can call “cognitive artifacts”. Cognitive artifacts are all those artifacts that operate upon information in order to improve human cognitive performances. Artifacts of a further, different kind are (...) what we may call “regulatory artifacts”; that is, material artifacts devised and made to regulate behaviour. Consider a roundabout, a traffic light or a speed bump. These artifacts do not make us stronger, faster, or more intelligent. They are placed on the road surface to regulate traffic. This article investigates artifacts of this third kind and, especially, the functions that they perform. (shrink)

In this paper, we explore and describe what is needed to allow connected and automated vehicles to break traffic rules in order to minimise road safety risk and to operate with appropriate transparency. Reviewing current traffic rules with particular reference to two driving situations, we illustrate why current traffic rules are not suitable for CAVs and why making new traffic rules specifically for CAVs would be inappropriate. In defining an alternative approach to achieving safe CAV (...) driving behaviours, we describe the use of ethical goal functions as part of hybrid AI systems, suggesting that functions should be defined by governmental bodies with input from citizens and stakeholders. Ethical goal functions for CAVs would enable developers to optimise driving behaviours for safety under conditions of uncertainty whilst allowing for differentiation of products according to brand values. Such functions can differ between regions according to preferences for safety behaviours within that region and can be updated over time, responding to continual socio-technological feedback loops. We conclude that defining ethical goal functions is an urgent and necessary step from governmental bodies to enable the safe and transparent operation of CAVs and accelerate the reduction in road casualties they promise to achieve. (shrink)

Car driving is considered a very complex activity, consisting of different concomitant tasks and subtasks, thus it is crucial to understand the impact of different factors, such as road complexity, traffic, dashboard devices, and external events on the driver’s behavior and performance. For this reason, in particular situations the cognitive demand experienced by the driver could be very high, inducing an excessive experienced mental workload and consequently an increasing of error commission probability. In this regard, it has been (...) demonstrated that human error is the main cause of the 57 % of road accidents and a contributing factor in most of them. In this study, 20 young subjects were involved in a real driving experiment, performed under different traffic conditions (rush hour and not) and along different road types (main and secondary streets). Moreover, during the driving tasks different specific events, in particular a pedestrian crossing the road and a car entering the traffic flow just ahead of the experimental subject, were acted. A Workload Index based on the Electroencephalographic (EEG), i.e. brain activity, of the drivers has been employed to investigate the impact of the different factors on the driver’s workload. Eye-Tracking technology and subjective measures were also employed in order to have a comprehensive overview of the driver’s perceived workload and to investigate the different insights obtainable from the employed methodologies. The employment of such EEG-based Workload index confirmed the significant impact of both traffic and road types on the drivers’ behavior (increasing their workload), with the advantage of being under real settings. Also, it allowed to highlight the increased workload related to external events while driving, in particular with a significant effect during those situations when the traffic was low. Finally, the comparison between methodologies revealed the higher sensitivity of neurophysiological measures with respect to Eye-Tracking and subjective ones. In conclusion, such an EEG-based Workload index would allow to assess objectively the mental workload experienced by the driver, standing out as a powerful tool for research aimed to investigate drivers’ behavior and providing additional and complementary insights with respect to traditional methodologies employed within road safety research. (shrink)

The publication of Guido Calabresi’s book “The Future of Law and Economics” has drawn a substantial amount of attention among law and economics scholars. We thought that the best way to devote special attention to this book was to devote a Special issue to it. This article situates Calabresi’s book among other reflections on the future of the discipline, introduces and explains the reasons behind this Special issue and discuss the organization and content of it. -/- We emphasize how Calabresi’s (...) historical-conceptual standpoint allows him to isolate the stakes of different future developments around the question of how could further appreciation of legal institutions that defy the standard economic assumptions help the field develop theoretically. Overall, the contributors all shared Calabresi’s attempt to restore the balance between Law and Economics and the need to better account for the “whole unanalysed experience of human race”, often neglected by the Economic Analysis of Law approach. Most disagreements are about the ‘how’. In any case, the search for the Law and Economics ‘not (yet) taken’ or for other “Law and … ” approaches is always open to the Future. (shrink)

“The sins of the fathers are to be laid upon the children.”Just after midnight on March 21, 2003, a drunk stood on a footbridge over a motorway in a village in Surrey in southern England. After eight pints of beer, he was drunk enough to decide to drop a brick from the overpass into traffic to see if he could hit something; unfortunately, he was not so drunk that he missed. The brick crashed through the windshield on the driver's (...) side of a truck. It hit the driver, Michael Little, in the chest, triggering a fatal heart attack. He stayed conscious long enough to pull the truck safely to the side of the road, thereby perhaps saving other motorists; then he died. The crime was widely publicized, as was the driver's role in preventing any further accidents. (shrink)

Traffic congestion is a common problem in many countries, especially in big cities. At present, China’s urban road traffic accidents occur frequently, the occurrence frequency is high, the accident causes traffic congestion, and accidents cause traffic congestion and vice versa. The occurrence of traffic accidents usually leads to the reduction of road traffic capacity and the formation of traffic bottlenecks, causing the traffic congestion. In this paper, the formation and propagation (...) of traffic congestion are simulated by using the improved medium traffic model, and the control strategy of congestion dissipation is studied. From the point of view of quantitative traffic congestion, the paper provides the fact that the simulation platform of urban traffic integration is constructed, and a feasible data analysis, learning, and parameter calibration method based on RBF neural network is proposed, which is used to determine the corresponding decision support system. The simulation results prove that the control strategy proposed in this paper is effective and feasible. According to the temporal and spatial evolution of the paper, we can see that the network has been improved on the whole. (shrink)

This book is a grand review of the centurial development of rule of law in China. It covers the most important issues in this area and presents "political constitution," a new interpretative framework that allows the Chinese experience of rule of law to be more fully and correctly expressed. It is especially useful to scholars involved in the study of modern China. The main chapters of this book include: The Constituent Movement in the Late Qing Dynasty; The Xinhai (1911) Revolution; (...) Constitution-making at the Beginning of the Republic of China; The Great Revolution in the 1920s; The Rise of the Party State and its Transition; The Founding of 1949 New China and its Early Constitutional Development; and The Dualist System of Rule of Law in the Reforming Times. (shrink)

More than 1.2 million people are killed annually in road crashes all over the world, and still it seems that philosophers and, perhaps more importantly, professional ethicists have not devoted thought to the many moral issues that road traffic was bound to create. This article tries to understand why road ethics is all but ignored by philosophers and ethicists, and makes a plea for a change. By exploring ethically the traffic safety problem of speeding it (...) will be shown that ethical analysis is not only appropriate but mandatory. (shrink)

With the help of the current experiment, we wanted to learn more about the impact of visually demanding vs. cognitively demanding secondary tasks on the attention allocation of older pedestrians during the phase of traffic perception within the process of road crossing. For this purpose, we used two different road crossing tasks as well as two different secondary tasks. The road crossing “stop task” was a signal detection task, where an approaching car had to be detected. (...) The road crossing “go task” was a dynamic visual search task, where the resolution of a busy road situation had to be identified. The visual secondary task was a static visual search task and the cognitive secondary task was a 1-back task. One younger group and one older group of participants completed the tasks as single vs. dual-tasks in all possible combinations. Performance was measured through errors and response time; in addition, the subjective workload was assessed via NASA-TLX. Analyses show that the visual secondary task reduces performance in the road crossing more strongly than the cognitive task, while the visual task itself is less impaired by the road crossing tasks than is the cognitive task. Overall, performance diminishes from single to dual-task completion. Results further indicate age effects in terms of increased errors and response time for older compared to younger participants. In addition to these age effects, age-specific dual-task effects emerge for response time in the go task along with the visual task as well as for response time in the cognitive task along with the go task. Subjective workload is higher in the dual-task conditions than in the single tasks. Findings are discussed with regard to theoretical and practical implications. (shrink)

The integration of cellular networks and vehicular networks is complex and heterogeneous. Synchronization among vehicles in heterogeneous vehicular clusters plays an important role in effective data sharing and the stability of the cluster. This synchronization depends on the smooth exchange of information between vehicles and remote servers over the Internet. The remote servers predict road traffic patterns by adopting deep learning methods to help drivers on the roads. At the same time, local data processing at the vehicular cluster (...) level may increase the capabilities of remote servers. However, global positioning system signal interruption, especially in the urban environment, plays a big part in the detritions of synchronization among the vehicles that lead to the instability of the cluster. Instability of connections is a major hurdle in developing cost-effective solutions for deriving assistance and route planning applications. To solve this problem, a self-localization scheme within the vehicular cluster is proposed. The proposed self-localization scheme handles GPS signal interruption to the vehicle within the cluster. A unique clustering criterion and a synchronization mechanism for sharing traffic information system data among multiple vehicles are developed. The developed scheme is simulated and compared with existing known approaches. The results show the better performance of our proposed scheme over others. (shrink)

In his political writings, F. A. Hayek faces a classic liberal dilemma: he opposes coercion but recognizes that sometimes the state can help to minimize it. Hayek attempts to resolve the dilemma of the limits of state power by offering a definition of the rule of law that does not depend on a controversial conception of rights. However, his effort to formalize the rule of law fails. Not only does Hayek implicitly rely on an undefended theory of rights, but his (...) rule‐of‐law scheme is limited to the elaboration of general principles of good government, neglecting the need for reforms aimed directly at the political processes that result in the controversial forms of coercion he deplores. (shrink)

This paper determines the acoustic properties of external wall building materials composition. Noise pollution is one of the main pollutants nowadays but it is not considered of great importance in the construction field, despite some studies showing that greater acoustic pollution is produced by buildings under construction. The study consists of analysing two different types of buildings equipped with a different type of external masonry composition in terms of building materials. The buildings are located at “21 Dhjetori” street, Tirana, Albania. (...) Furthermore, the case study area is treated as an area that consistently harvests noise. The impact of noise pollution on the existing building materials is going to be analyzed. Those milestones will provide information regarding the noise levels, a comparison of the actual level of noise production (outdoor and indoor areas), sound transmission, and sound diminution, as well as the implementation of acoustic materials in order to improve the quality of life of the inhabitants. The selected area has the highest norms of acoustic pollution in the city according to the studies implemented by Determination of acoustic properties of building materials is an important task gaining higher importance due to the demand for suitable construction materials, located in places with high levels of noise and places with heavy traffic, such as in urban areas. The aim of this paper is to display a comparative study of the actual noise levels generated by this area. It indicates the acoustic properties of the current building materials followed by a more suitable soundproof insulation. (shrink)

On the basis of evidence drawn from the Waste book, Westfall and Nicholas have argued that Newton arrived at his second law of motion by reflecting on the implications of the first law. I analyze another argument in the Waste book which reveals that Newton also arrived at the second law by another very different route. On this route, it is the consideration of the third law and the principle of conservation of motion—and not the first law—that prompts Newton to (...) formulate the second law. The existence of these two routes is significant because each employs a distinct kind of reasoning about forces. Whereas the Nicholas–Westfall route via the principle of inertia bears the mark of Descartes’s influence, the alternative route proceeds from the action–reaction principle, which is widely regarded as an original Newtonian contribution to mechanics. In the course of exploring this alternate route to the second law, the origins and justification of the third law are examined.Keywords: Issac Newton; Waste book; Third law of motion; Second law of motion; Richard Westfall; John Nicholas. (shrink)

Automated Vehicles (AVs) are designed and programmed to follow traffic rules. However, there is no separate and comprehensive regulatory framework dedicated to AVs. The current Queensland traffic rules were designed for humans. These rules often contain open texture expressions, exceptions, and potential conflicts (conflict arises when exceptions cannot be handled in rules), which makes it hard for AVs to follow. This paper presents an automatic compliance checking framework to assess AVs behaviour against current traffic rules by addressing (...) these issues. Specifically, it proposes a framework to determine which traffic rules and open texture expressions need some additional interpretation. Essentially this enables AVs to have a suitable and executable formalization of the traffic rules. Defeasible Deontic Logic (DDL) is used to formalize traffic rules and reasoning with AV information (behaviour and environment). The representation of rules in DDL helps effectively in handling and resolving exceptions, potential conflicts, and open textures in rules. 40 experiments were conducted on eight realistic traffic scenarios to evaluate the framework. The evaluation was undertaken both quantitatively and qualitatively. The evaluation result shows that the proposed framework is a promising system for checking Automated Vehicle interpretation and compliance with current traffic rules. (shrink)

Taiwan is considered to be one of the most progressive countries in Asia but has no asylum law. Does it need one? Many in Taiwan, including officials and politicians, claim that the regulations that are currently in place are sufficient. There are, however, some people in Taiwan who require protection, and the government is not able to respond effectively in the absence of an asylum law. The author has identified several different groups in Taiwan that would benefit from an asylum (...) law — from Hong Kong protesters facing persecution, through Chinese dissidents or descendants of the ROC army from the Thai-Myanmar border region, to Turkish people with revoked passports; grouped into two major categories — persons from the PRC, Tibet, Hong Kong, and Macau and persons from other countries. The draft of the asylum law has been sitting in the Parliament for 14 years, and the reason for it not yet having passed is the “China Factor.” The Taiwan-China relationship thus cannot be disconnected from this issue, and the article discusses the three most common concerns with regard to this in the Taiwanese society. While these are legitimate concerns, they could be solved by adopting a dual asylum system dealing with group 1 and group 2 separately. Compared to UN member countries, Taiwan is on its own when it comes to the asylum issue, although adopting an asylum law is part of a broader push to bring Taiwan’s legal system in line with international human rights law. The article provides a comprehensive description and analysis of the refugee situation in Taiwan; it is based on document studies and interviews conducted in Taipei in autumn 2020. (shrink)

This study belongs to the ethnomethodological tradition of identifying the everyday practices accounting for the oiled machinery of social organization and applies this approach to understanding direction light usage. We observe a set of episodes videorecorded in North-East Italy in the urban traffic. We first unpack the meaning of direction light usage from a pragmatic perspective and then test our interpretation against the cases in our collection that seem to deviate from it. We argue that direction lights’ usage works (...) as an announcement to some road users and a request to a subset of them; in both cases, direction lights convey contextualized (indexical) coordinates about the vehicle’s prospective trajectory. We then explain the cases in which signaling is omitted and draw some implications for traffic coordination and safety. (shrink)

Mitchell’s philosophical contributions are part of an ongoing conversation among philosophers and scientists about laws and unification in biology, going back at least to Darwin. This article situates Mitchell in this conversation, explains why and how she has correctly guided us away from false idols, and engages several difficult questions she leaves open. I argue that there are different epistemic roles laws (or models describing lawlike regularities) play in biological inquiry. First, they play the role of “how possibly” explanations, akin (...) to Herschel’s characterization of Whewell’s “a priori Pegasus,” and second, they provide descriptions of empirical regularities, akin to the “plain matter of fact roadster.”. (shrink)

Sweden’s road safety policy, Vision Zero, seeks to eliminate deaths and serious injuries from traffic crashes, and it recognizes that the bottleneck in improving road safety is displacing mobility as the main priority of the road transportation system. This analysis considers the theory and practice of Vision Zero, first interpreting its proposed changes to responsibility for road safety, and then examining how it has been implemented. The research methods include document analyses, field observations, and interviews (...) with Swedish safety practitioners. This study found that Vision Zero’s main innovation is its explicit call for experts to have causal responsibility for injuries. Moreover, Vision Zero expands the responsibility attributed to road users, who are called on to voice demand for safety improvements to civil servants and elected officials. However, Vision Zero also needed to create institutions through which experts could be accountable for their new causal responsibility, and it needed to support popular organizing around traffic injury prevention. I suggest that a major limitation to increasing the status of road safety as a public problem is that it is generally understood as a private problem and changing this perception through policy requires a more deeply engaged public process. (shrink)

As we age, many physical, perceptual and cognitive abilities decline, which can critically impact our day-to-day lives. However, the decline of many abilities is concurrent; thus, it is challenging to disentangle the relative contributions of different abilities in the performance deterioration in realistic tasks, such as road crossing, with age. Research into road crossing has shown that aging and a decline in executive functioning is associated with altered information sampling and less safe crossing decisions compared to younger adults. (...) However, in these studies declines in age and EFs were confounded. Therefore, it is impossible to disentangle whether age-related declines in EFs impact on visual sampling and road-crossing performance, or whether visual exploration, and road-crossing performance, are impacted by aging independently of a decline in EFs. In this study, we recruited older adults with maintained EFs to isolate the impacts of aging independently of a decline EFs on road crossing abilities. We recorded eye movements of younger adults and older adults while they watched videos of road traffic and were asked to decide when they could cross the road. Overall, our results show that older adults with maintained EFs sample visual information and make similar road crossing decisions to younger adults. Our findings also reveal that both environmental constraints and EF abilities interact with aging to influence how the road-crossing task is performed. Our findings suggest that older pedestrians' safety, and independence in day-to-day life, can be improved through a limitation of scene complexity and a preservation of EF abilities. (shrink)

Sir Roger Penrose, retired professor of mathematics at the University of Oxford and collaborator with Stephen Hawking on black hole theory, has written 'a complete guide to the laws of the universe' called The Road to Reality. His publisher calls it the most important and ambitious work of science for a generation. Penrose caused a furore in the world of consciousness studies with his 1989 book The Emperor's New Mind, which conjectured a new mechanism for consciousness and kept a (...) faithful band of researchers busy for a decade with models based on microtubules and the like. Sadly, the idea fizzled out. The title of the 2002 Tucson 'Toward a Science of Consciousness' conference poetry slam winner was: Microtubules - my ass! (shrink)

This article examines some of the most relevant issues concerning P2P systems so as to take sides in today's strongly polarized debate. The idea is to integrate a context-based perspective with an ontological representation of informational norms; thanks to a procedural outlook which is presented in terms of burden of proof More particularly, we examine three ''roads." First, the topological approach to complex social networks allows us to comprehend the laws according to which information is distributed through P2P systems and (...) how a "short route" has joined, and sometimes replaced, the traditional "long route" between creator, business, and the public. The second road is the context-based perspective elaborated by Helen Nissenbaum, and developed by Francis Grodzinsky and Herman Tavani: The goal is to determine the norms that govern such an informational flow as norms of appropriateness and distribution. The final road is the informational viewpoint on ethics proposed by Luciano Floridi with the idea that standard ethical theories cannot easily be adapted to deal with the new informational issues emerging with digital technology. While empirical evidence on the impact of P2P systems is still quite controversial, it is crucial to determine on whom the burden of proof falls in a given context, on censors or advocates, by singling out both the default norms and exceptions in the use and development of P2P software. (shrink)

All families are political, each in its own way. Nevertheless, the diversity of family politics has not negated, by and large, patriarchal influence on the Political Family. This Article introduces the Political Family as a key concept in a scholarly and activist movement in family law studies which I identify as Critical Family Law. In Part I a reminder is offered that “alternative families” have existed since the dawn of history. However, I argue that despite constant changes in the configuration (...) of the family, for the most part all family forms have adhered to patriarchy. Part II offers a brief overview of some of the central themes in contemporary critical study of family law. I show how dichotomies such as private/public and intervention/autonomy have lain at the basis of the definition of the family since antiquity, constantly shifting the very meaning of the family across time, cultures and legal traditions, but rarely challenging its patriarchal ideology. Such challenges necessitate a critical look at the language of rights and obligations within the family, in acknowledgment that this very discourse is already saturated with ideology and biased preconceptions. Under the umbrella of “Critical Family Law,” I explore the potential for promoting such a shift, discussing articles in this issue. In memory of Paula Ettelbrick, 1955-2011. (shrink)