Examining the effect of visual treatments on truck drivers’ time-to-arrival judgments of motorcycles at T-intersections

An automobile–motorcycle crash most commonly results when an automobile pulls out of a side road into the path of an oncoming motorcycle and violates the motorcyclist’s right-of-way. One of the reasons for this could be that motorists misjudged the motorcycle arrival time. Motorcyclists are particularly vulnerable to injury in crashes with truck due to substantial differences in vehicle mass, protection degree and speed. We investigated truck drivers’ judgments of motorcycle time-to-arrival (TTA) across a number of visual treatments. Participants watched a series of video clips captured at a T-intersection, and they were instructed to respond by clicking the computer mouse at the time they estimated the front wheels of an oncoming vehicle (motorcycle or car) to reach the T-intersection. The results showed that, at long distance between the target motorcycle and the viewer, the motorcycle with daytime running headlights (DRH) was estimated to arrive sooner than the motorcycle whose motorcyclist wore a black helmet with a reflective sticker. However, the opposite is true at a short distance. We also found that a motorcyclist wearing a white helmet and riding a motorcycle with DRH, as well as a motorcyclist wearing a white helmet and white outfit, would improve truck drivers’ judgment with respect to motorcycle TTA. Consequently, truck drivers would be less likely to pull out into a small gap in front of a motorcycle, resulting in a higher safety margin for the motorcycle.     

A comparison of experienced and novice drivers’ rear-end collision avoidance maneuvers under urgent decelerating events

A leading vehicle’s sudden deceleration can lead to a rear-end collision. Due to a lack of driving experience, novice drivers have a greater tendency to be involved in these accidents. Most previous studies have examined driver response time and braking behaviors, but few researchers have focused on what experienced and novice drivers did after their feet touched the braking pedal and their hands turned the steering wheel. These braking and steering parameters are essential in understanding driver avoidance behavior during emergencies. We programmed rear-end crash risk scenarios to examine experienced and novice drivers’ behaviors thoroughly using a driving simulator. Twenty experienced and twenty five novice subjects participated in our experiments, and their braking and steering maneuvers were recorded when leading vehicles ran at 60 km/h, 80 km/h and 100 km/h. The results showed that the two groups of subjects tended to execute two kinds of maneuvers to avoid crashes: braking only (novice 33%, experienced 19%) and the combination of braking with steering (novice 22%, experienced 26%). When the novice drivers executed braking with steering, their response time and steering duration were significantly longer than those of the experienced drivers who executed braking with steering. As the speed increased, the novice drivers’ response time, maximum braking force and maximum steering angle were significantly affected. These results showed that novice drivers should brake only when the leading vehicle suddenly decelerates. The experienced drivers executed steadier maneuvers. Their risk perception time was shorter, and their maximum braking force and the maximum steering angles were smaller. The response time, braking intensity and steering wheel angle should be considered when developing rear-end collision warning systems.     

Safeguarding motorcyclists: Trialing new PRIME road markings for casualty reduction

Dedicated road markings for motorcyclists were installed on the approach to demanding bends at 10 sites across the West Highlands of Scotland. These road markings were designed as Perceptual Rider Information for Maximising Expertise and Enjoyment (PRIMEs) which presented a series of ‘gateway’ markings to encourage safer riding. Video data were collected to measure motorcycle speed, position, braking and use of the road markings, before and after the PRIMEs were installed. A total of 12,949 motorcyclists were observed. Speed reductions were observed across four of the 10 sites, changes in lateral position at the final PRIME gateway marking and apex of the bend were observed across all 10 sites and seven sites respectively; reduced braking was observed at two sites and there was an increase in the use of PRIME road markings across eight of the 10 sites. These findings are discussed in relation to the ‘Safe System’ approach to improving motorcycle safety.     

Factors underlying bus-related crashes in Hanoi,Vietnam

Road traffic crashes accounted for almost 13% of the total mortality recorded at the public health facilities in Vietnam in 2010. This qualitative study investigated factors related to bus-related crashes in Hanoi, Vietnam using focus group discussions and in-depth interviews among 75 participants who are bus drivers, motorcycle users, bus passengers, bus company managers, traffic policemen and local authorities. The results suggested that bus drivers were not the sole contributor to road traffic crashes with other vehicles. The rapid population growth due to rural to urban migration and the poor transport system appeared to be important contributing factors. In addition, “village culture” was likely to influence both the traffic behaviors of road users and the practices of law enforcement officers. Moreover, drink-driving behaviors appeared to be an important contributor to bus-related crashes. Supervision and penalty policies of bus companies also appeared to influence the driving performance of bus drivers. For a long-term solution to reduce bus-related crashes, it is vital to improve the transport infrastructure and the state management capacity regarding road safety as well as to assist the positive transition of citizens migrating from rural areas to their new urban lifestyle.     

Investigating the reasons behind the intention to report cycling crashes to the police and hospitals in Denmark

This study explores the factors underlying the reporting intentions of cycling crashes by looking at barriers to reporting from other contexts and eliciting them via a survey and a structural equation model (SEM). The barriers consist of the attitude that crash reporting is useless, the preference to allocate time to other activities, the concerns about family distress and social image, the distrust in the police, and the medical consultation aversion. The survey elicited the reasons as well as socio-economic characteristics, cycling habits and last crash experience of cyclists, and yielded 1512 complete responses that were used for SEM estimation. The empirical analysis revealed that: (i) distrust in the police and medical consultation aversion are related to the reporting intentions both directly and indirectly through the attitude that crash reporting is useless and the preferences to allocate time to other activities; (ii) medical consultation aversion has a higher weight than the distrust in the police in demotivating cycling crash reporting intentions; (iii) the reasons are all strongly related to cyclists’ characteristics and last cycling crash characteristics; and (iv) information provision regarding the societal benefits of crash reporting is important for increasing the reporting rate.     

Perceptual training to increase drivers’ ability to spot motorcycles at T-junctions

Motorcyclists too often collide with other road users who pull out of side roads in front of them. These other road users typically report making all the necessary visual checks, despite failing to see the approaching motorcycle. These Look But Fail To See errors appear to be attenuated in road users who themselves have motorcycling experience, suggesting that motorcycle exposure may lower thresholds for spotting these vulnerable road users through natural perceptual learning. This raises the possibility that perceptual training could improve car drivers’ abilities to spot motorcycles. Two experiments are reported. The first experiment demonstrated that a T-junction task, requiring participants to detect an approaching vehicle in briefly displayed images, was sensitive to participants’ motorcycle experience, with dual drivers (who both ride motorcycles and drive cars) performing better than average car drivers. Following this, a second experiment split the car drivers into 2 groups. One group undertook a Pelmanism task requiring participants to match pairs of motorcycles, while the control group had to match pairs of fruit. When the two groups were re-tested on the T-junction task, the group who had undergone perceptual training for motorcycles via the Pelmanism task, were better able to identify approaching motorcycles, but not approaching cars. The results suggest that gamification of perceptual training for motorcycle detection provides a novel opportunity to improve driver safety.     

Cautious behaviors of pedestrians while crossing narrow streets: Exploration of behaviors using virtual reality experiments

This study explores the cautious behaviors of pedestrians in a typical local street environment using virtual reality (VR)-based experiments under various physical safety design scenarios for roadways. The built environment of this study focused on narrow local roads where frequent daily walking occurs within a neighborhood. VR experiments can provide an objective and accurate measurement of pedestrian behaviors, thus improving the understanding of complicated pedestrian behaviors. Based on experimental data from 200 university students, we identified pedestrians’ crossing behavior that is cautionary or risky concerning various physical safety designs of streets. This study found that there are trade-off relationships between various behaviors which should be systematically studied to produce safer street design guidelines. Furthermore, as the contexts and sequences matter in behaviors for intersection crossing, the interpretation of behaviors should carefully consider the context of built environments and sequential decisions made by pedestrians. This sequential understanding of before- and during-crossing behaviors and their connections expands our knowledge of pedestrians’ crossing behaviors.     

Disparity of motorcycle helmet use in Nepal – Weak law enforcement or riders' reluctance?

Like many low- and middle-income countries, Nepal is experiencing a massive motorization, predominantly from increased use of motorcycles which is driving a surge in road-related injuries and fatalities. Motorcycles and their riders have been identified as a focal point for road traffic injury prevention measures. While helmet use is mandatory for both motorcycle drivers and passengers, fines for helmet non-use are only levied on drivers, not on passengers, and it is unclear how this unequal enforcement translates to helmet use rates in Nepal. Hence, a video-based observation on motorcyclists’ helmet use was conducted alongside a questionnaire survey on fatalism, perceived police enforcement, risk-taking personality, and perceived usefulness of helmets. For the observation and questionnaire survey, seven rural and urban sites were selected from all seven provinces of Nepal, representing varied populations, road environments, and elevations. The observation of the helmet use behavior of 2548 motorcycle riders revealed an alarming picture of helmet use in Nepal. While more than 98% of observed motorcycle drivers in Nepal used a motorcycle helmet, less than 1% of observed passengers did so. Interviews of 220 riders show that the absence of a fine for helmet non-use by passengers is accompanied by an unawareness of the traffic law, where only 11.8% of respondents knew about the mandatory helmet use law for passengers. Unhelmeted riders had a significantly higher attribution of road related crashes to fate, compared with riders that used a helmet. Results of this study can serve as an evidence base for revisions of Nepal’s Vehicle and Transportation Management Act in regard to traffic rule enforcement and fines. They further show the global importance of comprehensive regulation on safety related behaviors of road users. The feasibility of more comprehensive enforcement is discussed against the background of helmet availability for passengers.     

Complex and underreported? A study into the prevalence of suicide by motor vehicle in the state of Queensland

While suicide is recognised as one of the leading causes of death in Australia, it is often presumed that fatal road crashes are primarily accidental in nature. However, international research has indicated that deliberate attempts at self-harm while driving may account for between 1.1% and 7.4% of road crashes. Despite the personal and financial costs associated with such events, few studies have examined the extent of motor vehicle suicides (MVS) or the circumstances surrounding such incidents in Australia. Given this, the current study reviewed coronial, police and toxicology findings of 762 motor vehicle fatalities in Queensland (Australia) during the period 2011 to 2015 to determine the frequency of confirmed cases and explore the prevalence (and characteristics) of possible MVS that remain undetected. In total, 22 confirmed cases were identified, and such events shared significant similarities with 14 possible events, including evidence of recent emotional upset, adversity and mental health diagnoses. In contrast, differences between the groups were limited to confirmed cases being more likely to involve males and contain a suicide note or evidence of past suicidality, while possible cases were more likely to involve a multiple vehicle impact with a truck. Importantly, crucial information regarding the deceased’s psychological state and life circumstances (e.g., psychological autopsy) was not reported in many cases. Corresponding qualitative analysis of the coroners final determination (between the two groups) revealed the occurrence of the word suicide to occur seven times (31.8%) among confirmed cases and five times (35.7%) for possible casers. Furthermore, the coroners final determination of intent to suicide was open or undetermined in six of the possible cases (43%), which further suggests a reluctance (or procedural uncertainty) to categorically identify MVS. The paper further reviews the main findings, illuminates core challenges associated with identifying MVS and proposes a need for future investigations to incorporate a more standardised and evidence-based approach in order to effectively identify such events.     

空难发生地高中生焦虑性心理应激的影响因素

采用《艾森克人格问卷》、自编的《空难发生地高中生心理应激问卷Ⅰ、Ⅱ》和《职业期望问卷》,分别在空难发生后一周内、一年后对空难发生地和非空难发生地重点中学高中生进行问卷调查,探究空难发生地不同人格特征和不同职业期望高中生在空难发生后心理应激的差异。结果表明：高职业期望和高神经质是空难发生地高中生焦虑性心理应激水平的影响因素;突发事件预案中应考虑中学生这一特殊群体的心理干预工作。