scholarly journals Motor Scooters and Mopeds

2008 ◽  
Vol 2074 (1) ◽  
pp. 69-76 ◽  
Author(s):  
Narelle Haworth ◽  
Angela Nielson
Keyword(s):  
Medical Treatment ◽  
The State ◽  
Crash Severity ◽  
Loss Of Control ◽  
Vehicle Crashes ◽  
Low Speed ◽  
Registration Data ◽  
Single Vehicle ◽  
Crash Types ◽  
Motorcycle Crashes

Little is known about the crash involvement of scooters and mopeds and whether they are safer than other motorcycles. Difficulties in defining motor scooters and mopeds and identifying them in crash and other databases have hindered research. This paper reviews recent research and analyzes the nature and extent of moped and motorcycle crashes in the State of Queensland, Australia. Analyses of merged crash and registration data found that the number of moped crashes increased from 25 in 2001 to 97 in 2005. Most crashes resulted in hospitalization (43%) or medical treatment (38%) and occurred between 6 a.m. and 6 p.m. on weekdays in low-speed areas. Overall, 50.8% of crashes occurred at intersections and 32.3% were single-vehicle crashes. The most common crash types were collisions between vehicles traveling in the same direction (24.8%), loss of control on a straight road (23.1%), and collisions between the moped and another vehicle on an adjacent approach to an intersection (18.2%). The ratio of motorcycle to moped crashes was about 19:1, but moped crashes increased at a greater rate during 2001–2005 (260% versus 71%). The distributions of crash severity were similar. Moped crashes more often involved loss of control on a straight road (23.1% versus 12.7%), while motorcycle crashes more often involved loss of control on a curve (13.6% versus 5.0%). Moped riders in crashes were much more likely than motorcycle riders to be female (37.9% versus 7.2%) and younger and hold an interstate (10.8% versus 1.3%) or overseas (7.8% versus 0.7%) license. The interpretation of these data and their implications for licensing and other countermeasures are discussed.

Evaluation of Roundabout-Related Single-Vehicle Crashes

2017 ◽  
Vol 2637 (1) ◽  
pp. 17-26 ◽  
Author(s):  
Beau Burdett ◽  
Andrea R. Bill ◽  
David A. Noyce
Keyword(s):  
Negative Binomial ◽  
Vehicle Crashes ◽  
Impaired Driving ◽  
Crash Data ◽  
Road Crashes ◽  
Run Off ◽  
Traffic Volumes ◽  
Single Vehicle ◽  
Total Proportion ◽  
Crash Types

Roundabouts reduce fatal and injury crashes at intersections when converted from other intersection control types. In Wisconsin, roundabouts have been linked to a 38% decrease in fatal and injury crashes. Part of this reduction can be attributed to crash types that result in the mitigation of more serious injuries. However, the reduction comes at a cost because other crash types, such as single-vehicle collisions, may increase. Six years of crash data on 53 roundabouts in Wisconsin were examined for crash causes and geometric characteristics that affected single-vehicle crashes. Weather and impaired driving, particularly by younger drivers, were primary causes for more than half of all single-vehicle crashes at the study roundabouts. Younger drivers (18 to 24 years of age) were involved in a significantly higher proportion of single-vehicle crashes than the total proportion of licensed drivers in that age group. Younger drivers were involved in approximately one-third of all crashes that involved impaired driving and in two-thirds of all speed-related single-vehicle crashes. A negative binomial model was constructed to estimate run-off-road crashes at approaches. It was found that roundabouts with higher approach speeds and higher traffic volumes experienced more run-off-road crashes. Landscaped central islands experienced significantly lower frequencies of run-off-road crashes.

scholarly journals Analysis of safety impact of paved shoulder width on Czech secondary roads

2021 ◽  
Vol 60 (4) ◽  
pp. 125-136
Author(s):  
Jiří Ambros ◽  
Zuzana Křivánková ◽  
Robert Zůvala ◽  
Kateřina Bucsuházy ◽  
Jindřich Frič
Keyword(s):  
Traffic Safety ◽  
Linear Models ◽  
Logistic Models ◽  
Crash Severity ◽  
Vehicle Crashes ◽  
Crash Frequency ◽  
Management Measures ◽  
Driving Speed ◽  
Single Vehicle ◽  
Speed Management

Traffic safety is influenced, among other factors, by characteristics of the roads, which include the width of the shoulder. Shoulder width was noted to have a large effect on crash frequency, as well as on traffic speed. In this paper, we focused on paved shoulders. Previous studies confirmed that increasing the width of the paved shoulder is associated with a decrease in crash frequency. However, wider shoulders may encourage higher driving speed, which is related to an increase of impact speed and crash severity – this issue was hypothesized, but not statistically investigated. Thus, conclusions based on crashes and speeds contradict each other, and there is no simple answer to the question of the safety impact of wide shoulders. To address this gap, we analyzed a sample of two most typical categories of Czech secondary roads, which differ only in the paved shoulder width (S9.5 roads with 0.75m-wide shoulder, and S11.5 roads with 1.75m-wide shoulder) and thus present a suitable example for studying the safety impact of paved shoulder width. We used generalized linear models of crash frequency, and multinomial logistic models of crash severity (separately for single-vehicle and multi-vehicle crashes), as well as a statistical test of differences in speed for the two road categories. The results showed that: Firstly, there were fewer crashes on S11.5 roads compared to S9.5 roads; this was true for both single-vehicle and multi-vehicle crashes. Secondly, single-vehicle crashes on S11.5 roads were more severe compared to S9.5 roads; the change of severity in multi-vehicle crashes was not statistically significant. Thirdly, driving speeds on S11.5 roads were approx. by 7 km/h higher compared to S9.5 roads. These findings support the hypothesis of an association between wider shoulders, higher speeds, and increased crash severity, especially in the case of single-vehicle crashes. As a practical solution, various speed management measures, including widening to a 2+1 road, may be recommended.

scholarly journals Identification of Factors Leading to High Severity of Crashes in Rural Areas

2010 ◽  
Author(s):  
Sunanda Dissanayake ◽  
Indike Ratnayake
Keyword(s):  
Rural Areas ◽  
Seat Belt ◽  
Crash Severity ◽  
Vehicle Crashes ◽  
Related Factors ◽  
Rural Highways ◽  
Crash Data ◽  
High Severity ◽  
Alcohol Involvement ◽  
Single Vehicle

This study made an effort to identify critical factors contributing to increased crash severities on rural highways. Crash data from the Kansas Accident Reporting System (KARS) database was analyzed and crash severity was modeled using ordered choice models. Many driver-related factors, such as alcohol involvement, lack of seat belt usage, excessive speed, and driver ejections because of the crash contribute to the increased severity of crashes in rural areas. Also, severities of single-vehicle crashes are higher than two-vehicle and animal-vehicle crashes. Factors related to roadway geometry such as sharp curves and steep grades are also found to contribute to the increased crash severity in rural areas.

scholarly journals ‘Our legal responsibility…to intervene on behalf of the child’: Recognising public responsibilities for the medical treatment of children

2021 ◽  
Vol 21 (1) ◽  
pp. 19-41
Author(s):  
Jo Bridgeman
Keyword(s):  
Medical Treatment ◽  
Social Services ◽  
Local Authority ◽  
The State ◽  
Parental Authority ◽  
Best Interests ◽  
Legal Responsibility ◽  
Local Authorities ◽  
Professional Responsibilities ◽  
Seriously Ill

This article argues for recognition of public responsibilities to protect the welfare of children with respect to decisions affecting their health and medical treatment. As the quote in the title of this article, from David Plank, the Director of Social Services responsible for bringing the case of Baby Alexandra before the courts, identifies, early cases concerning children’s medical treatment were brought by local authorities to determine responsibilities to protect the welfare of children. In cases such as Re B (1981), Re J (1990) and Re W (1992), the court was asked not only to determine the child’s best interests but also to clarify the duties of the local authority, Trust, court and child’s parents to the child. The respective duties established apply to all involved in cases brought before the courts on the question of a child’s future medical treatment, whether or not the child is in the care of the state. Recent cases concerning the medical treatment of seriously ill children have involved claims of parental authority to determine the care of their child. To the contrary, this article argues that court involvement is required when parents are disagreed with the child’s treating doctors over the child’s medical treatment because of public as well as parental and professional responsibilities for the welfare of all children.

Modelling bus-pedestrian crash severity in the state of Victoria, Australia

2021 ◽  
pp. 1-19
Author(s):  
Seyed Alireza Samerei ◽  
Kayvan Aghabayk ◽  
Nirajan Shiwakoti ◽  
Sajjad Karimi
Keyword(s):  
The State ◽  
Crash Severity

Endwall Boundary Layer Development in an Engine Representative Four-Stage Low Pressure Turbine Rig

2008 ◽  
Vol 131 (1) ◽  
Author(s):  
Maria Vera ◽  
Elena de la Rosa Blanco ◽  
Howard Hodson ◽  
Raul Vazquez
Keyword(s):  
Boundary Layer ◽  
Leading Edge ◽  
Low Pressure ◽  
The State ◽  
Linear Cascade ◽  
Low Speed ◽  
Cold Flow ◽  
Low Pressure Turbine ◽  
Transitional Boundary Layer ◽  
Passage Vortex

Research by de la Rosa Blanco et al. (“Influence of the State of the Inlet Endwall Boundary Layer on the Interaction Between the Pressure Surface Separation and the Endwall Flows,” Proc. Inst. Mech. Eng., Part A, 217, pp. 433–441) in a linear cascade of low pressure turbine (LPT) blades has shown that the position and strength of the vortices forming the endwall flows depend on the state of the inlet endwall boundary layer, i.e., whether it is laminar or turbulent. This determines, amongst other effects, the location where the inlet boundary layer rolls up into a passage vortex, the amount of fluid that is entrained into the passage vortex, and the interaction of the vortex with the pressure side separation bubble. As a consequence, the mass-averaged stagnation pressure loss and therefore the design of a LPT depend on the state of the inlet endwall boundary layer. Unfortunately, the state of the boundary layer along the hub and casing under realistic engine conditions is not known. The results presented in this paper are taken from hot-film measurements performed on the casing of the fourth stage of the nozzle guide vanes of the cold flow affordable near term low emission (ANTLE) LPT rig. These results are compared with those from a low speed linear cascade of similar LPT blades. In the four-stage LPT rig, a transitional boundary layer has been found on the platforms upstream of the leading edge of the blades. The boundary layer is more turbulent near the leading edge of the blade and for higher Reynolds numbers. Within the passage, for both the cold flow four-stage rig and the low speed linear cascade, the new inlet boundary layer formed behind the pressure leg of the horseshoe vortex is a transitional boundary layer. The transition process progresses from the pressure to the suction surface of the passage in the direction of the secondary flow.

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