M. Blewden, Sienna MacArthur-Beadle, Geoffrey Haines, Ali Raja, Anna-Karin Nord, Greer Hawley
The Innovating Streets for People programme supported street space reallocation to enhance the safety, accessibility, and liveability of streets throughout Aotearoa New Zealand. The programme supported the use of tactical urbanism and co-design practices to more easily and quickly deliver temporary solutions that demonstrate and build support for change, bring forward benefits, and enhance permanent solutions. Innovating Streets for People funding (2020-21) supported the delivery of 62 temporary walking and cycling projects across Aotearoa. Approximately 89km of interim street treatments were delivered, including cycleways, safe crossings, parklets, and traffic calming. A mixed-method evaluation showed that Innovating Streets for People projects can accelerate a range of benefits, including safety and accessibility improvements and more supportive environments for active travel. A focus on continuous improvement, sector capability, and addressing system constraints, is needed to realise further programme potential. How evaluation and practice-based learning from Innovating Streets for People has been integrated within the design of the 2021-24 Streets for People Programme, and how responses are expected to support intended outcomes, are discussed.
{"title":"Streets for Tomorrow… Today","authors":"M. Blewden, Sienna MacArthur-Beadle, Geoffrey Haines, Ali Raja, Anna-Karin Nord, Greer Hawley","doi":"10.33492/jrs-d-22-00041","DOIUrl":"https://doi.org/10.33492/jrs-d-22-00041","url":null,"abstract":"The Innovating Streets for People programme supported street space reallocation to enhance the safety, accessibility, and liveability of streets throughout Aotearoa New Zealand. The programme supported the use of tactical urbanism and co-design practices to more easily and quickly deliver temporary solutions that demonstrate and build support for change, bring forward benefits, and enhance permanent solutions. Innovating Streets for People funding (2020-21) supported the delivery of 62 temporary walking and cycling projects across Aotearoa. Approximately 89km of interim street treatments were delivered, including cycleways, safe crossings, parklets, and traffic calming. A mixed-method evaluation showed that Innovating Streets for People projects can accelerate a range of benefits, including safety and accessibility improvements and more supportive environments for active travel. A focus on continuous improvement, sector capability, and addressing system constraints, is needed to realise further programme potential. How evaluation and practice-based learning from Innovating Streets for People has been integrated within the design of the 2021-24 Streets for People Programme, and how responses are expected to support intended outcomes, are discussed.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2022-11-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48981262","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
S. Mandic, Charlotte Flaherty, J. Mindell, Enrique Garía Bengoechea
Cycling to school is uncommon among adolescents in most developed countries. Development of cycling skills through cycle skills training (CST) can reduce cycling-related safety concerns. This study examined long-term effects of CST retrospectively by comparing adolescents’ perceptions of cycling to school and their confidence to cycle to school among those who participated in CST in primary and/or intermediate school with non-participants. Adolescents (n=1,260; 51% female; 12 schools) from Dunedin (New Zealand) completed an online survey at school. Adolescents self-reported transport modes to school, perceptions of cycling to school and CST, and previous participation in and perceived benefits of school-based CST programmes. Only 1-2% adolescents usually cycled to school. Overall, 42% agreed CST would make them safer in traffic (no significant difference between CST participants (n=512) and non-participants (n=748)). Among CST participants, 32% reported that CST increased their confidence to cycle to school and those adolescents had more favourable attitudes towards CST than participants who reported no effects. In a multivariable analysis, adolescents’ perceptions that CST increased their cycling confidence were positively associated with self-efficacy for cycling to school (odds ratio (OR) (95% confidence interval (CI)): 1.33 (1.07, 1.67)), perceived school support (1.51 (1.01, 2.25)), parental cycling-related safety concerns (1.84 (1.25, 2.69)) and being Māori (6.47 (2.36, 17.7)) or other ethnic origins (2.26 (1.00, 5.10); reference: New Zealand Europeans). Therefore, CST could be a useful strategy to support adolescents’ cycling to school, ideally (as suggested in the literature) in combination with appropriate infrastructure changes and speed management measures.
{"title":"Adolescents’ perceptions of long-term effects of cycle skills training","authors":"S. Mandic, Charlotte Flaherty, J. Mindell, Enrique Garía Bengoechea","doi":"10.33492/jrs-d-22-00031","DOIUrl":"https://doi.org/10.33492/jrs-d-22-00031","url":null,"abstract":"Cycling to school is uncommon among adolescents in most developed countries. Development of cycling skills through cycle skills training (CST) can reduce cycling-related safety concerns. This study examined long-term effects of CST retrospectively by comparing adolescents’ perceptions of cycling to school and their confidence to cycle to school among those who participated in CST in primary and/or intermediate school with non-participants. Adolescents (n=1,260; 51% female; 12 schools) from Dunedin (New Zealand) completed an online survey at school. Adolescents self-reported transport modes to school, perceptions of cycling to school and CST, and previous participation in and perceived benefits of school-based CST programmes. Only 1-2% adolescents usually cycled to school. Overall, 42% agreed CST would make them safer in traffic (no significant difference between CST participants (n=512) and non-participants (n=748)). Among CST participants, 32% reported that CST increased their confidence to cycle to school and those adolescents had more favourable attitudes towards CST than participants who reported no effects. In a multivariable analysis, adolescents’ perceptions that CST increased their cycling confidence were positively associated with self-efficacy for cycling to school (odds ratio (OR) (95% confidence interval (CI)): 1.33 (1.07, 1.67)), perceived school support (1.51 (1.01, 2.25)), parental cycling-related safety concerns (1.84 (1.25, 2.69)) and being Māori (6.47 (2.36, 17.7)) or other ethnic origins (2.26 (1.00, 5.10); reference: New Zealand Europeans). Therefore, CST could be a useful strategy to support adolescents’ cycling to school, ideally (as suggested in the literature) in combination with appropriate infrastructure changes and speed management measures.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2022-11-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43529096","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
As a result of a review of the Western Australian Road Safety Commission’s (Commission) public participation and engagement activities carried out during 2019, broad interest in the Commission’s community engagement, attitude and behaviour research was generated. The scope of this paper is to report and discuss the data collected on community engagement with an aim of zero road trauma and fostering road user cohesion. Qualitative research methods, focus groups and kitchen table discussions were used to identify what core narratives would be effective to generate confidence and motivation in a vision of eliminating road trauma by influencing how road safety is discussed amongst community members. The study identified that Western Australia needs to adjust the narrative used to engage the community with the objective of eliminating road trauma.
{"title":"Community Engagement for Road Safety in Western Australia","authors":"T. Williams","doi":"10.33492/jrs-d-21-00064","DOIUrl":"https://doi.org/10.33492/jrs-d-21-00064","url":null,"abstract":"As a result of a review of the Western Australian Road Safety Commission’s (Commission) public participation and engagement activities carried out during 2019, broad interest in the Commission’s community engagement, attitude and behaviour research was generated. The scope of this paper is to report and discuss the data collected on community engagement with an aim of zero road trauma and fostering road user cohesion. Qualitative research methods, focus groups and kitchen table discussions were used to identify what core narratives would be effective to generate confidence and motivation in a vision of eliminating road trauma by influencing how road safety is discussed amongst community members. The study identified that Western Australia needs to adjust the narrative used to engage the community with the objective of eliminating road trauma.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2022-11-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45076464","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
M. Keall, L. Watson, Casey Rampollard, S. Newstead
Some New Car Assessment Programs (NCAPs) include pedestrian safety ratings based on crash tests. We compared 2,682 real-world Australasian pedestrian injury outcomes with pedestrian safety ratings provided by the Australasian NCAP within the speed limit areas where the collisions occurred. We found that the risk of a pedestrian fatal or severe (involving hospital treatment) injury was considerably reduced for the safest rated vehicles studied, but only in speed limit areas of 40km/h or less. From the perspective of promoting a safer system for pedestrians, these results imply that both lowered speed limits and a safer vehicle fleet are required.
{"title":"Association Between Australasian New Car Assessment Program Pedestrian Ratings and Injury Severity in Real-Life Crashes in Different Speed Limit Areas","authors":"M. Keall, L. Watson, Casey Rampollard, S. Newstead","doi":"10.33492/jrs-d-22-00005","DOIUrl":"https://doi.org/10.33492/jrs-d-22-00005","url":null,"abstract":"Some New Car Assessment Programs (NCAPs) include pedestrian safety ratings based on crash tests. We compared 2,682 real-world Australasian pedestrian injury outcomes with pedestrian safety ratings provided by the Australasian NCAP within the speed limit areas where the collisions occurred. We found that the risk of a pedestrian fatal or severe (involving hospital treatment) injury was considerably reduced for the safest rated vehicles studied, but only in speed limit areas of 40km/h or less. From the perspective of promoting a safer system for pedestrians, these results imply that both lowered speed limits and a safer vehicle fleet are required.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2022-11-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48663544","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
During the global pandemic, an international road safety on-line collaboration between Australia and Cambodia was initiated to design, develop and deliver a virtual training course in June/July 2021. Ten highly experienced Australian and Cambodian road safety practitioners voluntarily combined with the enthusiasm and dedication of 53 committed Cambodian young peer influencers to achieve highly productive results. In the month following the training sessions, the youth syndicates produced promotional leaflets, banners, infographics and 10 short videos to deliver tailored messages to over 26,000 community members in villages and cities in Cambodia. The communications media included Facebook and TikTok as well as workshops and direct messaging at vaccination points. This program epitomises what can be achieved with the goodwill of road safety professionals using an international network to combine with enthusiastic, dedicated and committed youth peer influencers, all within a framework of voluntary community services. Actions, outcomes and the impact of this knowledge-transfer and youth empowerment initiative is presented as an example of a successful road safety intervention.
{"title":"Transferring road safety knowledge from road safety specialists empowering peer influencers in Cambodia: turning adversity into success during the pandemic","authors":"R. Shuey, S. Sann, Kolbotra Chhi, Sovann Kong","doi":"10.33492/jrs-d-21-00068","DOIUrl":"https://doi.org/10.33492/jrs-d-21-00068","url":null,"abstract":"During the global pandemic, an international road safety on-line collaboration between Australia and Cambodia was initiated to design, develop and deliver a virtual training course in June/July 2021. Ten highly experienced Australian and Cambodian road safety practitioners voluntarily combined with the enthusiasm and dedication of 53 committed Cambodian young peer influencers to achieve highly productive results. In the month following the training sessions, the youth syndicates produced promotional leaflets, banners, infographics and 10 short videos to deliver tailored messages to over 26,000 community members in villages and cities in Cambodia. The communications media included Facebook and TikTok as well as workshops and direct messaging at vaccination points. This program epitomises what can be achieved with the goodwill of road safety professionals using an international network to combine with enthusiastic, dedicated and committed youth peer influencers, all within a framework of voluntary community services. Actions, outcomes and the impact of this knowledge-transfer and youth empowerment initiative is presented as an example of a successful road safety intervention.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2022-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46940164","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Climate and its many weather manifestations can help explain annual variations in fatalities and casualty crashes. Part 1 of a 3-part series identifies the breadth of weather factors which collectively contribute to crash risk reviewing and consolidating relevant research. The series identifies the need for interventions in advance of and during certain weather events, providing pathways for further research. The key climate drivers for Victoria produce complex interactions forming short-term (hours, days, weeks) and long-term (months, years, decades) weather patterns that influence crash occurrence and their spatial and temporal distribution across the state. Although analysis of Victorian crash records found weather was involved in at least 10% of fatal and casualty crashes, this is considered under-estimated as many weather-related events are not recorded nor considered in crash analysis. Spatial distributions of annual and daily crashes show alignment with movement of weather patterns across Victoria observed in Bureau of Meteorology synoptic charts, particularly in relation to low pressure systems and troughs, duration of damp pavement conditions, suddenly changing/unseasonal events, and periods of extreme heat and cold. Understanding how climate influences variations in crash occurrence can be used to develop appropriate strategies to improve road safety and help reach the target of zero deaths.
{"title":"Towards linking climate and weather phenomena to road safety outcomes Part 1 of 3: The collective involvement of weather manifestations","authors":"J. Gaffney, E. Hovenden","doi":"10.33492/jrs-d-20-00035","DOIUrl":"https://doi.org/10.33492/jrs-d-20-00035","url":null,"abstract":"Climate and its many weather manifestations can help explain annual variations in fatalities and casualty crashes. Part 1 of a 3-part series identifies the breadth of weather factors which collectively contribute to crash risk reviewing and consolidating relevant research. The series identifies the need for interventions in advance of and during certain weather events, providing pathways for further research. The key climate drivers for Victoria produce complex interactions forming short-term (hours, days, weeks) and long-term (months, years, decades) weather patterns that influence crash occurrence and their spatial and temporal distribution across the state. Although analysis of Victorian crash records found weather was involved in at least 10% of fatal and casualty crashes, this is considered under-estimated as many weather-related events are not recorded nor considered in crash analysis. Spatial distributions of annual and daily crashes show alignment with movement of weather patterns across Victoria observed in Bureau of Meteorology synoptic charts, particularly in relation to low pressure systems and troughs, duration of damp pavement conditions, suddenly changing/unseasonal events, and periods of extreme heat and cold. Understanding how climate influences variations in crash occurrence can be used to develop appropriate strategies to improve road safety and help reach the target of zero deaths.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2022-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42715951","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Guardrails along roadsides can alleviate the severity of crashes if they function as intended. When guardrails are damaged or not maintained they can contribute to injury and death. There has been an exponential number of lawsuits pertaining to fatalities sustained from guardrails. Research on guardrail maintenance and performance is needed to improve safety. Much of the research on this topic is outdated, does not include sufficient data, or has reporting issues that impact results. To address this gap, a mixed-method sequential study, where quantitative analysis of administrative data informed qualitative inquiry, was conducted to better understand the processes by which damaged guardrails are reported to a state’s Department of Transportation. Administrative data from the Federal Highway Administration were analysed to assess factors associated with reporting of guardrail damage. Ten qualitative interviews were conducted with key informants to increase understanding of reporting. Only 26% of crashes involving guardrails were reported to the state’s Department of Transportations for repairs. Out of the number of crashes that went unreported, 92% of them had severe guardrail damage. Emerging themes were identified as issues in data quality, variety in reporting forms, and a reluctancy by first responders to report guardrail damage. These results demonstrate the need for greater attention to reporting of infrastructure damage including education for first responders on the importance of reporting crashes and guardrail damage to the Departments of Transportation as well as policy to develop a standardised way for first responders to collect information after a crash.
{"title":"Improving guardrail damage reporting and responding to promote injury prevention in motor vehicle crashes","authors":"Meghna Iyer, Suzanne Garverich, A. Lincoln","doi":"10.33492/jrs-d-22-00007","DOIUrl":"https://doi.org/10.33492/jrs-d-22-00007","url":null,"abstract":"Guardrails along roadsides can alleviate the severity of crashes if they function as intended. When guardrails are damaged or not maintained they can contribute to injury and death. There has been an exponential number of lawsuits pertaining to fatalities sustained from guardrails. Research on guardrail maintenance and performance is needed to improve safety. Much of the research on this topic is outdated, does not include sufficient data, or has reporting issues that impact results. To address this gap, a mixed-method sequential study, where quantitative analysis of administrative data informed qualitative inquiry, was conducted to better understand the processes by which damaged guardrails are reported to a state’s Department of Transportation. Administrative data from the Federal Highway Administration were analysed to assess factors associated with reporting of guardrail damage. Ten qualitative interviews were conducted with key informants to increase understanding of reporting. Only 26% of crashes involving guardrails were reported to the state’s Department of Transportations for repairs. Out of the number of crashes that went unreported, 92% of them had severe guardrail damage. Emerging themes were identified as issues in data quality, variety in reporting forms, and a reluctancy by first responders to report guardrail damage. These results demonstrate the need for greater attention to reporting of infrastructure damage including education for first responders on the importance of reporting crashes and guardrail damage to the Departments of Transportation as well as policy to develop a standardised way for first responders to collect information after a crash.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2022-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49633428","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This article investigates single-vehicle motorcycle crashes and crash risk where a rider is killed or injured in Tamil Nadu, India. Hospital data linked with police-reported crash data, including demographic information, injury characteristics, and environmental and road characteristics, were analysed for all single-vehicle motorcycle crashes between January 2009 and December 2017. A total of 16,541 single-vehicle motorcycle crashes resulted in injuries (fatal, serious, and minor injury) during the period, among which 7,447 were fatal crashes. The majority of fatal crashes involved male motorcyclists aged between 26 and 64 years (5,287). Those aged 18 and 25 years (1,897) were the next most frequent group of fatally injured motorcyclists. Among the fatal injured motorcyclists, 66.6% were wearing a helmet. When reported, 33.8% of motorcyclists did not have a valid driving licence at the time of the incident. Motorcyclists injured most commonly sustained head injuries (51.3%), followed by multiple injuries (20.1%), leg injuries (3.3%), and hand injuries (3.2%). Logistic regression results suggest that specific road characteristics and environmental factors increase the probability of fatal crashes: urban roads, express highways, multiple lane roads, night time, absence of median divider, cross and T-junctions, junctions with four arms, under-aged (<18 years) riders, not holding a valid licence and non-use of helmets. Appropriate countermeasures to mitigate motorcyclist trauma are recommended.
{"title":"Injury profiles and epidemiology of single vehicle motorcycle fatalities in Tamil Nadu, India, 2009-2017","authors":"S. Sivasankaran, H. Rangam, V. Balasubramanian","doi":"10.33492/jrs-d-20-00125","DOIUrl":"https://doi.org/10.33492/jrs-d-20-00125","url":null,"abstract":"This article investigates single-vehicle motorcycle crashes and crash risk where a rider is killed or injured in Tamil Nadu, India. Hospital data linked with police-reported crash data, including demographic information, injury characteristics, and environmental and road characteristics, were analysed for all single-vehicle motorcycle crashes between January 2009 and December 2017. A total of 16,541 single-vehicle motorcycle crashes resulted in injuries (fatal, serious, and minor injury) during the period, among which 7,447 were fatal crashes. The majority of fatal crashes involved male motorcyclists aged between 26 and 64 years (5,287). Those aged 18 and 25 years (1,897) were the next most frequent group of fatally injured motorcyclists. Among the fatal injured motorcyclists, 66.6% were wearing a helmet. When reported, 33.8% of motorcyclists did not have a valid driving licence at the time of the incident. Motorcyclists injured most commonly sustained head injuries (51.3%), followed by multiple injuries (20.1%), leg injuries (3.3%), and hand injuries (3.2%). Logistic regression results suggest that specific road characteristics and environmental factors increase the probability of fatal crashes: urban roads, express highways, multiple lane roads, night time, absence of median divider, cross and T-junctions, junctions with four arms, under-aged (<18 years) riders, not holding a valid licence and non-use of helmets. Appropriate countermeasures to mitigate motorcyclist trauma are recommended.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2022-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45365760","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Morgan’s article (Morgan, 2022) raises an important topic and makes valuable points. In complex systems, crashes result from a combination of factors. Often, not all are recognised, a phenomenon known as What-You-Look-For-Is-What-You-Find (Lundberg et al., 2009). While driving over 40,000km around Australia, nonsensical or dangerous signage has been observed. For example, a 100km/h speed sign was posted when leaving a town, and that road terminated less than 100m later at a T-junction with a highway. Another example is the use of roadwork signs with no road workers, no pavement narrowing, or no roadworks at all. As Morgan (2022) indicates, poor signage contributes to crashes.
{"title":"The need for independent safety investigation and regulation of road infrastructure","authors":"B. Hughes","doi":"10.33492/jrs-d-22-00018","DOIUrl":"https://doi.org/10.33492/jrs-d-22-00018","url":null,"abstract":"Morgan’s article (Morgan, 2022) raises an important topic and makes valuable points. In complex systems, crashes result from a combination of factors. Often, not all are recognised, a phenomenon known as What-You-Look-For-Is-What-You-Find (Lundberg et al., 2009). While driving over 40,000km around Australia, nonsensical or dangerous signage has been observed. For example, a 100km/h speed sign was posted when leaving a town, and that road terminated less than 100m later at a T-junction with a highway. Another example is the use of roadwork signs with no road workers, no pavement narrowing, or no roadworks at all. As Morgan (2022) indicates, poor signage contributes to crashes.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2022-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49166871","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This paper is Part 2 of a three-part series illustrating how climate phenomena and weather metrics vary within a year and between years that can effect road safety. Part 1 identified the breadth of weather factors collectively contributing to crash risk and consolidated relevant research. The key climate drivers for Victoria produce complex interactions forming short-term and long-term weather patterns influencing crash occurrence and their spatial and temporal distribution across the state. The study found that the Southern Annular Mode (SAM) with its roughly 14-day cycle has the most significant influence on Victorian casualty crashes (also cyclic). A Chi-Square Goodness-of-Fit Test showed a statistically significant association (at the 0.05 significance level) between casualty crash numbers and each of the climate drivers. For fatal crashes, however, there was no statistically significant association, likely due to low numbers and randomness. Whilst this paper focuses on Victoria, other jurisdictions can use the approach presented using their local context of climate, latitude, and geography to identify patterns and influences on crashes. Understanding climate influences on crash occurrence within and between years assists strategy development for improving road safety and reaching the target of zero deaths.
{"title":"Towards linking climate and weather phenomena to road safety outcomes part 2 of 3: Longer-term influences of climate drivers","authors":"J. Gaffney, E. Hovenden","doi":"10.33492/jrs-d-21-00052","DOIUrl":"https://doi.org/10.33492/jrs-d-21-00052","url":null,"abstract":"This paper is Part 2 of a three-part series illustrating how climate phenomena and weather metrics vary within a year and between years that can effect road safety. Part 1 identified the breadth of weather factors collectively contributing to crash risk and consolidated relevant research. The key climate drivers for Victoria produce complex interactions forming short-term and long-term weather patterns influencing crash occurrence and their spatial and temporal distribution across the state. The study found that the Southern Annular Mode (SAM) with its roughly 14-day cycle has the most significant influence on Victorian casualty crashes (also cyclic). A Chi-Square Goodness-of-Fit Test showed a statistically significant association (at the 0.05 significance level) between casualty crash numbers and each of the climate drivers. For fatal crashes, however, there was no statistically significant association, likely due to low numbers and randomness. Whilst this paper focuses on Victoria, other jurisdictions can use the approach presented using their local context of climate, latitude, and geography to identify patterns and influences on crashes. Understanding climate influences on crash occurrence within and between years assists strategy development for improving road safety and reaching the target of zero deaths.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2022-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47544655","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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