Exposure-based Road Traffic Fatality Rates by Mode of Travel in France

The motorcycle deaths to passenger car deaths ratio and economic performance: A panel data analysis

The existing literature in road safety revealed that the relationship between motorcycle deaths and per-head income follows a Kuznets or reverse U-curve pattern, whereby motorcycle deaths incline at lower income levels but decline once the per-head income has exceeded a threshold level. The same reverse U-curve relationship was also observed between per-head income and other road injury-related variables, including road deaths, road injuries, as well as road deaths to road injuries ratio. Evidence showed that motorcycles and passenger cars are the dominant vehicle modes and contributed significantly to global road deaths. The main objective of this study is to examine the relationship between the motorcycle deaths to passenger car deaths (MDC) ratio and per-head Gross Domestic Product (GDP). Examining the relationship between the MDC ratio and GDP per capita can be effective in understanding the relative change between motorcycle and passenger car deaths at different economic development stages, as well as identifying appropriate preventive measures. We apply a panel linear regression analysis on a panel of 38 countries over the period 1965-2013. Result demonstrated that there is a reverse U-curve relationship between the MDC ratio and the logarithm of GDP per capita. This implies that, at lower levels of GDP per capita, motorcycle deaths were more prevalent than passenger car deaths, whereas as the level of GDP per capita rises, passenger car deaths became relatively prevalent than motorcycle deaths. Moreover, there is a reverse U-shaped relationship between motorcycle ownership to passenger car ownership ratio (MPC) and the MDC ratio, while a U-shaped relationship exists between relative growth in higher mobility roads as compared to higher accessibility roads (MPA) and the MDC ratio. Based on our results, policies and interventions to reduce motorcycle and passenger car deaths were suggested in the conclusion of the paper.

Needs for International Benchmarking of Road Safety Management Based on Mobility Exposure Measures and Risk Patterns

Each year, 1.35 million people worldwide die due to Road Traffic Injuries (RTI), highlighting the need for further research. The risk of RTI is usually estimated as the number of casualties divided by the level of exposure in a population. Identifying the most appropriate exposure measures is one of the most important current challenges in this field. This paper presents an analysis of exposure measures used in empirical studies on road accidents. The results show a large variability in the exposure measures used, ranging from more general measures (such as population figures or vehicle fleet) to more specific measures related to mobility (such as number of trips, distances or travel time). A comparison of the risk patterns found shows that there is a partial consensus on the profiles with the highest risk of road traffic injuries. In conclusion, there is a need for the international standardization of criteria and data to be recorded, at least injury severity and measures of exposure to mobility, as the travel time disaggregated by socio-demographic variables and mode of transport. Such data would provide higher-quality results on risk profiles and facilitate the implementation of more effective, knowledge-based road safety policies.

The sources of the Kuznets relationship between the road deaths to road injuries ratio and economic growth

INTRODUCTION

Past empirical studies indicated that there is a Kuznets or reverse U-shaped relationship between road deaths and per capita income, such that the number of road death increases at a low level of per capita reverse U-shaped relationship was observed between road injuries and per capita income. While these studies explored the impact of per capita income on road deaths and road injuries, no studies have examined the relationship between per capita income and road death to road injury ratio (DPI).

METHOD

Using a fixed effects panel regression analysis from 67 countries spanning over a period of five decades (1960-2013), the present study sought to explore the impact of per capita gross domestic product (per capita GDP) on the DPI ratio and the underlying factors responsible for the relationship.

RESULTS

Our result suggests that per capita GDP followed a reverse U-shaped relationship with DPI. Moreover, the relative improvements in higher mobility roads as compared to improvements in higher accessibility roads, motorcycle ownership to passenger car ownership ratio, percentage of population living in an urban area, infant mortality rate, and the percentage of population below 15 years of age and above 64 years of age contributed to this relationship. Practical Applications: This implies that, at lower level of economic growth where road deaths exceed road injuries, countries should implement low-cost measures to combat road deaths cases. Such measures include mandating wearing of quality helmets and daytime running headlights for motorcycles. On the other hand, at higher level of economic growth where road injuries surpass road deaths, countries are encouraged to devote more resources to improving medical technology and services to treat road injury victims, mandating seatbelt use, as well as enhancing and promoting public transportation service.

Exploring visitation at rivers to understand drowning risk

INTRODUCTION

Globally, rivers are a common drowning location. In Australia, rivers are the leading location for fatal drowning. Limited information exists on exposure and impact on river drowning risk.

METHODS

Australian unintentional fatal river drowning data (sourced from coronial records) and nationally representative survey data on river visitation were used to estimate river drowning risk based on exposure for adults (18 years and older). Differences in river drowning rates per 100 000 (population and exposed population) were examined by sex, age group, activity prior to drowning, alcohol presence and watercraft usage.

RESULTS

Between 1 January 2014 and 31 December 2016, 151 people drowned in Australian rivers; 86% male and 40% aged 18-34 years. Of survey respondents, 73% had visited a river within the last 12 months. After adjusting for exposure: males were 7.6 times more likely to drown at rivers; female drowning rate increased by 50% (0.06-0.09 per 100 000); males aged 75+ years and females aged 55-74 years were at highest risk of river drowning; and swimming and recreating pose a high risk to both males and females. After adjusting for exposure, males were more likely to drown with alcohol present (RR=8.5; 95% CI 2.6 to 27.4) and in a watercraft-related incident (RR=25.5; 95% CI 3.5 to 186.9).

CONCLUSIONS

Calculating exposure for river drowning is challenging due to diverse usage, time spent and number of visits. While males were more likely to drown, the differences between males and females narrow after adjusting for exposure. This is an important factor to consider when designing and implementing drowning prevention strategies to effectively target those at risk.

A problem of the safety of vulnerable road users in Montenegro

Research on the safety of vulnerable road users in Montenegro and in the European Union found that pedestrian fatality rates are the highest, followed by motorcyclists, and then cyclists. In the European Union, fatality rates are decreasing for all groups of vulnerable road users, while in Montenegro the fatality rate of pedestrians and cyclists is decreasing. The safety improvement for vulnerable road users is less successful than that for people in vehicles. Pedestrians in Montenegro are at the highest risk in the European Union. In Montenegro, pedestrians and cyclists are most vulnerable on the streets in the most developed settlements, while moped riders and motorcyclists are most vulnerable on the main roads. The implementation of control measures led to a turning point, and further improvement was obtained after implementing safety campaigns; for greater improvements, it will be necessary to establish local institutions for traffic safety management.