Research OCTOBER 1994
Means of stimulating the voluntary use of bicycle helmets
The Ministry of Transport has asked SWOV to gather knowledge about the possibilities of promoting
voluntary use of bicycle helmets in the Netherlands. SWOV carried out three stud fes: a literature study of
the developments abroad, a study of the potential contribution of various parties and organisations towards
promoting the use of helmets and an interview study held amongst some potentia I cyclist target groups.
According to the records of the principal diagno!>'is for - a~'ide frolll attention giv en to h etmet hospital admission following a traffic accident each year use in the mass media, much over 2300 cyclists in the Netherlands suffer head or brain allention !ras also been devoted to injury. Every year, about 1000 young cycli sts (0 -19 years of t!re cycle he 1111 et in local projectf, age) sustain a head or brain injury during a traffic accident. in which government and p,,'vate For cycle victims aged 0-19, the proportion with head or organiHltiolH tended to col/aborate; brain injury represents about 50°.6 of all hospitali Sed road - funding s chemes where helmeu' are accident victims. Head or brain offered at reduced pric e~;' injuries sustained b y cyclists a re - a bTOad range of attractive,
Means 01 stimulating the voluntary use 01 considerably more often th e result colowf ul and sport)' cycle h elmet bicycle helmets of unilateral accidents, rather than designs; The Influence 01 risk 01 de lectlon and 1I nes the result of a collision with a motor - claJ ity abolllthe fafety standard~ ' on traffic offenses 3 vehicle. According to Thompson et al IVhich {/ bicyc.te helmet should meet· Workshop lor Russian specialists organlsed (1989) . cyclists who do not wear a by SWOV 4 helmet have a 6.6 times greater The results of the study Differences and similarities between European dr"ers in oplOl'ons abouttralllc probability of sustaining a head injury into contributing factors measures and are 8.3 times more likely to By means of individual interviews Reglonale UnterSQfede und Ahnl ichkel 't~ suffer brain injury than cyclists who and a group discussion, it was in Meinungen Ober den Verkehr 10 der Schweiz do wear a helmet. According to thest..' attempted to gain an insight into the ACCidents '1OIA:>IIIing mopeds and low -Speed data, therefore a reduction by a activities which various organisation s mopeds 9 factor of 8 in the annual number of are prepared or able to undertake to ACCidents wth passenger cars 10 cyclist victims with brain injury could promote the use of bicycle helmets. The effectiveness 0 I alrbags in the be achieved if all cyclists were to The principles adopted by the Netherlands 10 wear a helmet! government organisations are as Proposallor a p ant demerit system in follows . Helmet use for bicyclists is 2 '"\Jngary Experiences with not compUlsory. The voluntary Y'oung driver accidents In Europe stimulating the use of choice to wear a helmet should not Salety effects 01 road deSign standards 14 helmets overseas be obstructed by the lack of Social 'load hazard associated w t h rldlOg m otQ The experiences gained overseas in acceptance of helmet use · lberefore, :ycles stimulating cycle helmet use indicate it is advisable to consider how to )ralt design requirements lor a sustain ably lale road network 15 the important role played by the stimulate helmet use amongst cycl ists 'edestrian opinion on the alternative following factors: in the Neth erlands. In addition . Maastricht' crossing •~ - the spontaneous aCII'vill',,, an" t!fforH it was stat Cd that the stimulation
:;WOV-reports In briel 17 of Cl' v,., a C/l 'vis t~ and volllll/{:en; of helmet use should b e made ~ 2 - - dependent on knowledge yet to be acquired about risky cycling conditions. The private (public interest) organisations presently do not wish to stimulate the use of cycle helmets through controlling policy. They make the following critical comments: Stimulating the use of the cycle helmet: - could have a negative side effect in that an unjustified link may be established between cycling and danger; - could have a negative side effeL1 in that cycle IIse may drop; - does not fit well into cllrrent govemmem policy, which pnillarily focllses on the prevention of accidents and on promotion of bicycle IIse. In addition, there is still insufficient wearing the helmet with ordinary - local projled Illlmut is promotcd a.l· l/ mel/Il.I' of good cycle helmet should satisfy and in trying out the helmet. For !>'porty, intc "I(mtiol/ (splcial priL ' ~ offen ; the degree of protection expected or adventurous cycling purpo~es, c yc{t promotiol/ tcam.l; loat! .I(,kt}' demanded from the helmet. the helmet could be considered as a projects),' Those organisations who are standard and u!>"eful part of the total traffic cducatiol/ whcn' special concerned with the safety of specific cycling equipment, the helmet l/ttlllfiol/ is dc votud to tltc cycle cyclist groups do have a positive repre!>'ents an outward expression hc Imu t; attitude towards the use of helmet ' of skill, rather than ineptitude, - ell velopmlllt l/ special fi, ~ i1itie:, ' to (touring cyclists and racing cyclists) the helmet fits into the image that cl/ablc sto ragu of thc helmet. and also offer information and one wants to present to others, in the short term, it would Seem advice on this subject. The organisa people feel 'tough' or 'sensible' that in particular special price offerS, tions involved in general safety and wearing the helmet, rather than perhaps in combination with health differ in the attention they 'stupid', and persons who have nt.'vcr education campaign~, offer the he!>'t wish to devote to the cycle helm et. worn a helmet feel some inclination means of promoting helmet use. towards trying the helmet during In the longer term, the promotion The results of the inte "'lew holiday trips or rough terrain cyclIng . of helmet use would certainly he study ConclUSIon: adults and children !>erved hy product assessment and In the cycling experience of adults have no, or hardly any, intention improvement (hy mean~ of rel>carch) and youthful cyclists two types of to voluntarily wear a helmet during and by the development of !.'pecial cycling are clearly distinguished: everyday cycling. With mort.' faCIlities. everyday cycling, which is only adventurous forms of cycling, thcy intended to achieve the practical are more inclined to wear th helmet, purpose of transport and recreational provided they are riding a speci,\l cycling . which places great emphasis cycle and also wearing !>'pecial, mat on the elements of sportiness, ching clothes. adventure and physical relaxation. Mogeli/kheden van- het stimuleren In regard to everyday cycling, people Potentia I for the gOY er nment van vrijwillig gebruik van fiels believe that the he lmet represents an To promote helmet use in the helmen outward symbol of ineptitu'de, Netherhnds, the governm<..'nt could (Means o( stimu lating the voluntar Y use o( bicycle helmet s) weakness or exaggerated fearfulness. offe r support to the following they suspect the helmet will be actiVities: Dr· Ch. Goldenbeld & drs · R ·D · Wit/ink uncomfortable . the y say they feel ,·tlel/rch (aL c·,·dL'1I t nw/l: "ul/ket · R-93 -53 . 48 pp - 'stupid' if they stand out in a crowd oriellfcd .11//(ly, product .H 1Il11 'I; (only available in Dutch) 3 The influence of risk of detection and fines - - on traffic offenses
What theoretical model can be formulated which represents as effective Iy Seat belts as possible what is presently understood about the influence of the seve IIty After introduction of new legislation of punishment and likelihood of detection on the degree to which road users wh ich made the wearing of seat commit traffic offenses. By carrying out a literature study SWOV tried to belts compulsory, use of the seat belt
answer the above question . increased markedly. When the I egal obligation was subsequently r Cinforced by making non-wearing Firstly the deterrence theory was necessary publicity and that the of ~a t belts puni!.'hable by law and considered. The deterrence theory detection methods made possible through enforcement of complianc , offers a theoretical framework for through legislation and the judicial seat belt use increased further. understanding the influence of penalties are also consistently applied. reaching wearing percentages of punishment and risk of detection on In particular, the enhanced subjective 60 to 80o~ . Study has shown that seat traffic offenses. Deterrence in a rigid, risk of detection is considered belt use not only results from a restricted sense inc\ude<; only one responsible for the effectivity of positive attitude with regard to the underlying, explanatory process, legislation and police enforcement; wearing of a seat belt, but also from namely deterrence through fear for to a lesser degree or not at all, the a positive attitude with regard to legal consequences. In addition, other change in the severity of punishment. legislation and social standards psychological and social processes Overseas study has shown that stable concerning ~ e at belt use. There are can exert a deterrent effect .such as forms of deterrent are possible. also strong indications that the initial the fear of social stigma associated In Sweden and Norway, stable seat belt use reali<;ed under the minor with punishment. deterrence seems to have resulted threat of legislation (and possible In addition a theory on planned from a combination of legislation enforcement) rapidly leads to habitual behaviour as applicable to traffic and social standards with respect behaviour and therefore become~' offenses was described. According to driving under the influence. In the preferential behaviour. to the theory of planned behaviour, United States of America, a reduction the intention to carry out a certain in driving under the influence action is determined by the attitude was realised through a complex towards that action, the observed contribution of cultural, social, social standards with respect to that political and perhap~' also economic action and the control one believes factors. In Australia, a suitable one has over performance of that deterrent effect was achieved action (perceived b\,,"havioural through the rigorous application of control), Study hc) Sshown that the specific forms of police enforcem ent , intentions to driv under the inRuence where motorists were stopped at and to speed could be reasonably random in order to undergo a well predicted on the basic of these (compulsory) breath test · factors. The intention to tailgate and A study conducted in New to overtake in a dangerom; manner South Wales showed proof for all could not be predicted as c1Ccurately. links in the causal chain of th e The factor of perceived behav'loural deterrence procc~·. The survey stud Y control proved to be a partICularly into the process of deterrence <;trong predictor of the intention illustrated that deterrence should not to drive under the influence or to only be understood in terms drive too fast. The next ~lep wa S of fear for the possible legal to consider varioul>' fi eld studiL."<; . con ~ quences of be haviour, but alSo - and perhaps more strongly - Driving under the lnflue nee in t L.'r ms of informal <;oc"tal s anctio ns of alcohol whiCh can follow behaVJo ur and in Important conditions for reducing terms of the corncicnce of the p erSo n driving under the influence art: that involved . new legislation and/or intensified enforcement is acc ll mpanied by the 4
Speeding study into offenlle~ were considered · Dutch and foreign study into the The prospect th Cory represents a effect of police enforcement on descriptive theory of decision De invloed van pakkans- en strar op speeding offenses demon~trate making. Important notions are that verkeersovertred ingen limited, time and place as!>ociated people define decision making fen i'nventarisati'e van onderzoek effects. Speeding bt:haviour seem problems in terms of gains and losses, en model/en over de mogelijke relaties tussen bestraffing . pakkans. more difficult to influence than driving that people tend to take risks more besllssen en verkeersovertredingen under the influence. Exceeding the easily if they mu!>'t choose between speed limit is encouraged because losses rather than choose between (The influence of rtsk of detection and fines on traffic offenses; the speeding behaviour of others i~ gains and that more value is attached an i'nven/ory of research and models imitated, because cars are becoming to guaranteed returns than 10 concernIng the possible relationships increasingly faster and more unguaranleed returns. Decision between punishment, rtsk of comfortable, because speeding making in traffic also involves detection. deciSIon making processes and traffic offenses) behaviour occurs in response to decisions concerning risk taking. Or. Ch. Goldenbeld motivations such as 'being in a hurry' The ~tudies conclude!>' with a discuss R-94-15, 121 pp. and 'driving pleasure' (since th e riSk ion. A general model is drawn up (only available In Dutch) of detection can be influenced even of the individual factors which while driving) and because the determine how road users experience relationship between speed and risk punishment and risk of detection and of accident is not immediately evident. ho\\' they respond. Finally, a number Then the cognitive decision of conclusions and recommendations making theories which may be are given for the further development relevant in the field of traffic-related of models relating to traffic offenses.
Workshop for R u s s i a n specialists organised by SWOV
It is to be expected that a sharp from Western countries to cont 101 hstitute KT [has asked the SWay increase in private motorised traffic the road safety problem. to develop a proposal for apoint in Central en Eastern European During the past few years SWay demerit system In Hunga I)'. Countries will lead to an increase has made contact With research Transports et leur Securite (INRETS), a representative survey was conducted - Ge/)/((ln and Dutch drivers prefer in 15 European countries. This project was named 'SARTRE' which stands for low speed lilllits ill 1011'11.1 and ill 'Social Attitudes to Road Traffic Risk in Europe'. This survey covers a wide residential areas; 011 the other spectrum of biographical driver data as well as opinions and attitudes to extreme we find Hungarian, French and Porlllguese drivers who tend practically all subJects of road safety. More specifically, the survey focuses to prefer somewhat higher limit.l· in on the following subjects: drivers road behaviour, attitudes and opinions these areas; concerning drinking and driving, speeding and seat belt use, opinions on - concerning the opinion on the ilia rilllUIII ~peed lil111i 0/1 m(llil accident causation and on traffic measures, experiences with police enforce roads ancl on the Causes of ment, perceptions of behaviour of other drivers, car preferences, experiences accidents: the countrie~' titattend with driving in foreign countries and risk perception. Altogether more than to altach lilll t importance to speed as an accident cause (Hungary, 17,000 drivers participated in the survey. Czechoslovak.ia) , prefer a higher speed limit 011 tile main road( Purpose of thi s re Sea rch is to make to drink and drive. For the relatively comparison~ between countri es, speaking, less 'strict' countries (Italy, Clusters of countries to study determinants of traffk Portugal. France), the opinions on In!;tead of interpreting the re~ult S a S behaviour and to detCrmine a degree these issues tend to be less outspoken done above, it is also po~sib le to of social support for different traffic or to be in the opposite direction " think of them as indicating a network mea~ures. An important aim of this of opposing clusters of countries where survey is to asSist European Policy Relation with economic !>'pecific issues give rise to specific makers in their dec)Sjon making prosperity oppOSition,' bet wee n groupingS of about traffic legislation . measures There is a partly but not perfectly countries. Seen in this way the result and campaign s" correlation with the economic have revealed the following opposite It is important to an!>wCr thc prosperity of the countries: on one clusters ofcountries·. following question s: side are relatively poor countries - SIl'eden and DL?lmC/l'/..' ,'erl'uS Italy - are there importa11lnational (Hungary, Czechoslovakia, Irelan d) and Prance, differem'ef with regard to opinion,l; who are very much in favour of an Tc>pi Cs of difference: ohligation of al/ill/des and be/llll'iours cOllLeming improvement of the quality of their cia ytime runlling ligllh; \peed limitf traffic? roads, whereas the richer countrie on motorwa)'s, altitude tOIl 'arcls leat - how can we destribe or ill/erpret (Germany -West, Switzerland, belt use, freedolll li1 drinking and the dimellSiom"along which Austria) on the opposite side of the dn\ 1ng, European ca" driven"diffe,-'? dimension are more concerned with Sweden and Denlllark Vc!'-Wf which grouping of European restricting speed in residential area!>" Gell//Un) '- West , Am'tria, SWI"tZer/and (~)untrie,I ' are ~lillllar or dl:vfimilar and in towns , alltl Italy. on a partic;ullll"dimell.lion? Topic of differenL'e : ~peed ftinitl 011 The main conclusions are as follows. Speed limits 1Il0tolWavs. Questions on speed and speed limit s f!unglllY, C-wt1IOvlovakia, Vllitet/ Degree of strictness in towns and on main roads show Killgdom, /reIl/lid "er~ 'us GermCln), Regarding the opinions on different that English and IriSh drivers prefer West, A/lSlrla and SI1 'it ZerIUlld . traffic issues it can bc conceptualiL:cd lower limits on the~ types of road5 Top It"of dif!ereIlL'(': need f()! ' as the degree of strictnesll in mallers than Hungarian or Czechoslovakian lillprOl'emL'1II of road~, milllillUIII of traffic safety" Th e more 'strict . driver,'" age 17 for dril 'lilt: alld li) ced Iti, lti countries (Sweden . Denmark) prefer But there are more differences : lil lefic/elltial areaI'. relatively low speeds on motorway!>' itW 1H"j()(lIId that Swedi\'h and - lIuIIKC/I")' al/d C z edlO~lo ,'aJ.:ill and an obligation for daytime Dall/"\11 drt"v£,r f prefer relall"V tl)' I '(.'1'I~IV Unit et! Klilgt/Olll alld Ire/dlltl . running light." they consider seat bell hm ' speed Ilillli~ Oil /IIotonl'CII'I' "/I 7 ()pi C.I o(difrL'rell CL': prefL'lw d use absolutely necells,\ry ,\nd they COll/mH to GL'rman, IIlI/ian and alcohollhllli, 11) eed fimitl" liltlllVll1 tend to rt-)ect the indivl'dual fre l-'dom AUllrian dl1ver.l'; alld (111 l//(ui1 roat/~ , 6 - - General conclusions The more general conclusions about International differences in opinion S, altitudes and hehaviours concern in ~ trattic and traffic regulation s are: Wh ell onl)' speed r ehued opilliol1.\; attitllde~ ' amI behaviolln' m e takell ill/o acc:o1111 t , illt ematiollal differellliallon is to alarM extellt dOllllilated b}' diffe(('1 /C(S o f opinion Oil the prefeli'ed \f)(.'ed limits Oil throllghollt Ell/ope show more I! may he worthwhile for European differullI t.\'p L'I ' o/ro(ul( gelle"al agreement on 'harmoni Zed' countries to have a more genera I The qllel'tiom' abollt fpeeding limill' thall on 'the most SllbjL'CtivL'/y discussion ahout these assumptions behlll'iol//; cal/se~ 'for a('(ident, prc/('''red' limits, before emharking upon the technical dL'I'ice~'for Ih1ricting - 7JI ere is a c10~'c.' Lorrespondence negotiation of specific issues or speed, e\'I}('rience~ ' lVith ~i}eed betwL'en offidal t"affiL ' legl~tation measures, ellforcemel1l, ellgine I'i"': and abOIll and public opinion, E,g, the citi~m ' On the other hand, differences yew1.\' amOl/llt o/J.:ilometres driven of cOII/1I11el' that have a legal between Countries may reflect very lI 'ere 1I0t lill[JortwlI ill difjerelltiating obligation of daytime running COnCrl.le, specific interests without betweell the Ellropean (O//ll/l IeS on lights or that legally require a too much ideological sub curre nts, thel'e tll '0 dimem/om: minimllm age of 17 years for Such a concrete, bus iness-li ke When l e I 'era I m e(/I'II res are takell drivlilg a CCll; tend to favour tlte,le interest seem~' to be the concern of ill to aL'(Ollnt, dijfe"ellcel' of opinion regulations, whereas citizens of Hungary and Czechoslovakia for Oil preft /i'ed ,liJeed limill' we ,wil other cOllntrie~ ' II 'lto lack tlte~ t road improvement or the concern of I'el)' important ill L1/(/ractel/zing reglllations tend to dimpprove of Germany-West for restricted speeds ill temational d iffe!lmtiation, thel'e regulatiollS, Likewise, the in residential area~: These specific, - The 11/0\1 general cOllceptllal difjelellces of opilllon abol/l ~pL'{ 'd concrete interests may prove to be diIl/L'n~IOn of inll'./'IIational filii Ill' Oil differelll types of road~, a good starting point for initial difj'elellliatioll illc/I/{I{~ ' opilliolls clIe a~ :wciC/IL'd with existing negotiations, Oil ,l'uveTal traffic meawrt~ ' diffe/'ence~ ill li}eed lti71its, F Inally, it may be a<;ked how (~peedlilg lill/it onmotorll'ays, the close correspondence hetween ,\(!at helt III'e, drinkillg and driving, Is a European traffic policy official legislation and public the obligatirJ/l of t/a)'lIille runnillg possible? altitudes and opinions has come lightl), Thil mc'am' that a n/{J/£' What are the possible implications about. Did public opinion or Social l:enL'ral attitllde to wardl' traffic the!>'e results for the development of Climat e lead to the politiCal accep HI/ell ' wn be powtlated rather thall an European traffic policy? tance and implementation of speCific MI 'C ral, illdupendellt attitlldel' On one hand, some differe ne e, measures? Or did public ex pC'rience to\Vw'd~ ~p(Jific il'l 'lIe~ , het ween countries seem to refk,t t a with the law and its results lead Diffe rwCc '~ ' of opilll(m abolll the more general altitude toward!"traffic to endorsement of its underlying ~fJeed lill/li on //1otonvaYl , thc' Ipeed safety, This attitude may include. message , /imit in towm' alldlil l'esidulltial deep-seated beliefs about the role of Following the le ad of~~veral lIIe{/\; and abolll the ~pe 'ed Ilillit state interference and of individual ,iuthors we '!urmise that hoth the Se Oil III "ill "o(/d~ ; are ~efkt1 (.'d in responsibility in the traffic area, proce<;ses have bee n at play , differeJl t dim tmi'O/ll' of 'the anal) :li,l: I! may be difficult to find a middle Generally, there will be a hase of Thi~ mUClII~ ' that general tendellL)' ground hetween countrie<; who differ social ~'upport for a measure before to IJ/e[e,. eith .r Ill j.:h lill/it~ ' 0/' 10111 in overall traffic philosophy as !.'eems its actual enactment: after the lillllil; ili e ~p('( 'live of the type of to be the case in the divi!>ion hetween implementation of the measure , road, I ~ ' not 1l1JILitl fO"//1 O.lt of the Scandinavian and Mediterran e ~ n the SOCial support for It may grow f.ll/c)/JL'un L'Olllllnis , /n other countries, In this case, it may he even stronger as the rc<;ull of Ivordl', the' illl e/)/{uiollal dlf!elellc e l' difficullto find a compromise e perienee s with it'! enforcement , of (Jplill/m aholll tll ~ Ipeed IIII/It,1 hetwecn these countrie <; sincc thclr The law may even create a (1/(/111:(' lI 'ilh tin' tvpe of r lJad th(l/ 1'1' fundamental as<;umptlon!" ~ hout new !>'oc'l,il norm, The creation of IIL'ing (.'omidC'I'cd , thC re.,'pon ..; ibillty and the dut of thc SU ch a new norm i.. certainly not an filL' CfIlC'I'lio/ll' al>olll the .. l,)le and the individual citilcn for automatic proccs~ , hut depend.,' In l/(/rmon/ ~ atl()1I of liJeL'd ltillih tr,it'flc <;al l.'ty may diffe r fM too much , part on the degree to which the hw 7 - - is perceived as reasonable, is promul does not neccssarily mean maiority any consequences as a re suit of this gated by legitimate authority and is support. It is conceivable that vl'olation, they may come to doubt impartially administered. moderate or low support fo.r a the necessity or the relsonableness For some measures, e.g. the certain measure can be enhanc t:rl by of the new regulation . obligation of daytime running lights persuasive communication or by ora common limit 000 km ill in experiences with or feedback about re sidential areas, the ba se of support the positive results as a consequence is strong in some lPecific countries, of the new measure. but very weak in many others. The other side of the medallion Differences and similarities Obviously, an initial broad base of is that measures for which a majorit y between European drivers in opinions about Irafflc measures support for a particular mea SUre support exists, may loose their A cross l1atlonai study of the appeal if they are not strictly and would have to exist before a results of the SARTRE·surve y discussion about its acceptance and consistently enforced. If road user s Dr. Ch . Goldenbeld implementation can be useful. observe that many other road use rs R·94·9, 68 pp. However, a broad base of support violate a certain regulation withou t (only available in English) R e g ion a I e Unterschiede nnd •• Ahnlichkeiten in Meinnngen iiber den Verkehr in der Schweiz Auf Ersuchen des Schwelzer Buros fur Unfallverhutung (BPAlBFA) wurde belm SWOV aUf Grund der SARTRE-Daten elne Analyse der Unterschiede wissen relativ mehr Respondenten noch nicht , ob sie flir ein Oerat S1nd. zwlschen den drel Sprachgebleten In der Schweiz In bezug aUf verkehrs mit dem der Rlhrer e1ne bestimmte bezogene Melnungen, Elnstellungen und Verhaltenswelsen erstellt. Hochstgeschwindigkeit nicht iiber Die Untersuchung konzentrlerte slch aUf Kraftwagenfuhrer aus Schwelzer schreiten kann. Die franzosische Schweiz Reglonen und benachbarten Grenzgebieten. nimmt eine Mittelstellung zwischen Insgesamt gab es 1.749 Respondenten. der deutschen und der italiemschen Schweiz ein ·le nach Themenkrels Es stellte sich heraus daB die Unter· Themen wie: schwankt die franzoslsche Schweiz schiede zwischen verschiedenen . Verbesserllng ,ier Straf3ell verhiiil ' stark zwischen den In der deutschen Schweizer Regionen kleiner sind als Ilisse; bzw .der italienischen Schweiz die Unterschl'ede zwischen Schweizer . Geschwindigkelisbegrenz er. vorherrschenden Standpunkten . Regionen einerseits und anders· IIHi dem Gesc/lIvindlgkeils Hinslchtllch der Themen der erforder - sprachigen Orenzregionen anderseits. iiberschreitllngen nicht mogllch lichen Strenge bei Polizeikontrollen, Bei den Schweizer Regionen finden sinri; der Verbesserung der StraBen· sich die groBten Unterschiede - Erforderliche Strenge bei ·POh Zel·· verhaltnisse und des Schwlengk - - geschwindigkeit in Wohngebieten. KloftfaltrZellges me"r But/elll/ll1g tendcntiell c\hnliche Meinungen uber Verpflichtung zum Tragen von b('igemes~'ell als in de 11 frallz osisdl - die Verpflichtung Lum Tragen von Sicherheitsgurten auf Vorder- und ~prachigen Regl(J/lv/I. Sicherheit~'gurten auf Vorde f- Rucksitzen, Verpflichtung zum und Rilcksitlcn und die bevorzugtc Einbau eines dritten Bremslichtcs Glelchsprachigen Reglonen Htich!>lgeschwindigkeit in Wohn und Praferenz fUr einen Geschwindig Zwischen gleichsprachigen Regionen gebieten, Die deutsche und die keitsbegrenzer, mit dem die Htichst konnten verschiedene Ahnlichkeiten franztisische Schwciz tcndieren i.ur geschwindigkeit nicht uberschritten hinsichtlich Meinungen oder Obcreinstimmung bei Themen wie werden kann. Einstellungen fe ~tgestelIt werdcn, Notwendigkeit der Verbesserung Deutschsprachige Regionen der StraBenverhaltnisse, notwendige Geschwindlgkeit bevorzugen eine niedrige Htichst Strenge bei Polizeikontrollen und Aus der Analyse der Fragen geschwindigkeit in Wohngebiet en, Notwendigkeit eines Geschwindig uber Geschwindigkeit und wiihrend franztisisch- und italieni Sch keitsbegr en 7e rs, mit dem die Hochst Geschwindigkeitsubertretungen sprachige Regionen fUr eine hciherc geschwindigkeit tiberschritten lassen sich die folgenden Htichstgeschwindigkeit sind. In den werden ktinnte. SchluBfolgerungen ziehen: italienischsprachigen Regionen - E~ ' lan'ell sich ZlVe/ G(lIppell IIl1ter wird dem Leistungsvermtigen ein es scheiden, namlieh eiller~ 'eits die Kraftfahrzeuges mehr Bedeutung Grllppe del' Se/lI1 'eizer Regionen beigemessen als in den franztisisch Reglona/e Unterschiede und I/nd ande"erseit~ ' eine Grl/ppe mit sprachigen Regionen. Es ist durchaus iihnlichkeiten in Meinungen iiber al/Slalldiscl,en Regiollel1. moglich daB interkuIturelle Kontakte den Verkehr in der Schweiz Im Verg/eicll mit allflandl!.chell zu den beobachteten Ahnlichkeiten Ein Vergleich der Resultate der ReSpOlldel1tell haben die Se/lwei;:er beigetragen haben ktinnen. SARTRE-Erhebung in drei Regionen der Sch weiz und in vier Regionen Respolldel1ten /uil/figer Fahrzel/ge Sehr bedeutsam ist die Tatsache, In Nachbarlandern mit eine( Motorgroj3e VOII iibe,. daB die Ahnlichkeiten zwischen Or. Ch. Go/denbe/d 2000 cc, sind sie eher fiir maj3ige gleichsprachigen Regionen sehr R-94-B. 51 S. HOc/lstgese/lIvindig!.:eitell allf themenspezifisch ~ind. Je nach unter (nur in deutscher Sprache zu Lmldst/'lljJell, sil1d s/e hal/figer such tern Themenkreis konnen in erhal/en) gegen eill Gerat, mit dem eille gleichsprachigen Regioncn Ahnlich gelVisse Geschwilldigkeit lIicht keiten oder Diskrepanzen festgestellt iib('/'sclrrittell werden konl1te IIl1d werden. Deutl;chsprachige Gebiete berh.:hten .l/e \e1tener Ve"ftoj3e stimmen zum Beispiel hinsichtlich gegen die vorgese/rriehene HoC:/w der bevorlugten Hochstgeschwindig gefL1J1vl;uftgkeil 1;1 Wohngebieten . keit in Wohngebieten miteinander - 111 der illllielli~'cII ('11 I/nd del' uberein, nicht jedoch in Belug auf fran zosischell ScI,Il'ei Z ist man die bevor.lugte Htich stge Schwindig weniger Iral/fig fiir eille II/edrige keit auf LandstraBen · Hoe/l\'(ge~'cIlwindigkeit in Wohl1- gL'blelell als in de,' del/l~(11en Ahnlichkelten zwlschen Schwei Z I/nd ill Del/Ise.h/alld-Siid. Schweizer Reg ionen - SOlVohl in der del/lse/,ell Schwei z SchlieBlich wollen wir uns wied er a/~ ' aI/ch I;' Dew.ldlland -SlId he~1ehl den Ahnlichkeiten zwischen Charles eille Priiferel1l:: flir eine niedrige Schweizer Regionen 7uwenden. Goldenbeld, 33 years old, Is working Hoe/l\'(gc.'fchwindig keil I;' WO/lI1 - Auch diese Ahnlichkeit en ~ind im at SWOV as a researcher since 1992 · gehieten , jlllodl hernt hl keine allgemeinen themt-TI' pe7.ifisch. Charles studied PsychOlOgy In Amsterdam · el;,/w'IIt'cl1e Meillllllg iih('/' die wobei die Koalitionspartner wt.'ch SC\ n, From 1987 \ill 1992 he worked at the ollgeme.l·fene Hii ch \ 'lge~(1'lVilldig In der deutschen und der italien UniverSity of Utrecht and obtained hl's keit allf Lalld.llra/Jell. ischen Schweiz ist man tendenti ClI doctOrate With a thesIs on human aggress Del/tse.llllllld-Siid /IIul Frallk,.elch der gleichen Meinung uber die ion, based on eXPefl'mental research . OH hel'o,'Z.lIgclI eille e ll1'af haltere bevOrl'ugte HtichstgeschwindigkCit During the two years Charles IS Hdc:/I l'lgesch win digke li allf auf Land ~traBen und hinsichtlich working at SWOV he was I'nvolved in l"('II/(/~ 'IIlI/Jell Olf die.' dellllt 11e 11I/(1 ciner Ma13nahme , die da Minde.<,t'clltt-\' research concerning bicyclists, Police die.' ilaltellifc/I e Se/lIVe iz . fUr Kraftfahrer auf 17 Jahre fe st lcgt-TI enforcement and sUrveys on OPI'nlo ns of - III dell ilallimi~(:lrI'praclllget/ Regiollell wilrde , In dCr fr.\n/(}c;ic;chcn und d Q' road users concerning traffl'c rules. u'ird c/elll Lel ·11/111~1'v(.'rllliWen c.'I;le.'\' italienischcn Schweil hcm.c hen 9 Accidents inv())ving mopeds and - s:vcarried out a study on accidents ) 0 W -S pe e d mop e ds Involving mopeds and low-speed mopeds which covered the following areas: the dlfferences In accident numbers, the risk of accidents and accident types between various groups of moped and low-speed moped riders. The groups were distinguished according to the rider's age, the type of vehicle and whether the machines were speeded up beyond their normal capacity. The standard accident Information was supplemented by questioning the police officer who reported the accident. This procedure was used for a sample of approximately 1,000 accidents where victims died or were taken to hospital. In addition, the results of survey of the Pet Ministry of Transport on ownership and use of mopeds and low-speed mopeds Noord zlJ ,51 years old IS research m aFliger were used. The survey used the same group breakdown. at SWOV . He studied psychology at the University of Amsterdam . From mid-1992 to mid-1993 some travelled). But there i<; con<;iderable As fro m 1968 he was researcher at 2,000 moped riders and less than variation between age groups. Young SWOV, commissioned with drink driVing, 300 low-~'peed moped riders in the people (16 and 17) and older people traffic rules an d en force ment an d th e Netherlands were involved in serious (50 years and older) are between two safety of cyclists and moped noers. accidents. The 2,000 moped riders and three times more likely than the From 1981 till 1987 he wo rked as were divided virtually equallY intervening age groups to be involved coordinator of research projects for the between mopeds with gears and in a serious accident. There are three faculty of SOC ial sC iences at the Unlversliy automatics. Slightly more than half important exceptions: of Leyden. Since 1987 he wo rks for SWOV of the mopeds with gears were Spartamet riders (a Sparwmet is a again. speeded up . Ipecial type of low-speed moped, Around 1.000 of the riders were mostly IIsed by elderly people) aged 16 or 17. I n comparison to hllve a far lower risk; bllt the rish: adults, young people rode more often for these rider~ ' aged 50 and more With the exc eption of Spartamet on mopeds with gears or ~'peeded up is greater than for ride,.s YOllnger riders. the risk for moped and low mopeds with gears. In relative terms than 50; speed moped riders is far higher than low-speed moped riders were more yOllng people all " speeded lip for cyclists. Every year around 700 likely to be adults· moped with gean h"ve an inO'e serious accidents involving mopeds There i<; no large variation in a~ed risk. especially at the agel' of can be attributed to the increased risk between the various type~' of 16 and 17; risk of 16 or 17 year aids. The number mopeds and 10w-spCed mopeds - flaers of a //loped with gellrl aged of serious accidents a~ a result of (i.e. the chance of being involved in a 25 IInd older have {Ill illcrell.li!d ,.;~'k . speeding up a moped with gears is serious accident for a giiven di'S{ ance evell if the moped ;~ not ~/JL'eded "l" around 200 per year for th e same age group· Little difference was found between groups of moped or low 1,peed moped riders a<; regard the accident locations or the other party· Ongevallen van brom . en sno, fietsers (Ace idents tnvolv(ng m qJ ed s ifl d low 'speed mopeds) p. C· Noordzij R '93 '59, 21 pp . (only available in Dutch) 10 A c cid e n t s with passen~er cars -~-~- h the Netherlands almost \300 persons a year die because of a traffic accident. More than 13,000 people get hjured in traffic and have to go to hospital. Pas~enger c Ongeval/en met personenauto 's in Nederland Blldrage aan het KIVI-Automobi"e 1- t'8Chniek-symposlum 'De person en au to: van alle kanten vel7 'Ig ?' Op 26 m'Si 1993 In De/ft (Accidents wdh passenger cars in the Netherlands) Ir. F.e.M. Wegman D-93 ·1,12pp. (only available in Dutch) Th e effectiveness of airbags In• the Netherlands In 1994 ,almost all new American passenger cars will have been fitted with were to commence use of thl.' measu re an airbag on the driver's s-tle . This results from the legal obligation to fit (where it did not prior to that tl'me) , passenger cars with automatically operating safety systems. In Europe also, while all other factors remJI'n the 18m t;. we note an Inc lli!asing in ~rest in the alrbag in recent years · tbwever, Some American and Europ lan studies about the JI'rbag are an ob 'gatlon to fit automat1bally operating safety facilities as app tbable In considered . In contnst to studl'Q; the United Sta ~s l;; fbt to be expected In Europe In the nea rfuture . concerning the cffectl'venc Si of the ~cat belt .detal)ed studle~ ' 5.5"6 (±2°,6 ). This results in a saving fen studt'e 0 Ve r de effectlvlteit of 20 to 40 fat,\lities and 140 to 300 van alrbag 5 en de mogellj'ke hospitalized casualties. bespaflngen In de aantallen sla tht offers In comparison to the re!>uits of the first sCl.'nario, it is calculated that (The effect iVeness Of au bags the same !>'aving (an average of 6 7 In the Netherlands . a study of the effectl'veness of a Ifbags and the fatalities and 470 hospitah'zcd casual potential reduction In the number til.'S) can be realised by incredsing of road accident casualtt'e s) the wearing percentage of the scat Or. P·H . Po/ak & ing . C ,C, Schoon belt by front seat passengers by R-94· 16 , 33 pp. C h r 5 appro xlmatel y 20",6 . to a level of (onfy available in Dulch) Schoon. 48 years old. IS an engineer . approx\'matel y 95% . T hl ucfore, a 20°,6 specialised in car englheenng. He IS rl,'e in ,'eat b elt u~e would counter,\ct al most 25 years em pl oyed by SWOV as the overall presence of the airbag on a researcher. both front pas!>'l.TIger !>t"ats· This i!>' du e He carri ed out research on the to th e minor additional effecti vene ~ foll owing subjects: injury preven tion related of the airbag if a seat belt b' ,\ I ~ o \\t)rn : to vehicles as to safety barners. evaluation an jncrea~l.' of only S 16 in addl'tion studi es concerni ng ve hic le speclllcations. to the elfccti vene",' of the !>cat b elt . which I" calculatl.'d to hc 41 0/ 0 . 12 Proposal for a po i n t d e mer i t system The Hungarian Research Institute KTI has in Hungary asked the SWOV to develop a proposal for a point demerit system In Hungary. The system Is intended to serve as a passenger cars· In additi on . a high supplement to methods of enforcing the traffic rules · In add1t bn to a fine 0 r p ercentage ( ~ 0,6 ) of the total number of fatalities are passengers, This other penalty which a road user may receive for a traffic offence, points are )'mplies that 65°,6 of all persons killed also allocated. The road user's licence will be retracted for a period of time, in traffic are within a group that when a maximum number of pOints Is exceeded. SWOV should make a either by their behaviour do not endanger others (cyclists and pedes proposal that given the above mentioned conditions will have the greatest trians) or do not participate actively possible contribution to traffic safety In Hungary. in traffic (passengers). A point demerit system should SWOV's proposal contains three effect on road safety. So the effects therefore especially be directed at parts: firstly a description of the depend on general prevention in drivers of motor vehicles, aiming to influence of a point demerit system connection with the overall policy discourage intentionally committed on road safety in general. Secondly on enforcement, information and rule violations in order to protect a chapter on the Hungarian accident education. the safety of unprotected road users, data and observed behaviour in passengers and drivers. traffic. And finally the proposal for Hungarian situation a point demerit system in Hungary. Especially unprotected road users Hungarian point demerit like cyclists and pedestrians are at system Point demerit systems In risk in Hungary (42 0,6 of all persons The point demerit system in combi general killed in traffic accidents). 61°,6 of all nation with high levels of police Point demerit systems are likely to accidents are caused by passenger enforcement should: have a limited but positive effect on cars. As unprotected road users are - discourage alcohol violatiom: road safety, This is due to the low most vulnerable in accidents with - discollrage speeding, eJ'pecially in correlation between booked offenses fast moving, high mass vehicles it is built-up areas; and road safety. Such correlations to be expected that the high number - discourage speedillg outJ'ide may be enhanced by increasing of fatalities under unprotected road built-lip areas, especially 011 road the subjective and objective risk of users is caused by accidents with stretchel' with mi.\ed traffic: apprehension (general deterrent - discourage red light violations; effect), where emphasis is placed - encourage the usage of palJ'i ve on serious offenses. Under these safety deV/c e.v Jllch as helmets by conditions. an extra effect may result mop ed riders alld motor cyclist~ from a point system, in addition to and of leat belt use and d1lM the effect resulting from the greater reJ lrainll' b Yoccupal1ls of passenger risk of apprehension , 1he magnitude carJ; especially when pas~ e ng e rs are of the additional effe et and its lasting IInder 14 ; quality over time cannot be assessed, - (/t\collrag(.' rule violatiollS III ore An increase in punishment alone is rigof(m~ly If a driver c arrie~ unh'kely to have significant deterrent pas lengers; effect, unless the measure has a large - protect all rolla //Se rs : cincourage and genuine public base of support Dive r a vioiallolH //lore ngoroully If the In that case, social control and social Twisk, 42 years old studied at the Keele dn'ver ope rate~ 1I heavy vehicle I'IIch rejection of offenders may have a University in England, Got her bachelor as bllsws and truck; deterrent effect ,It is not a nticipated degree in social sciences in sociology discourage violattol1\'//Iore rigorous!) ' that the selection and identification and psychology, She continued her study II the drive r i ~ ine-.: paienced: of problem drivers via a point psychology at the University in Groningen, - encourage the /u t! of adequat e lig hts demerit system will have an e ffect the Netherlands, in dark n i~ J ' (/lid poor v is ,VaiN: on road safety, The applicatio n of Since 1986 she is a researcher at - discourage unqllallfied lInd unde r driver improvement courses as SWOV. working on research on l'nfluencing age dn'ving : in Hungary there ~ee //l ~ punishment should be performed human behaviour in traffic . ergo rnmlc to be II gro wlilg tentlenc) ' ({) drtvc: with caution. given the findings tha t research and infrastructural aspects . IV lihol/lll valid dril'lilg lic enc. /?: courses may also have a n egative - f ac.! ilime I([e ntllicall'ol/ of dni'e n '· 13 - - Furthermor c one !.'hould tak e ('nto account pm'sibl c negative sld e effects of the introduction of a point demerit Proposal for a pOint demerit sy!.lem ~ch a : system In Hungary - 11101' t. driv ers 11 'ill flee fl'olll the D A M . Twisk & R.D. Willink place of the accide/ll; R 094-13, 39 pp. - more drivers will refl 'aill frolll (only available in English) "tlpill g the accident victilll~ : Y()ung driver accidents in Europe On behalf of the European Road Safety Federation, the SWOV was commis fast for prevailing conditions. Thi S sioned by the Royal Dutch Touring Club ANWB, to bundle the Information may also a Ccount for the high f6rm the member states 6f the European Union on characteristic young driver proportion of accidents in curves and single accidents· Young dri VerS get accidents. To date such a bundling of material at European level was lacking. more often involv Cd in the more !.'eriou S accidents, partly b Ccause of In order to gather the information, accidents. The majority of the detailed the presence of many paSsengers. research institutes 1n the member studies show a significant proportion Furthermore young driverS drive ~'lates were requested by questionnaire of accidents of this type. The over more often with inappropriate speed. to send any relevant information. representation is partly caused by Speed is dirCctly related to the It wa" found out that dctailed infor the mere fact that young driver!.' drive seriousness of the accident. mation on young driver accidents i!.· more kilometres in the weekend night missing in several countries. than other age groups. Also young Europea n policy E~pecially in the Southern countries drivers drive primarily during the It was concluded that because of the information is lacking. weekend night. limitation Sof the information an Also the single accident is a analysis on which a European policY Results typical young driver accident that can b e basCd cannot be provided. All countries report a high proportion decreases with age and experience· Yet, there are many comparable of young driver accident" with Young drivers are not over-reported characteristics between the countries, the exception of Ireland, where the in alcohol accidents. In compa Tison which might provide a scope for young motor cycle accidents are more with older driverS they are even European policy. It was recommended frequent. Both males and females under-represented. Only in the wCek to stimulate at a national level, are frequently involved in accidents, end night accidents alcohol Seem s to the analysis of young driver accidents. but the problem is greater with the play a significant role. Then young in a fixed format, that also accounts young male, drivers tend to be over-repre Se nt Cd. for differences in exposure. and Especially the weekend night Young driver accidents arC which uses agreed upon classifications accidents are typical young driver often characterized by driving too and definitions· The outcome of these analyses may provide a more solid base for European policy. Young driver accidents in Europe Charac te ns lie young drtver ace idents In the member states of the EU D.A.M · Twisk R-94-18, 39 pp . (only availabfe In English) 14 Safety effects of road design standards Proper road design is crucial to prevent human errors In traffic, and less human errors will result In less accidents. Three safety principles have to be c1assi fication, etc. There is also a chapter which summarizes the re ~arch applied In a systematic and consistent manner to prevent human errors: pre methods to be used when quantifying venting unintended use of roads and streets; preventing large differences in th e relationship between road de sign vehicle speed, mass and direction of movement; preventing uncertainty standards, road user behaviour and accidents. amongst road users, by enhancing the predictability of the road's course and The study reveals that existing of the behaviour of the fellow road users. national standards in Europe onl y rarely contain information on the It is to be expected that proper road (a) drawing an inventory of safety effects of the road designs that design , according to these safety international treaties and reCOlllmell - are recommended or even prescribed principles, could reduce considerably dations, with information about by now. To enable the design of safer the number of accidents and accident their legal statlls; roads, more clarity is needed about rates in Europe. (b) drawing an inventory of the relationship between layout and Road design standards play a national road de~ign standards and safety aspects of the infrastructure vital role in road design. However, the underlying knowledge; elements. Then, also. a harmonization the unavailability and the non - analyslilg the role road safety of design standards towards a accordance of road design standards arglllllents have played when road common high European level of road in Europe increase risks and there de~ign standards were compiled; safety could be better aimed for. fore contribute to the actual size of - drawing a 'best pl'llcli ce' for road Some concrete findings from the road safety problem. Activities deSIgn standards in which conside this study are recommended to be focused on the availability of road rations, ba ckgrollnd information included in the set of warrants for design standards and their mutual and assumptions con cerning road the Trans European Road Network. accordance are expected to lead to safety have been made explicIt. a better fulfilment of the three road Because of the practical impossibility safety principles mentioned and to deal with all items of road design, consequently to an increase of road detailed studies were only carried out safety. on cross-sections including medians, In cooperation with a number shoulders and verges, motorway exits Safety effects of road design of other European institutes, SWay and entries .curves in two-lane roads standards carried out a study for the E U and bicycle facilitie s at intersections . A study of the sl'tuation in the The following three parts may be An introductory chapter European Union distinguished in this study : contains preliminary considerations: H.G.J.C.M. Ruyters . - gathering informal/on about status of the standards. assumptions M. Slop & F.C.M. Wegman (Eds.) 70 pp . existing knowledge on the deSIgn of underlying the standards, the question (available In Engflsh R '94-7 and road infrastructure elements by: of allowing margins ornot, road French R-94-7F) Road h a z a r d associated with riding SWOV has complied a report on t ~ road hazard associated with motor cycle motor cycles riding. The reasons Ikely to underlie this phenomenon were sought, with special attention being devoted to developments seen over ~cent years · Compared to the car, the motor cycle a mor e limIted sense of dang ~ or In addltion .a motor cyc\l ei is a mode of tran !port fr equently a more IJ'mited need 10 avoid danger . more difficult to control. The used by the young. They are subject Th e urgc for freedom and th e wish condition of the road surface has a to a considerably greater level of nsk to stand out from th ecrowd may great influence on this factor. with respect to older motor cyclists . contnbute to th elevel of road halard Th e lnteractl(>n wl'th other traffic is This is probably b ecause th ey have a expen'enced by motor cyclists In all somewhat more complex than wh en more comp ft l'tive style of riding. age groups · driving a car · However, a motor 15 - - cycle rider only slowly gain experience because he covers fewer kilometres and use~' his vehicle primarily in the summer months. Other road users hwe difficulty taking into account the presence and behaviour of motor cyclist!>~ due to their small numbers, their appearance or their deviating behaviour. In the event of an accident, a motor cycle rider is offered little protection against injury. Relation with age In recent years, developments have occurred which arc strongly age.: related. The number of riders aged under 25 has dropped, the average seriously injured motor cycle rider s number of kilometres they cover was aged between 25 and 50. per year has dropped and they are The number of motor cyclists in th e De onveillgheid van motorrljden exposed to a greater degree of risk. group aged upward of 50 years ha .. The number of motor cyclists aged increased, the average number of Beschnj'ving van he t probleem en overzicht van de mogelljke between 25 and 50 has risen sharply, kilometres covered has remained the verklanngen while the average number of same, while the risk they are exposed kilometres they cover annually has to has dropped. This group is likely (Road haz ard assocla ted wl 'th nClin g motor cycles,' a descnp tlon of the remained about the same, as has the to include many experienced rider s prOblem and an overView of likely risk. Many motor cyclists in this age The final outcome of these develop explanations) group have started riding for the ments i.. that the overall numb er of P. C. Noordzij & J.A. G. Mulder first time and therefore have little seriously injured motor cyclist~· has R·94·5. 32 pp. experience. In 1992, over 60% of all increased . (only avalfabfe in Dutch) Draft design requirements f(lr a sustainably safe road network In 1992, the Impetus was given for a new approach towards road hazard In the mea'iures to be taken . Insofar as the Netherlands, aimed at realizing a sustainably safe road traffic sysltem . p<)s~lble, it b' also mentioned each time which party i" able to supply the data . In order to ensure that this approach would find favour with the maximum number of parties Involved, it Is intended to realize a sustainably safe road network on a limited scale through a number of demonstration pro1iects . Concept 'ontwerpeisen duurzaam ' vellig wegennet SWOY drew up _ r~port in whiCh abb eX1mined which data an.. ' r cqUl'nc'd (Draft de Sf gn requirements for a the principle~' of Such a sust,\inably to arrive at th dl.'l,·ign and impkrnen " sustalnably safe road network) safe road network are dl ·sCus~· Cd. with tation of a 5u~lainably safe road Inter/m report on the preliminary a" major element a monofunctional network in a pdrticul,lr region : study of a Mo t de sign for sustainably sa fe regional road cdtegon'z,Hion of the roads . The!'e data concerning the road network . networks' principles lead to mor e concr et e the road function, the traffic and J . van Minnen & ir· M. Slop functional de~ign r equirement<.' for ro,ld I.lHIr'4cteri.. tic~ . the ,\ctu.\1 H)'ld R ·94 ·11 . 34 pp . the ro,\d n etwork ,\nd ito; put!>. It w _s hJi.ard ~nd the co~\!>' a~ '~'ocl 'ated ....i ·th (only avallabfe in Dutch) Ped estrian 0 pin ion on the alternative - 'Maastricht' crossing The alternative layout for pedestrian crossings, called the 'Maastricht deslg n', where the light is positioned on the near side of the cross hg, Is U'lder discussion. One of the arguments against introduction of this alternative Is the supposed resistance fe'l by pedestrians, a resistance which has not been expressed so much through complaints lodged with the road planning authorities, but rather through several polls held amongst pedestrians on the street. The working group for pede !trian palities. First, people were asked to engineering facilities of C R.O W state the characteristic differences, (the Netherlands Research then their preference was asked and Centre for Research and Contract finally a comment about perceived Standardization in Civil and Traffic safety was requested The background Engineering c.R.O.W) wished to to the response in favour of one know if thi~ perceived resi !tance or other layout was questioned. should be taken Into account in the Subsequently, the opinion about a recommendation. number of characteril>tics associated C.R.O.W al>ked the 9WOY to with the new layout was requested. conduct a study Jmongst Ul>ers of the Some information was given to the 'Maastricht' cros !lng, in order to respondent regarding possible inve'itigate the pre lCnc eo f resistance principal advantages·.time won with 11,c Il glrll~ PUlillOIlCd 011 II,il 'Iit/L'O/l ltL ' vision program Sesame Street . to the contrJry :32°6 preferred this uncertainty about wh dl th et f'oI ffl'c Sin ce 1986 Peter works at SWOV Ilyout. 22°6 preferred the old la yout startno move and in 1blll't y to sce the and his main topic IS traffic behaviour. and 44 % demonstrated no preference . hght turn red, !to that th e pcd \.S1 1\ ~ln The ~afLly alt l;essment .which is IS unsure whetht.:t heneedsto hurr y. 17 - - Those in support of the be cCbfusing . The inconsistency in It is recommended that when 'Maastricht design' in general cited the remarks: 'sufficient time to c ros s' assessing the 'Maastricht design ., the more advantages than opponents and 'more crossing time with the old resistances expressed by pedestrians were able to cite disadvantages. system' could largely be explained should not be taken into account , When asked about all types of by the fact that these remarks were and nel'ther should a possible variation positive characteristics of the new given by different respondents. in uniforml·ty. Attention is asked layout in general, people confl'rmed A large number of opinions related - with respect to the realisation and in the main that they are given to personal preference and the safety information campaigns - for giving sufficient time to cros s in this assessment. pedestrians the option to request green, situation, that the partially sighted The information given during for sound signals and for sufficient are better able to see the light the interview and the three above crossing time, if possible by using and that the sound signal clearly mentioned, again emphatl'cally detectors for crossing pedestrians. indicates that the light has switched quoted, advantages did not lead to It is again emphasised that to green. People did not agree a shift in preference or in the safety unnecessary requests for a green light that they actually feel safer while assessment. should be avoided, again through the crossing. With regard to negatl've Comparison to previous study use or-detector systems. characteristl'c'i, people reiterated supports the assumption that in the main that they hav e more resistance is primarily seen with crossing time with the old system, a change to the existing situation , that they do not know when the while there is less resistance to traffic starts to move and that they introduction at locations wher e the De op/nie van voelgangers over de Maaslrichlse opslalllng are more inclined to cross on red crossing was not yet controlled. (Pedestflan oplillon on the with the new system. They deny that It was also found that onl y35°6 alternative 'Maastricht ' crossing) the traffic starts moving as soon as of pedestrians cross only on green, Or. P.B.M. Levell the sound signal stops and that two and that half of those crossing on red R-94-6. 44 pp. systems operating in parallel would first press the request button. (only available in Dutch) Sway carries out research concer by wn'ting a letter or telefax to Young moped riders: Reducing ning road safety· aur main client is Sandra Rietveld of the public informa - high risks and high insurance the Dutch Mimstry of Transport. tion department of SWay. premiums Therefore, most reports are written Paper presented to the International in Dutch. Sometimes however when Conference on Automoblie Insurance and Strategies for improving road research is carn'ed out e g . for the Road Accident Prevention . Amsterdam . safety in the Netherlands: Past 6 -8 April 1992 · E U or other international bodies and future Ir. FCM · Wegman . 0 -92 '2 . 13 pp . reports are written in english ·SWay Contribution to the 5th World Congress researchers also participate in of the International Road Safety This paper offers a description of the I'nternational conferences , workshops Organisation (P.R.I) , Istanbul , developments that have taken place and seminars and contribute to 12-14 May 1992 · I'n the Netherlands with respect to p. Wesemann 0"92 -1 · 11 pp . I'nternatl'onal journals, These contri the ownership and use of mopeds, butions are normally written in This reports deals wl'th the following followed by a descn'ption and brief English, sometimes in German or subjects: how road safety in the analysis of the road safety problems French .Some of them are pubh'shed Netherlands has developed from of moped riders. FI'nally recommen - by Sway· In this article the 1950 to 1990; how policy has dations describing how the problem available reports in English, German contributed to this and how one may be tackled are presented. or French ar mentIoned and a intends to continue l'mprovl'ng These also includes suggestions summary of the contents is given . safety I'n the future via poh ' ~ and as to the contribution insurance The complete reports can be obtal'ned research . companies can make. 18 ThIS paper deal~ with the followIng and a high level of vulnerability. subject S' how road safety in th e Because of the expected growth in Netherlands has developed in r - - on Road and Vehlc ~ Safety, Aa Che n, pur ~ tU I'n highly motorised countrie.,' Auch stellte sich herau!> daB iL'mehr Germany, 13-17 Sept(ftnber 1993 , and u ~ng pres tnt knowledge, it i<; Mcn~then ml't Llcht am Tag fahren, J , van der SIUls 0 '93 -3 , 8 pp possiblcto indicate what could have desto positlver diesl.'l>' Ycrhallcn auf sway has cxecuted a computer happened in the pa!t in order to die Ycrkehr<;!>lcherhcl't cinge~cha'tlt ';I'mulation study of side collisIon sof achieve bettcr results, CEEC's could wl'rd, AuBerdem best cht cl'ne cars again!.t bic )tlists, Aim of the judge for themselves what is appli Qlblc Beliehung zWlschen Lebens111er, study W,\ Sto l.~lablish a description for them, The formulatIon ol'a PS) thologi"ch e Einst l.1 1ung lum of an ideal car-front in t tfms of shape National Road Safety Plan in C tntral Tagesfahrlicht untl der Hallung auch and stiffness, An ideal car-front was and East European Countrie·;ne I'tIs Jellt schon nll't Licht am Tclg zu fahren ' defined as the front that will cause to go hand in hand with the establish · Die HaIflc der Befragten findct daB mim'mal injury to the bicyclistl'n case ment of an organisational structure die Regierung das Tage"fahrlicht of side collision, This paper describes that i!>' respon!>lble for the initiation, l ur Pflicht m,lchen soil. Unter die the re<;ults of the simulation & For this preparation, implementation and bedingung daB jeder mit Licht am kind of simulation~ SWay usc sthe l.Valuation of the actions planned, Tag flilut, hat ~ich aut' Grund program VEDYAC, which stands A politIcally sanctioned National neuer Unterl>uchungsergcbnisse ein for VEhicle DYnamics And Crash, Road Safety Plan can make a slgm'fi - positiver Zusammenhang ergeben With YEDYAC various three cant contribution to improving road 7wischen dem Effckt Cluf die verkehr<; dimen<;ional dynamical problems safety, ba<;ed on political will. on ,\ sicherheit durdl fahren ml't Llcht am can be sl'mulated including cra<;hl.'i, proper organisation and making U.,c Tag und den Breitengrcld : je ferner Simulations were carried out of of existing knowledge on the most vom Aquator, desto groBer die collisl'ons between a bicyclist and a effective and efficicnt mea ~res , Wirkung, FUr die Nlcderlanden i,l number of dl'fferent shaped car-fronb: deshalb die Konklusion daB ein Simulation was a suitable optimaler Effckt duf die Yerkehrs Sicherer fahren mit Licht am Tag method for two reasons: v1riation sicherhelt ,ttlcin dadurch erlielt Vortrag Enquete des Kuraton'ums 01' the <;hap cand stit fness is more werden ka rn. wenn fahren mit fu·r Verkehrsslcherheli , difficult to perform in case of an Wliw , 10 No vemb er 1993 , Licht am Tag liJ Ab lC hbarer Zcit nIr experimental model than whcn a J,L , L ndelj'er, 0-93-13 ,8 S , Pflicht wl.Tden wird, compute rmodel is u~ed, furthermore Oer Yerkehrsministcr der expen'mental simulation results Niederlanden hat im Herbst 1992 Regranting of driving licence were available to 'i!rif y the standard beschlossen. da s Fahren mit Licht am A llierature search , <;imulation, Tag auf freiwilllgcr Basis an/ure~en, PC , Noordllj: 0 '94 -3 , 30 pp, From the performed mathema Auch in 1993 wurden die!>c Aktionen tical :'101 ulations I't is concluded th'<\ im Frtihjahr und H l.T b ft wiederholt ' A literature !>'ei:Jrch wal>' m tde, bclsed a grea ter bonnet angle hcls a posiC..,e Meinungsumfragen haben ergl.lJcn on the IRRD data base , A ~election effect on the head "ccderation, This dcls vlCle Menschen selb!>l l.tl Cbt wa , made u~ing two groups of effect a Iso occurs when a windscreen haben daB sic fi n Auto tclgo;lib er key word!>: The first group contained IS sl'mulatetl, nlcht oder lu .,pat ge!>'ehen hab en ' the \ \Nd~ -,drug, ,llcohol and Diesc Erfahrung wl'rd aber m'cht drunkenne~l;, The I,'econd : tldving immer als gefahrlich erkannt , tc.,t, penalty and drivl'ng licencl.', Lessons to be learnt? When wnilng a National Road Safet Y Plan for Central and East European Countnes ' F. C M Wegman , 0 '93-6 14 pp It is to be expected that a sharp incrca<;e I'n private motorised traffic in Centr 11 en East Europe,ln Countril:s (CEE C ~) will lead to an increase in road accident<; and casualtlc~ : Furthermore. it i to bc l.xpected that rocld ~ilkty mca.,urc'; could reduc c road a Titles with one or more key-words In this paper several experiments principle that the urban area should in both groups were selected . This which had a positive effect on speed functionally be divided into traffic resulted in a list of 403 titles which behaviour have been conducted in areas and residential areas, Starting were published in 1986 or later. the Netherlands are described. For from this principle, various types To obtain a more convenient number instance automatic speed warning of solutions have been developed for further search, the period was at the approach of an intersection and applied in practice. The effects restricted to 1990 and later, with 174 in the city of The Hague gave a of most of them on traffic safety titles as a result. All of these titles reduction in mean speed of 5 km~. have been evaluated by now. The were screened for relevance. On four provincial road stretches experience contributes in evol ving 88 of them promised to be relevant. with a speed limit of 80 km ~ an the new concept of a s ustainably As a next step the abstracts of all automatic speed warning and <;afe traffic system in urban areas. these titles were studied. Only 15 enforcement system resulted in a The paper describes the traffic of these were found to be directly total average reduction of th C mean safety problems inside res idential relevant to the subject of relicen!>'ing. speed from 78 to 73 km~ . areas. the principles underlying a They are reproduced in a report. The percentage of speeder!>' wCnt functional, safety or')e nted road 9 more abstracts related to licence down from 40°-b to 1Oo ~ . A proJ'ect Categori2:ation of the urban infra suspension rather than regranting. on enforcement of speed on a structure. Then, vario~ application<; They illustrate the standard proce provincial road network, which ha<; in practice are discusse d as well as dures for suspension and regranting started recently, is also described. !>'ome results of evaluation studies and their effectiveness. on their safety impact. Finally the conce pt of a sus ta'mably urban traffic The SWOV Institute for Road safety is explained. Speed management systems and Safety Research in 1994 road safety in the Netherlands International exper iences In brief· Paper presented at Symposium on Matthijs J, Koornstra, D -94-5 , 14 pp, Road safety in residential areas 'Enforcement and Punishment in Traffic', Brochu re, 4 pp, April 20th, 1994, Technion, Israel In this report the objectives, Institute of Technology, Hada . Israel · philosophy, some features and clients A majority of road accident H.L. Oel. D-94-4. 15 pp , of SWOY are regarded. Furthermore ca Sual ties ins ide built-up areas in attention is paid to the international The Netherlands take place on experiences of SWOY with the traffic arterie!>; thaie streets where EU and various countries and inter traffic or flow function dominates, SWOV Research Actlilliles IS a magazine on road safety research, published tWice a national organisations <;ince 1985, About 20-40°-b of the accidents has year by the SWOV Institute for Road Safety occurred in streets with a residential Research h the Netherlands, function. It is an exception rather Urban tr aff iE: safety strategies in SWOV Research Activities contains sum manes than a rule to find black spots in of research projects carried out by SWOV the Nethe'flands residential areas. Accidents are Edlior: Anita van der Vorst A contf/b u/ion to the i'n te matt 'onal scattered ove r the entire area, Photographs , Paul Voorham, Studio conferenc e 'Livi'ng and walking in cities - VEl-koren, Peter Levelt, Town plan nI ng a nd I nfr astruc ture project This leads to the conclusion that an Wim Metselaar for safety in City Il 're : 3 -4 June 1994 , areawide approach to solve road Universlly of Breso'a , ltaly, DeSign and ey Qjt, Additief, safety problems in residential areas P,I ,J , Wo uter s ' S, T.M Jan ssen & v Q-mgeving en reclame , ,C 3 is most appropriate. This brochure ZQ3termeer A,A , Vis D -94 -6 , 1 pp , describes the developments in the Print ' Drukkerij Bestenzet, Zoetermeer The increasingly dominant role of Netherlands concerning residential Publisher: SWOV Institute for Road motori<;ed traffic in urban areas areas'· from segregation to the Safety Research poses a growin g threat to vulnerable woonerf concept and from the p,O , Box 170, 2260 AD Leldschendam road users· In urban areas a conflict woonerf concept to 30 kmlh I-On e ' The Netherlands arises betw<:en the desired accCs Tel: +31 703209323 sibility for motorised traffi and Fax:+31703201261 upholding the quality of life · In this Free cOpies are aval'bble from the publisher, Please send suscnpflOrs and address chan conflict between the traffic funqions ges to the publisher . and the living functions of the urban COPYflghr:No part of this publlcabon may area , a well balanced solution be reproduced without the prior written has to be found · Since the 1970' ~ permiSSion of the swOt Instliute for Road Safety Research . the Ncther1and~' have tried to tackle - ISSN: 1380,703X this problem bv adopting th I!,