DOCSLIB.ORG

Indicators for Traffic Safety Assessment and Prediction and Their Application in Micro-Simulation Modelling: a Study of Urban and Suburban Intersections

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Indicators for Traffic Safety Assessment and Prediction and Their Application in Micro-Simulation Modelling: a Study of Urban and Suburban Intersections Indicators for traffic safety assessment and prediction and their application in micro-simulation modelling: A study of urban and suburban intersections Jeffery Archer DEPARTMENT OF INFRASTRUCTURE Division for Transport and Logistics, ToL Centre for Transport Research, CTR The Greater Stockholm area defined by accident occurrence (from STRADA) Doctoral Thesis Stockholm, Sweden 2005 DEPARTMENT OF INFRASTRUCTURE Division for Transportation and Logistics, ToL Centre for Transportation Research, CTR Indicators for traffic safety assessment and prediction and their application in micro-simulation modelling: A study of urban and suburban intersections Jeffery Archer Doctoral Dissertation Royal Institute of Technology Stockholm, Sweden 2005 Picture on front cover represents the county of Stockholm defined by accident occurrence (data from STRADA) © Jeffery Archer ROYAL INSTITUTE OF TECHNOLOGY Kungliga Tekniska Högskolan (KTH) Department of Infrastructure Division of Transport and Logistics Centre for Traffic Research SE-100 44 Stockholm, SWEDEN Telephone +46 8 790 60 00 Fax +46 8 790 65 00 TRITA-INFRA 05-013 ISSN 1651-0216 ISRN KTH/INFRA/--05/013--SE ISBN 91-7323-119-3 Acknowledgements Acknowledgements The work presented in this thesis has been prepared at the Royal Institute of Technology (KTH), Stockholm, in accordance with several research projects commissioned by VINNOVA (formerly KFB) and the Swedish Road Authority (SRA). These projects include EMV, concerned with the further development of the Swedish effect-relationship models and knowledge base; and VTLKomb, concerned with the evaluation of traffic management and control systems. Both of these projects have been under the leadership of professor Karl- Lennart Bång at the Department of Transportation and Logistics (ToL). Part of the earlier work on this thesis was carried out as part of the SINDI-project based at the Centre for Transportation Research (CTR) and at the Swedish National Road and Transport Research Institute (VTI). This project was led by Dr. Gunnar Lind. CTR is a joint venture between KTH and VTI that is managed by professor Ingmar Andréasson. Work has also been carried out as part of the Hornsgatan demonstration project led by Patrik Wirsenius at SWECO VBB. This project has been commissioned by the Stockholm Office for Road and Real-Estate Management (GFK), and is concerned with the development of a safe city street. Special thanks to Malin Rosén and Jessica Fellers at SWECO VBB who made valuable contributions to the conflict observation study carried out as part of the work on the initial stages of this project. The main results of this safety study are presented in Chapter 6 of this thesis. Special thanks to professors Karl-Lennart Bång and Ingmar Andréasson for their support and encouragement during the preparation of this thesis, and during my term at KTH. Thanks also to all past and present colleagues at ToL and CTR. Stefan Eriksson deserves special credit for all his help and assistance during countless hours of field study, as does Azhar Al-Mudhaffar for his advice regarding the incident reduction function reported in Chapter 10. My good friend and colleague Andrew Cunningham at SWECO VBB also deserves credit for his much appreciated humour, and qualified knowledge and support on many issues, particularly those related to traffic signalling, micro-simulation and traffic analysis. Thanks also to Pontus Matstoms at VTI, and Åse Svensson at the Department Traffic Planning and Engineering (TFT), University of Lund, for their advice regarding this work. Lastly, very special thanks to my fiancée Malin Frising for her great understanding, support and encouragement during the preparation of this thesis. Stockholm, 20th February 2005 Jeffery Archer I II Contents Contents Part I: BACKGROUND Chapters 1 - 3 Part II: PREDICTIVE MODELLING AND SAFETY MEASUREMENT CONCEPTS AND TECHNIQUES Chapters 4 - 7 Part III: SIMULATION AS A DYNAMIC MODELLING APPROACH TO SAFETY ESTIMATION Chapters 8 - 10 Part IV: SYNTHESIS AND FINAL CONCLUSIONS Chapter 11 1. General introduction.....................................................................................................3 1.1 Traffic development.....................................................................................................................................3 1.2 The scope of the traffic safety problem....................................................................................................3 1.3 Traffic safety research from a historical perspective ..............................................................................5 1.4 General Systems Theory as an descriptive approach to traffic safety..................................................6 1.5 Traffic safety measurement and analysis ..................................................................................................7 1.5.1 Use of historical accident data.....................................................................................................7 1.5.2 Proximal safety indicators as an alternative approach.............................................................7 1.6 Traffic safety modelling...............................................................................................................................9 1.6.1 Mainstream modelling approaches.............................................................................................9 1.6.2 Modelling approaches based on traffic simulation ................................................................10 1.7 Aims and goals............................................................................................................................................12 2. Swedish traffic safety statistics and the identification of urban area problems....... 13 2.1 Traffic safety statistics for Sweden ..........................................................................................................13 2.1.1 General accident and exposure data.........................................................................................13 2.1.2 Accident types and road-user risk levels..................................................................................14 2.1.3 Accidents in urban areas vs. rural areas and motorways.......................................................15 2.1.4 Accidents at intersections...........................................................................................................17 2.2 Safety data collection and analysis ...........................................................................................................18 2.2.1 Accident and exposure data sources in Sweden.....................................................................18 2.2.2 Accident data quality and the problem of underreporting ...................................................19 2.3 Accident data and the dimensions of traffic safety...............................................................................21 III Contents 3. Understanding traffic accidents and the reasons for their occurrence ....................23 3.1 Accident analysis.........................................................................................................................................23 3.2 Large-scale longitudinal accident studies................................................................................................24 3.2.1 The UK study ..............................................................................................................................24 3.2.2 The French study.........................................................................................................................24 3.2.3 The US study................................................................................................................................25 3.3 Accidents and traffic system complexity ................................................................................................25 3.4 Accident causation and the human element ..........................................................................................26 3.5 Driver performance and error frequency ...............................................................................................28 3.6 Perceptual and cognitive limitations and information-processing .....................................................28 3.7 Traffic safety and the concept of risk .....................................................................................................30 3.8 Other models and theories of driver behaviour and performance.....................................................31 3.9 Accident causation and safety countermeasures ...................................................................................31 3.10 Implications of accident causation for safety analysis work..............................................................32 4. Traffic safety and predictive modelling......................................................................35 4.1 Predicting safety impact: SRA “effect-relationship” models...............................................................35 4.2 Predictive safety modelling approaches..................................................................................................36 4.3 Accident prediction based on ‘near-accidents’...........................................................................................39 5. Proximal safety indicator concepts and measurement techniques.......................... 41 5.1 Proximal
Load more

Recommended publications
  • Seizure Disorders and Commercial Motor Vehicle Driver Safety (Comprehensive Review)
    Evidence Report: Seizure Disorders and Commercial Motor Vehicle Driver Safety (Comprehensive Review) Presented to Federal Motor Carrier Safety Administration November 30, 2007 Prepared for Prepared by MANILA Consulting Group, Inc. ECRI 1420 Beverly Road, Suite 220 5200 Butler Pike McLean, VA 22101 Plymouth Meeting, PA 19462 This report is comprised of research conducted to analyze the impact of Seizure Disorders on Commercial Motor Vehicle Driver Safety. Federal Motor Carrier Safety Administration considers evidence, expert recommendations, and other data, however, all proposed changes to current standards and guidance (guidelines) will be subject to public-notice-and-comment and regulatory processes. FMCSA Evidence Report: Seizure Disorders and Commercial Motor Vehicle Driver Safety 11/30/2007 Policy Statement This evidence report was prepared by ECRI under subcontract to MANILA Consulting Group, Inc., which holds prime Contract No: GS-10F-0177N/DTMC75-06-F-00039 with the Department of Transportation’s Federal Motor Carrier Safety Administration. ECRI is an independent, nonprofit health services research agency and a Collaborating Center for Health Technology Assessment of the World Health Organization. ECRI has been designated an Evidence-based Practice Center (EPC) by the United States Agency for Healthcare Research and Quality. ECRI’s mission is to provide information and technical assistance to the healthcare community worldwide to support safe and cost-effective patient care. The results of ECRI’s research and experience are available through its publications, information systems, databases, technical assistance programs, laboratory services, seminars, and fellowships. The purpose of this evidence report is to provide information regarding the current state of knowledge on this topic.
    [Show full text]
  • Strategic Review of the Management of Occupational Road Risk
    Strategic review of the management of occupational road risk S Helman, N Christie, H Ward, G Grayson, E Delmonte, R Hutchins Prepared for: The Royal Society for the Prevention of Accidents (RoSPA) Quality approved: G Grayson R Hutchins (Technical (Project Manager) Referee) H Ward (Technical Referee) Disclaimer This report has been produced by the Transport Research Laboratory (TRL) and the Centre for Transport Studies at University College London (UCL). The work was funded through a grant from the RoSPA/BNFL Scholarship Scheme. The information contained herein is the property of TRL Limited and UCL and does not necessarily reflect the views or policies of The Royal Society for the Prevention of Accidents (RoSPA). Whilst every effort has been made to ensure that the matter presented in this report is relevant, accurate and up-to-date, TRL Limited and UCL cannot accept any liability for any error or omission, or reliance on part or all of the content in another context. When purchased in hard copy, this publication is printed on paper that is FSC (Forest Stewardship Council) and TCF (Totally Chlorine Free) registered. The order of authorship for the first two authors was determined on the toss of a coin. They contributed equally to the work included in the report. Contents amendment record This report has been amended and issued as follows: Version Date Description Editor Technical Referee 1 5/2/14 Draft report version 1 SH/NC GG/HW 2 10/4/14 Draft report version 2 SH/NC GG/HW 3 8/5/14 Final version SH/NC GG/HW 4 12/05/14 Revised final version SH/NC GG/HW 5 13/05/14 Revised final version SH/NC GG/HW Executive summary Background The reduction of injuries and deaths sustained from work-related driving is a priority for occupational health.
    [Show full text]
  • The Life-Cycle of the Barcelona Automobile-Industry Cluster, 1889-20151
    The Life-Cycle of the Barcelona Automobile-Industry Cluster, 1889-20151 • JORDI CATALAN Universitat de Barcelona The life cycle of a cluster: some hypotheses Authors such as G. M. P. Swann and E. Bergman have defended the hy- pothesis that clusters have a life cycle.2 During their early history, clusters ben- efit from positive feedback such as strong local suppliers and customers, a pool of specialized labor, shared infrastructures and information externali- ties. However, as clusters mature, they face growing competition in input mar- kets such as real estate and labor, congestion in the use of infrastructures, and some sclerosis in innovation. These advantages and disadvantages combine to create the long-term cycle. In the automobile industry, this interpretation can explain the rise and decline of clusters such as Detroit in the United States or the West Midlands in Britain.3 The objective of this paper is to analyze the life cycle of the Barcelona au- tomobile- industry cluster from its origins at the end of the nineteenth centu- ry to today. The Barcelona district remained at the top of the Iberian auto- mobile clusters for a century. In 2000, when Spain had reached sixth position 1. Earlier versions of this paper were presented at the International Conference of Au- tomotive History (Philadelphia 2012), the 16th World Economic History Congress (Stellen- bosch 2012), and the 3rd Economic History Congress of Latin America (Bariloche 2012). I would like to thank the participants in the former meetings for their comments and sugges- tions. This research benefitted from the financial support of the Spanish Ministry of Econo- my (MINECO) and the European Regional Development Fund (ERDF) through the projects HAR2012-33298 (Cycles and industrial development in the economic history of Spain) and HAR2015-64769-P (Industrial crisis and productive recovery in the Spanish history).
    [Show full text]
  • Shirra Flashes Signs at TV
    -v--,- ,? «, irtam the £f£scc»e#ecf nrocc . &5 A-QK' on Smoothest Space Fli ght ; News Roundup: From the State, Shirra Flashes Signs at TV ' SPACE CENTER , HOUSTON into the camera and laughing at Florida peninsula as it whipped asked mission control to "consider which causes residential lights to (AP) — Apollo7 Commander Wal- comments from the ground. None over it in 60 seconds. eliminating the chlorination of our Nation & World ter M. Schirra Jr., dim when heavy load appliances, wearing his of the three waved at the camera. Television transmission continued water today." such as air conditioners, are turned familiar lop-sided grin, greeted "You forgot to shave this morn- until the spacecraft passed over the Philadelphia Water on suddenly. The problem did not America from space with a joke ing, Eisele," Mission control said at horizon from Florida. Mission con- The astronauts periodically inject recur after the switch was reset. yesterday by televising a sign read- one point. trol said the final transmission chlorine into their water supply to The World ing Schirra and his crew seemed in a "Hello from the lovely Apollo came from about 800 to 900 miles assure its purity, but Schirra said it good mood entering the fourth day room , high atop everything." Lost His Razor Czech Workers Protest Soviet Pressure "I lost my razor," the Air Force from the Florida coast. took a period of time "before the of their 11-day, 41,2-million-mile Schirra. who refused to turn on Just over four hours after ' ' major replied. Astronauts cannot the water started tasting palatable flight.
    [Show full text]
  • Drink Driving Initiative
    DRINK DRIVING INITIATIVE 2016 SUMMARY REPORTS The work summarized in this report is part of the implementation of the Beer, Wine and Spirits Producers’ Commitments to Reduce Harmful Drinking CONTENTS 1 About this report 3 Executive Summary 4 Cambodia 8 Dominican Republic 12 Mexico 15 Namibia 19 Russia 24 South Africa 28 Thailand 1 ABOUT THIS REPORT Road traffic crashes result in more than 1.25 million fatalities and as many as 50 million injured people per year. Reducing these figures must remain high on political and public health agendas, especially if we are to meet the UN’s Sustainable Development Goal 3.6, to halve the number of global deaths and injuries resulting from road traffic crashes by 2020. Much work is already being done to improve road safety. In 2016, the United Nations General Assembly adopted resolution A/70/L.44, “Improving global road safety,” and identified many best-practice initiatives and strategies, which Member States and stakeholders could adopt to reduce road crashes. In addition, UN Road Safety Week 2017 focused on behavioral measures such as speed management, motorcycle helmets, seat belts and child restraints, and drink driving prevention. Henry Ashworth President of IARD Ultimately road safety is a shared responsibility and government, civil society and the private sector must all play a role in reducing deaths and injuries. The alcohol industry recognizes the dangers of drinking and driving, especially in low- and middle-income countries and has a long history of working in partnerships to prevent or reduce alcohol- related traffic deaths and injuries. The International Alliance for Responsible Drinking (IARD) and its member companies convene stakeholders to implement drink driving prevention initiatives using strategies that are evidence based and have proved effective in a variety of contexts.
    [Show full text]
  • Africa Road Safety Review Final Report
    NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. The contents of this report reflect the views of the authors who are responsible for the accuracy of the data presented herein. The contents do not necessarily reflect the official policy of the Department of Transportation. PROJECT REPORT PR/INT/659/00 AFRICA ROAD SAFETY REVIEW FINAL REPORT by Dr G Jacobs and A Aeron-Thomas (TRL Limited) Customer: US Department of Transportation/Federal Highway Administration Copyright TRL Limited December 2000. This report prepared for the US Department of Transportation/Federal Highway Administration and must not be referred to in any publication without the permission of the US Department of Transportation/Federal Highway Administration. The views expressed are those of the author(s) and not necessarily those of US Department of Transportation/Federal Highway Administration. This report has been produced by TRL Limited, under/as part of a Contract placed by the US Department of Transportation/Federal Highway Administration. Any views expressed are not necessarily those of the US Department of Transportation/Federal Highway Administration. AFRICA ROAD SAFETY REVIEW FINAL REPORT SUMMARY ...............................................................................................................................I 1 INTRODUCTION............................................................................................................
    [Show full text]
  • Human Factors As Causes for Road Traffic Accidents in the Sultanate of Oman Under Consideration of Road Construction Designs
    Human Factors as Causes for Road Traffic Accidents in the Sultanate of Oman under Consideration of Road Construction Designs Inauguraldissertation zur Erlangung des Doktorgrades (Dr. phil.) der philosophischen Fakultät II (Psychologie, Pädagogik und Sportwissenschaft) der Universität Regensburg Vorgelegt von Kai Plankermann Burglengenfeld 2013 Erster Gutachter: Prof. Dr. phil. Dr. h.c. Alf Zimmer Engineering Psychology Unit, University of Regensburg Zweiter Gutachter: Prof. Dr. rer. nat. Mark W. Greenlee Institute of experimental Psychology, University of Regensburg 1 Acknowledgement I would like to express my deepest gratitude to my advisor Professor Alf Zimmer for accepting me as his PhD student and for providing me with his continuous support. I would also like to thank Dr. Abdullah Al-Maniri who supported me throughout the data collection in Oman. Also, I owe my gratitude to Aisha Al-Belushia who conducted the interviews at Ibra Hospital. Finally, I would like to thank the following persons for contributing to this thesis in one way or another and apologize to those I forgot to mention. The Engineers Altayeb Al-Harthi, Muhammad Al-Hosny (both Muscat Municipality) and Saleh Al- Shukaili (Directorate General for Road and Land Transportation) for providing the road data; the Drs. Muhamad Zaheerudeen (Khoula Hospital), Salem Al-Abri (Nizwa Hospital) and Ali Al-Dawi (Ibra Hospital) for facilitating the data collection at the hospitals; the Engineers Jochen Zimmermann (IJK Associates), Jens Aalund, Klaus Andersen (both COWI) and Jürgen Piel (STRABAG) for fruitful discussions about road safety in Oman; Muhamad Al-Aamri, Mahmud Al-Khatri, Yousuf Al-Rawahi and Mazin Al-Wahibi for helping me during the data collection; Chantal Blake and Amanda Amarotico for proofreading first drafts of this thesis; Dr.
    [Show full text]
  • Zaouk-1 DRIVER ALCOHOL DETECTION SYSTEM for SAFETY
    DRIVER ALCOHOL DETECTION SYSTEM FOR SAFETY (DADSS) – A STATUS UPDATE. Abdullatif K. Zaouk Michael Wills QinetiQ North America U.S.A. Eric Traube National Highway Traffic Safety Administration U.S.A. Robert Strassburger Alliance of Automobile Manufacturers U.S.A. Paper Number 15-0276 ABSTRACT The National Highway Traffic Safety Administration (NHTSA) and the Automotive Coalition for Traffic Safety (ACTS) began research in February 2008 to try to find potential in-vehicle approaches to the problem of alcohol-impaired driving. Members of ACTS comprise motor vehicle manufacturers representing approximately 99 percent of light vehicle sales in the U.S. This cooperative research partnership, known as the Driver Alcohol Detection System for Safety (DADSS) Program, is exploring the feasibility, the potential benefits of, and the public policy challenges associated with a more widespread use of non-invasive technology to prevent alcohol-impaired driving. The 2008 cooperative agreement between NHTSA and ACTS for Phases I and II outlined a program of research to assess the state of detection technologies that are capable of measuring blood alcohol concentration (BAC) or Breath Alcohol Concentration (BrAC) and to support the creation and testing of prototypes and subsequent hardware that could be installed in vehicles. This paper will outline the technological approaches and program status. INTRODUCTION Alcohol-impaired driving (defined as driving at or above the legal limit in all states of 0.08 g/dL or 0.08 percent) is one of the primary causes of motor vehicle fatalities on U.S. roads every year and in 2011 alone resulted in almost 10,000 deaths.
    [Show full text]
  • California State Highway Safety Plan for FY16
    HIGHWAY SAFETY PLAN Federal Fiscal Year 2016 (October 1, 2015 through September 30, 2016) PREPARED FOR U. S. DEPARTMENT OF TRANSPORTATION NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION PREPARED BY OFFICE OF TRAFFIC SAFETY Rhonda L. Craft, Director Table of Contents Highway Safety Planning Process Annual Grant Cycle .............................................................................. 4 Data Sources ......................................................................................... 4 Participants in the Process ..................................................................... 6 Selection Process ................................................................................... 7 Program/Grant Development ................................................................. 8 Evidenced-Based Enforcement Plan ..................................................... 9 Regions and Coordinators ................................................................... 10 Program Area Specialists ..................................................................... 11 Performance Plan .................................................................................................. 12 Mission ................................................................................................. 13 Vision ................................................................................................... 13 State Demographic Analysis ................................................................ 13 Priority Funding Strategies .................................................................
    [Show full text]
  • Spectrum of Road Safety Activities
    UNITED NATIONS ECONOMIC COMMISSION FOR EUROPE SPECTRUMSPECTRUM OFOF ROADROAD SSAFETYAFETY AACTIVITIESCTIVITIES UNITED NATIONS UNITED NATIONS ECONOMIC COMMISSION FOR EUROPE TRANSPORT DIVISION SPECTRUM OF ROAD SAFETY ACTIVITIES UNITED NATIONS New York and Geneva, 2012 United Nations Economic Commission for Europe The United Nations Economic Commission for Europe (UNECE) is one of the five United Nations regional commissions, administered by the Eco- nomic and Social Council (ECOSOC). It was established in 1947 with the mandate to help rebuild post-war Europe, develop economic activ- ity and strengthen economic relations among European countries, and between Europe and the rest of the world. During the Cold War, UNECE served as a unique forum for economic dialogue and cooperation be- tween East and West. Despite the complexity of this period, significant achievements were made, with consensus reached on numerous har- monization and standardization agreements. In the post-Cold War era, UNECE acquired not only many new member States, but also new functions. Since the early 1990s the organization has focused on analyses of the transition process, using its harmonization ex- perience to facilitate the integration of Central and Eastern European countries into the global markets. UNECE is the forum where the countries of western, central and eastern Europe, central Asia and North America – 56 countries in all – come to- gether to forge the tools of their economic cooperation. That coopera- tion concerns economics, statistics, environment, transport, trade, sus- tainable energy, timber and habitat. The Commission offers a regional framework for the elaboration and harmonization of conventions, norms and standards. The Commission’s experts provide technical assistance to the countries of South-East Europe and the Commonwealth of Inde- pendent States.
    [Show full text]
  • Vision Zero: a Toolkit for Road Safety in the Modern Era Ellen Kim* , Peter Muennig and Zohn Rosen
    Kim et al. Injury Epidemiology (2017) 4:1 DOI 10.1186/s40621-016-0098-z REVIEW Open Access Vision zero: a toolkit for road safety in the modern era Ellen Kim* , Peter Muennig and Zohn Rosen Abstract Vision Zero (VZ) is a public program that aims to have zero fatalities or serious injuries from road traffic crashes. This article examines various major components of VZ: how VZ redefines road safety, how VZ principles and philosophies can be applied to modern car and road designs, and how VZ can be applied to traffic. Applications of these principles to real-world traffic infrastructure are explored in order to show policymakers the toolkits available to increase road safety while taking into consideration local contexts. Keywords: Vision zero, Road safety, Traffic, Accidents, Crashes, Injury Review VZ’s long-term goal, as the name suggests, is to have Introduction zero fatalities or serious injuries from road traffic “acci- More than 1.2 million people worldwide are killed each dents” (Tingvall and Haworth 1999). While that might year from road traffic crashes, and an additional 50 million not be a realistic goal, its proponents believe that there people are injured (World Health Organization 2015). is no such thing as a traffic “accident” and that every These crashes are often perceived as isolated incidents crash is avoidable. This drastically changes the way road caused by driving errors, rather than being viewed collect- users and policymakers view road safety. ively as a public health problem. However, viewing crashes VZ redefines road safety by taking a public health ap- as errors has led to an emphasis on enacting road safety proach to collisions, i.e., that they are a preventable measures that solely focus on road users (Tingvall and health threat.
    [Show full text]
  • H:\My Documents\Article.Wpd
    Vehicle Data Codes as of 1/26/2010 Press CTRL + F to prompt the search field. VEHICLE DATA CODES TABLE OF CONTENTS 1--LICENSE PLATE TYPE (LIT) FIELD CODES 1.1 LIT FIELD CODES FOR REGULAR PASSENGER AUTOMOBILE PLATES 1.2 LIT FIELD CODES FOR AIRCRAFT 1.3 LIT FIELD CODES FOR ALL-TERRAIN VEHICLES AND SNOWMOBILES 1.4 SPECIAL LICENSE PLATES 1.5 LIT FIELD CODES FOR SPECIAL LICENSE PLATES 2--VEHICLE MAKE (VMA) AND BRAND NAME (BRA) FIELD CODES 2.1 VMA AND BRA FIELD CODES 2.2 VMA, BRA, AND VMO FIELD CODES FOR AUTOMOBILES, LIGHT-DUTY VANS, LIGHT- DUTY TRUCKS, AND PARTS 2.3 VMA AND BRA FIELD CODES FOR CONSTRUCTION EQUIPMENT AND CONSTRUCTION EQUIPMENT PARTS 2.4 VMA AND BRA FIELD CODES FOR FARM AND GARDEN EQUIPMENT AND FARM EQUIPMENT PARTS 2.5 VMA AND BRA FIELD CODES FOR MOTORCYCLES AND MOTORCYCLE PARTS 2.6 VMA AND BRA FIELD CODES FOR SNOWMOBILES AND SNOWMOBILE PARTS 2.7 VMA AND BRA FIELD CODES FOR TRAILERS AND TRAILER PARTS 2.8 VMA AND BRA FIELD CODES FOR TRUCKS AND TRUCK PARTS 2.9 VMA AND BRA FIELD CODES ALPHABETICALLY BY CODE 3--VEHICLE MODEL (VMO) FIELD CODES 3.1 VMO FIELD CODES FOR AUTOMOBILES, LIGHT-DUTY VANS, AND LIGHT-DUTY TRUCKS 3.2 VMO FIELD CODES FOR ASSEMBLED VEHICLES 3.3 VMO FIELD CODES FOR AIRCRAFT 3.4 VMO FIELD CODES FOR ALL-TERRAIN VEHICLES 3.5 VMO FIELD CODES FOR CONSTRUCTION EQUIPMENT 3.6 VMO FIELD CODES FOR DUNE BUGGIES 3.7 VMO FIELD CODES FOR FARM AND GARDEN EQUIPMENT 3.8 VMO FIELD CODES FOR GO-CARTS 3.9 VMO FIELD CODES FOR GOLF CARTS 3.10 VMO FIELD CODES FOR MOTORIZED RIDE-ON TOYS 3.11 VMO FIELD CODES FOR MOTORIZED WHEELCHAIRS 3.12
    [Show full text]