Over decades safety performance functions (SPF) have been developed as a tool for traffic safety in order to estimate the number of crashes in a specific road section. Despite the steady progression of methodological innovations in the crash analysis field, many fundamental issues have not been completely addressed. For instance: Is it better to use parsimonious or fully specified models? How should the goodness-of-fit of the models be assessed? Is it better to use a general model for the entire sample or specific models based on sample stratifications? This paper investigates the above issues by means of several SPFs developed using negative binomial regression models for two-lane rural highways in Spain. The models were based on crash data gathered over a 5-year period, using a broad number of explanatory variables related to exposure, geometry, design consistency and roadside features. Results show that the principle of parsimony could be too restrictive and that it provided simplistic models. Most previous studies apply conventional measurements (i.e., R2, BIC, AIC, etc.) to assess the goodness-of-fit of models. Seldom do studies apply cumulative residual (CURE) analysis as a tool for model evaluation. This paper shows that CURE plots are essential tools for calibrating SPF, while also providing information for possible sample stratification. Previous authors suggest that sample segmentation increases the model accuracy. The results presented here confirm that finding, and show that the number of significant variables in the final models increases with sample stratification. This paper point out that fully models based on sample segmentation and on CURE may provide more useful insights about traffic crashes than general parsimonious models when developing SPF.

Recycled concrete aggregates and mixed recycled aggregates are specified as types of aggregates with lower densities, higher water absorption capacities, and lower mechanical strength than natural aggregates. In this paper, the mechanical behaviour and microstructural properties of natural aggregates, recycled concrete aggregates and mixed recycled aggregates were compared. Different specimens of unbound recycled mixtures demonstrated increased resistance properties. The formation of new cement hydrated particles was observed, and pozzolanic reactions were discovered by electronon microscopy in these novel materials. The properties of recycled concrete aggregates and mixed recycled aggregates suggest that these recycled materials can be used in unbound road layers to improve their mechanical behaviour in the long term.

One of the main objectives of all public administrations is reducing traffic crashes. To this end, Road Safety Inspections (RSI) stand out as a key measure. Signaling roads is one of the foremost tasks of RSI. A road that is improperly or poorly signaled can lead to incorrect placement or maneuvers of vehicles and ambiguous situations that can increase the risk of crashes. This paper analyses the relationship between road crashes in two-lane rural highways and certain deficiencies in signaling. The results show that deficiencies such as "incomplete removal of road works markings" or "no guide sign or in incorrect position" are the ones associated with a higher probability of crashes in two-lane rural highways. In view of these results, governmental agencies should verify that the original conditions of a highway are re-established after any construction work is completed. They should also continuously follow up on the signaling of this type of highway in order to maintain optimal conditions.

Longitudinal road markings are a valuable aid in driving guidance. An increase in their width may influence driving and, therefore, road safety. Wider road markings generate a perception of a narrowing lane, which may induct drivers to reduce speed. The present study tries to verify if an increased width of longitudinal road markings actually helps one to drive more slowly, and consequently leads to enhanced road safety. For this purpose, three curves with reduced visibility were selected and driving speed was measured with normal and modified (wider) longitudinal road markings. The results showed a speed reduction effect of around 3.1% with wide road markings. The speed-reducing effect of wide marks was greater during weekends and with more intense traffic volume, while it was slightly attenuated by night. Finally, the calculation of some standard cases on a working day, and considering average traffic volume, gave the following speed reductions during the day and at night, respectively: for light vehicles, 2.24% and 1.96%; for heavy vehicles, 2.46% and 2.15%. In view of the results obtained, it may be said that using wide road markings can help reduce vehicle speed, thereby contributing to reduced traffic accidents and making road transport more sustainable.