This paper presents crash rate benchmarks for evaluating US-based Automated Driving Systems (ADS) for multiple urban areas. The purpose of this study was to extend prior benchmarks focused only on surface streets to additionally capture freeway crash risk for future ADS safety performance assessments. Using publicly available police-reported crash and vehicle miles traveled (VMT) data, the methodology details the isolation of in-transport passenger vehicles, road type classification, and crash typology. Key findings revealed that freeway crash rates exhibit large geographic dependence variations with any-injury-reported crash rates being nearly 3.5 times higher in Atlanta (2.4 IPMM; the highest) when compared to Phoenix (0.7 IPMM; the lowest). The results show the critical need for location-specific benchmarks to avoid biased safety evaluations and provide insights into the vehicle miles traveled (VMT) required to achieve statistical significance for various safety impact levels. The distribution of crash types depended on the outcome severity level. Higher severity outcomes (e.g., fatal crashes) had a larger proportion of single-vehicle, vulnerable road users (VRU), and opposite-direction collisions compared to lower severity (police-reported) crashes. Given heterogeneity in crash types by severity, performance in low-severity scenarios may not be predictive of high-severity outcomes. These benchmarks are additionally used to quantify at the required mileage to show statistically significant deviations from human performance. This is the first paper to generate freeway-specific benchmarks for ADS evaluation and provides a foundational framework for future ADS benchmarking by evaluators and developers.

Many agencies have adopted the FHWA-recommended systemic approach to traffic safety, an essential supplement to the traditional hotspot crash analysis which develops region-wide safety projects based on identified risk factors. However, this approach narrows analysis to specific crash and facility types. This specification causes inefficient use of crash and inventory data as well as non-comprehensive risk evaluation and countermeasure selection for each location. To improve the comprehensiveness of the systemic approach to safety, we develop an enhanced process, ROADFIRST, that allows users to identify potential crash types and contributing factors at any location. As the knowledge base for such a process, crash types and contributing factors are analyzed with respect to features of interest, including both dynamic and static traffic-related features, using Random Forest and analyzed with the SHapley Additive exPlanations (SHAP) analysis. We identify and rank features impacting the likelihood of three sample contributing factors, namely alcohol-impaired driving, distracted driving, and speeding, according to crash and road inventory data from North Carolina, and quantify state-wide road segment risk for each contributing factor. The introduced models and methods serve as a sample for the further development of ROADFIRST by state and local agencies, which benefits the planning of more comprehensive region-wide safety improvement projects.

This study compares the safety of autonomous- and human drivers. It finds that the Waymo One autonomous service is significantly safer towards other road users than human drivers are, as measured via collision causation. The result is determined by comparing Waymo's third party liability insurance claims data with mileage- and zip-code-calibrated Swiss Re (human driver) private passenger vehicle baselines. A liability claim is a request for compensation when someone is responsible for damage to property or injury to another person, typically following a collision. Liability claims reporting and their development is designed using insurance industry best practices to assess crash causation contribution and predict future crash contributions. In over 3.8 million miles driven without a human being behind the steering wheel in rider-only (RO) mode, the Waymo Driver incurred zero bodily injury claims in comparison with the human driver baseline of 1.11 claims per million miles (cpmm). The Waymo Driver also significantly reduced property damage claims to 0.78 cpmm in comparison with the human driver baseline of 3.26 cpmm. Similarly, in a more statistically robust dataset of over 35 million miles during autonomous testing operations (TO), the Waymo Driver, together with a human autonomous specialist behind the steering wheel monitoring the automation, also significantly reduced both bodily injury and property damage cpmm compared to the human driver baselines.

Estimation of the prerequisites for the maintenance, repair, rehabilitation and reconstruction of pavement is one of the requirements for the design and maintenance of the structure of pavement. The pavement design methods are based on providing a proper prediction of the structure of pavement to keep it in permissible condition. The term'remaining service life' (RSL) refers to the time it takes for the pavement to reach an unacceptable status and need to be rehabilitated or reconstructed (Elkins, Thompson, Groerger, Visintine, & Rada, 2013 Elkins, G. E., Thompson, T. M., Groerger, J. L., Visintine, B., & Rada, G. R. (2013). Prediction of the RSL is a basic concept of pavement maintenance planning. Awareness of the future conditions of pavement is a key point in making decisions in the planning of pavement maintenance. On the other hand, we know that pavement optimization methods are urgently needed to predict changes in pavement conditions over a defined period of time.