Annual performance indicators of enforced driver behaviours in South Australia, 2007

This report was produced to quantify performance indicators for selected enforced driver behaviours (drink driving, drug driving, speeding and restraint use) in South Australia for the calendar year 2007. The level of random breath testing (RBT) in South Australia in 2007 decreased slightly but remained at a relatively high level. The proportion of tests conducted using mobile RBT continued to increase. The detection rate based on evidentiary testing increased in 2007 to the highest level on record, while the detection rate for screening tests decreased. Detection rates in South Australia were comparable with those in other states. Just over 12,000 drug tests were conducted during 2007, the first full year of random drug testing. Relative to other Australian jurisdictions supplying comparative data, South Australia had the highest testing rate per head of population. Around 24 drivers per 1,000 tested were confirmed positive for at least one of the three prescribed drugs with methylamphetamine the most commonly detected drug. Of the fatally injured drivers who were drug tested in 2007, 25 per cent tested positive for illicit drugs. There was a slight decrease in the number of hours spent on speed detection in 2007. Nevertheless, the total number of speed detections increased, with increases observed for speed camera and red light/speed cameras, the latter most likely due to the expansion of the program. The detection rate (per hour of enforcement and per 1,000 vehicles passing speed cameras) increased by around 30 per cent. Data from systematic speed surveys, introduced in 2007, indicated that travelling speeds on South Australian roads were increasing. The number of restraint offences in 2007 decreased by 14 per cent. Males were charged with more restraint offences and were more likely to be unrestrained in fatal and serious injury crashes than females, indicating that males remain an important target for restraint enforcement. The 2007 publicity campaign focused on the consequences of not using restraints rather than increasing the perceived risk of detection.LN Wundersitz, K Hiranandani, MRJ Baldoc

Exploratory study on airbag suitability for low engine capacity motorcycles

Motorcyclist constituted more than 50% of road deaths in Malaysia. Statistics showed that most fatal motorcyclist crashes involved passenger cars: with sideswipe or side impact reported to be the most frequent crash configurations. Many related studies have been performed to completely understand such motorcycle crashes which resulted in many safety inventions. These include installation of airbag onto motorcycle to study its effectiveness in potentially reducing motorcyclist’s injury. However, previous related studies known mainly dealt airbag’s effectiveness for large cc motorcycles. Hence, an exploratory study was conducted to study airbag’s suitability in mitigating rider’s injury during collision for motorcycle with low engine capacity (cc). Two different full-scale crash tests of motorcycle (with and without mounted airbag) side-impacting passenger car were conducted in accordance to ISO 13232. The test results in terms of high-speed video recordings (crash kinematics), motorcycle damage profiles and dummy injuries were analysed and discussed. It could be suggested from the results obtained that an airbag system for low cc motorcycle is feasible and further study is needed for better airbag concept and design which could reduce motorcyclist injury during collision

Gasoline prices and road fatalities: international evidence

This study utilizes data for 144 countries from 1991 to 2010 to present the first international estimates of the gasoline price elasticity of road fatalities. We instrument each country’s gasoline price with that country’s oil reserves and the yearly international crude oil price to address potential endogeneity concerns. Our findings suggest that the average reduction in road fatalities resulting from a 10% increase in the gasoline pump price is in the order of 3%–6%. Around 35,000 road deaths per year could be avoided by the removal of global fuel subsidies

Identifying and characterising crashes of returning riders: A new approach

Surveys have identified that many older motorcyclists are returning riders but it is difficult to draw conclusions about their crash risk because of discrepancies in definitions and the inability to identify returning riders in official crash databases. Analyses of NSW crash data were undertaken in which returning riders were defined as aged 25 and over, holding a full licence 10 years prior to the crash, and not the registered operator of one or more motorcycles during the 5-10 years prior to the crash. Based on this definition, there were 472 riders in casualty crashes in 2005-09 who were returning riders (5.5% of riders aged 25 and over in casualty crashes) and the characteristics of their crashes were similar to those involving continuing riders. In contrast, crashes of new riders were more likely to have characteristics suggestive of relatively more riding in urban areas, probably for transport rather than recreation. More work is recommended to assess the validity of the definition to allow a better understanding of the effects of long periods away from riding on riding skills and crash risk

Factors Associated with Motorcycle Risk Behavior among Thai University Students, Khon Kaen

The aim of this research was to assess motorcycle risk behavior (MRB) among Thai students in Khon Kaen University. The research used a cross sectional study. Fifty Thai students recruited using purposive sample technique and the chi-square test was used to analyze relationship between characteristic associated with MRB. The most common MRB were making U-turn (38%), sometimes driving above the speed limit (36%), driving with more than two passanger (48%) and sometimes not wearing helmet (36%). The result showed that sex and riding history associated with MRB (Psex < 0.05; Priding history < 0.05). Sex and riding history were significantly associated with MRB. Improving knowledge is important to decrease risky motorcycle driving behavior. Additionally, the need to provide intervention programs, promotion, and awareness related to student’s safety riding behavior could be recommended, from this information

Analysis of Crashes in the Delaware Valley, 2010 - 2012

Understanding crashes on the roads in the Delaware Valley is an important step in increasing safety. This publication analyzes information about crashes and the eight key safety emphasis areas for the region developed in conjunction with the 2014 update of the Transportation Safety Action Plan (DVRPC Publication #15022). Analysis includes numbers and rates of crashes, as well as information about injuries and fatalities, and where and how the crashes occurred to better understand why. Analysis of national and state emphasis areas, coordinated with the Pennsylvania and New Jersey departments of transportation, resulted in focusing on eight emphasis areas for the Delaware Valley. These eight emphasis areas were contributing factors for over 97 percent of crash fatalities. Information is also provided regarding for which counties these emphasis areas might most efficiently be addressed in order to improve safety. The forthcoming Transportation Safety Action Plan will include recommendations for strategies to use for each emphasis area

ROADSIDE BARRIER AND PASSIVE SAFETY OF MOTORCYCLISTS ALONG EXCLUSIVE MOTORCYCLE LANES

The tremendous increase in number of motorcycles and fatalities in some ASEAN countries is becoming a main concern for the safety of motorcyclists along exclusive motorcycle lanes. The existing w-beam guardrail system along exclusive motorcycle lanes was originally designed to reduce severity of a crash when cars and trucks involve in run-off road accident – but not specifically to protect motorcyclists during such accident. However, the consequences of this guardrail design on the passive safety of motorcyclist have been given little consideration. Thus, Probability of the motorcyclists getting injured on collision with guardrail is higher compared to other motor vehicle’s driver. In order to investigate the passive safety of motorcyclists while in collision with this guardrail, this study carried out computer simulation of typical crash scenario and conducted a physical crash test to validate the simulation model. The study examines the crash mechanism as related to injury severity when motorcyclist interacts with W-beam guardrail. A three-dimensional computer simulation of a scaled Hybrid III 50th percentile Male dummy mounted on a motorcycle and colliding with W-beam guardrail was carried out. Multi-body model of motorcycle and finite element model of guardrail were developed with commercially available software called MADYMO. The simulation model is validated with a simple crash test conducted with same initial impact configuration. The subsequent simulations were set up for impacting the existing w-beam guardrail with 110 kg motorcycle using eighteen impact conditions that consist of impact angles 15o, 30o and 45o, impact speeds of 32, 48 and 60km/h as well as post spacing of 2m and 4m. The predicted rider’s injury risk criteria were used to assess safety of guardrail response to motorcyclists. The obtained results confirmed that the existing w-beam guardrail is not safe to motorcyclist, especially for the head injury at impact speed 48km/h and impact angle of 45 degree