Centre for Automotive Safety Research reports

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A comparison of uncontrolled, give way sign controlled and stop sign controlled intersections in South Australia
(Centre for Automotive Safety Research, 2022) Stokes, C.; Woolley, J.E.; This research was funded via a deed with the South Australian Government
The Centre for Automotive Safety Research (CASR) has undertaken study to compare uncontrolled, give way and stop sign controlled intersections as used in South Australia. The answers to two basic questions are desired: is more control justified if safety is impaired; and do road users differentiate by the type of control employed? The use of different levels of control was investigated through a literature review, analysis of in-depth crash investigation files and a survey of road users in South Australia. There appears to be some benefit to the use of greater control but the reasons behind this are unknown. The survey results also suggest a residual of road users are confused and prone to error at controlled and uncontrolled intersections. Recommendations to help remedy this issue include adding redundancy at intersections through the use of Safe System design principles, controlling all uncontrolled T-junctions and upgrading superseded intersection advanced warning signs.
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A novel low-cost Safe System-aligned treatment for regional and remote intersections
(Centre for Automotive Safety Research, 2023) Mongiardini, M.; Stokes, C.; This project was funded through the Australian Government’s Road Safety Innovation Fund (RSIF) program, administered by the Office of Road Safety (Project Number RSIF2-74). In-kind support was also provided by the South Australian Department for Infrastructure and Transport (DIT).
An intersection active warning system aiming to improve vehicle safety at intersections has been developed and trialled. This system, named RJAWS Lite, is an advisory variation of the existing mandatory-speed based RJAWS and provides two major visual warnings: (i) speed advisory on major approaches and (ii) run-through prevention on the minor approach. A controlled before-after analysis conducted on speed data from a trial at six rural intersections in South Australia indicates that RJAWS Lite can provide substantial safety benefits, albeit to a lesser degree than the full version of the RJAWS. Nonetheless, the RJAWS Lite involves considerably lower equipment and installation costs, combined with less restrictive regulations, than the mandatory full version of the RJAWS and so could be expected to be suitable for more widespread installation, which could therefore effectively increase road safety at a larger number of rural junctions. Future streamlining of the current large billboard-style RJAWS signage may likely contribute to improve driver compliance with the advised speed and therefore further increase the predicted safety benefits.
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A review of pedestrian facilities
(Office of Road Safety, SA Department of Transport, 1995) Moore, V.; McLean, J.; Centre for Automotive Safety Research (CASR)
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A review of SA line markings for suitability with lane support systems: a video analysis trial
(Centre for Automotive Safety Research, 2023) Elsegood, M.; Mackenzie, J.; South Australian Government
Custom video analysis software was used to determine when the lane support systems of two vehicles could identify the lane line markings along Victor Harbor Road, South Australia. The video analysis software proved successful and produced an average line marking detection rate of 97.8% between the two test vehicles. The locations and a heat map of areas where line marking non-detections occurred was generated. The situations in which non-detections occurred were potentially attributed to shadows over the line markings, newly formed lanes, uncommon lane dividing markings and absences of line markings. Potential solutions to overcome the non-detections along Victor Harbor Road are discussed.
Open Access
A survey of bullbar prevalence at pedestrian crash sites in Adelaide, South Australia
(Centre for Automotive Safety Research, 2008) Anderson, R.; Ponte, G.; Doecke, S.; Centre for Automotive Safety Research (CASR)
This survey was designed to examine the proportion of vehicles fitted with bull bars in Adelaide, South Australia, at the sites where pedestrian crashes have occurred in the past. The sample was stratified to examine the prevalence in separate geographical regions of the metropolitan area of Adelaide. Survey results were combined using weights determined from the relative incidence of pedestrian crashes in the three survey strata. Overall, 8.6% of traffic was equipped with bull bars. Bull bar prevalence was much greater amongst heavy vehicles (28%), but heavy vehicles formed only a minor component of the traffic volume. The average site prevalence amongst light vehicle traffic was 7.5%. Site prevalence was lowest in the CBD (average 5.5%) and highest in the Outer Metropolitan Region (average 9.1%). Differences between the site prevalence in each region were statistically significant, and there was additional variation between sites within each region. 4WD vehicles are the most common vehicle type to have a bull bar fitted and 4WD vehicles with bull bars are twice as prevalent at the sites of crashes as the next most common type of bull bar equipped vehicle, work utilities.
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Access to safer vehicle technologies by young drivers: factors affecting motor vehicle choice and effects on crashes
(Centre for Automotive Safety Research, 2013) Anderson, R.; Raftery, S.; Grigo, J.; Hutchinson, T.P.; Department of Infrastructure and Transport (on behalf of the former National Road Safety Council)
Background. This report is an exploratory study of vehicle choices amongst young drivers, their access to safer vehicle technologies and the role that motor vehicle insurance has in shaping those choices. There is a brief review of the literature on vehicle choices made by young drivers, an analysis of the relationship between driver age and access to safer vehicle technology, a survey of young drivers and their parents (examining vehicle choices, knowledge about safety, and the influence of vehicle insurance on vehicle choice), and a summary of discussions with Australian motor vehicle insurance underwriters. Findings. In respect of their level of safety, cars that young drivers crash tend to lag the vehicles at risk of crashing by more mature drivers; this persists for a long time after a technology first becomes available. Previous literature and the present survey indicate that the safety level of a young driver’s vehicle is not the first priority of the young driver or their parents. The motor vehicle insurance industry in Australia prices risk mainly in line with crash frequency and average claim costs. Vehicle safety systems are often not viewed as positively by the motor vehicle insurance industry as they are by other safety-related organisations, as these systems can lead to high repair costs after a crash. However, technologies that do lead to lower claim frequencies and costs are recognised, and some efforts are made to identify these as early as is possible. Recommendations. (a) In promoting safer vehicle access care should be taken not to also encourage motor vehicle use or greater primary access to vehicles. (b) Modifying insurance costs may not be an appropriate means of effecting changes in vehicle choice. (c) Better information, more tailored to the purchasing power and needs of young drivers, is likely to be of help. (d) Changes to family thinking about vehicle allocation and sharing access to vehicles should be encouraged, and information provided to increase understanding about the importance of specific vehicle safety features. (e) Insurance companies might be able to use their claims data to assist their customers to obtain the lowest risk vehicle for their circumstances. (f) Macro-scale interventions (e.g., rapid introduction of new technologies) may be the best long-term solution to maximise the safety of vehicles and the prevalence of safer vehicle technologies for young drivers.
Open Access
Accidents to intoxicated pedestrians in South Australia
(Centre for Automotive Safety Research, 2009) Hutchinson, P.; Kloeden, C.; Lindsay, V.; Centre for Automotive Safety Research (CASR)
This report reviews the literature on alcohol-intoxicated pedestrian casualties, concentrating on possible countermeasures. It also presents data on the blood alcohol concentrations (BAC) of pedestrian accident victims in South Australia, though all the datasets used have limitations (BAC is unknown in many cases). In South Australia and elsewhere, the alcohol levels of many pedestrians killed and injured are very high indeed. A number of measures are available for preventing intoxicated pedestrian accidents, but it is unlikely that any would have a large effect on the total number of pedestrian casualties. In most respects, improved safety of drunk pedestrians will come about by making the environment safer for all pedestrians, drunk or sober. The measure that would be expected to be most effective is a reduction of speed limits.
Open Access
Adelaide in-depth accident study 1975-1979. Part 1: An overview
(Road Accident Research Unit, 1979) McLean, Jack; Robinson, G. K.; Centre for Automotive Safety Research (CASR)
This report is a general introduction to, and review of, an in-depth study of road accidents to which an ambulance was called in the metropolitan area of Adelaide, South Australia. A representative 8% sample, comprising 304 accidents, was investigated in the 12-month period commencing March 23rd 1976. The general aims of this study are presented followed by a detailed description of the sampling procedure which was adopted. The method of operation is then described, and the types of accidents investigated are presented in form of the general characteristics of the accidents and of the drivers, riders, and pedestrians, together with a review of the consequences of these accidents. The major conclusions drawn from the results of the study are described briefly, including the ways in which factors such as alcohol and inexperience affect the safety of road users, the role played by vehicle factors and aspects of the road and traffic environment in accident causation, the main causes of injury to each class of roaduser and the value of helmets and seatbelts. The companion reports on specific aspects of the accidents investigated are listed in the final section.
Open Access
Adelaide in-depth accident study 1975-1979. Part 2: Pedestrian accidents
(Road Accident Research Unit, 1979) McLean, Jack; Brewer, N. D.; Sandow, B. L.; Centre for Automotive Safety Research (CASR)
This report contains descriptions of the causes and consequences of the pedestrian accidents contained in a representative sample of road traffic accidents to which an ambulance was called in metropolitan Adelaide. Reviews of the relevant characteristics of the pedestrians and drivers, the vehicles, and the road and traffic environment are also included. All but one of these 40 accidents occurred on busy roads. Some measures designed to increase the rate of flow of vehicular traffic are detrimental to the safety of the pedestrian, to the extent that some urban arterial roads are very hazardous for some pedestrians, particularly children and the elderly. The pedestrian was more likely to have been careless, or to have made a mistake, than was the driver, but alcohol intoxication was less apparent as a causal factor in these pedestrian accidents than in other types of accidents covered by this survey. The injuries sustained by the pedestrians were much more likely to be dangerous to life than were the injuries sustained by other road users involved in other types of accident. The front of the striking car, including the upper surface of the bonnet, accounted for more than half of the injuries. A number of possible countermeasures and topics worthy of further investigation are listed at the end of the report.
Open Access
Adelaide in-depth accident study 1975-1979. Part 3: Pedal cycle accidents.
(Road Accident Research Unit, 1979) McLean, Jack; Brewer, N. D.; Sandow, B. L.; Centre for Automotive Safety Research (CASR)
This report contains descriptions of the causes and consequences of the pedal cycle accidents contained in a representative sample of road traffic accidents to which an ambulance was called in metropolitan Adelaide. Reviews of the relevant characteristics of the cyclists and drivers, the vehicles, and the road and traffic environment are also included. One-third of these 22 accidents involved a child cyclist who was riding carelessly on a residential street. The other two-thirds mostly involved adult cyclists on arterial roads, and were a consequence of errors made equally by the cyclists and the drivers. Alcohol intoxication was not a significant factor in any of these accidents. Almost all of the cyclists were injured, and their injuries were often very severe. The front of the striking car caused two-thirds of the severe injuries. A number of possible countermeasures and topics worthy of further investigation are listed at the end of the report.
Open Access
Adelaide in-depth accident study 1975-1979. Part 4: Motorcycle accidents
(Road Accident Research Unit, 1979) McLean, Jack; Brewer, N. D.; Hall, C. T.; Sandow, B. L.; Tamblyn, P.J.; Centre for Automotive Safety Research (CASR)
This report contains descriptions of the causes and consequences of the accidents involving motorcycles in a representative sample of road traffic accidents to which an ambulance was called in metropolitan Adelaide. Reviews of the relevant characteristics of the motorcyclists and drivers, and of the motorcycles, are also included. The role of road and traffic factors is discussed in more detail in a separate report in this series. Sixty-eight, or 22 per cent of the accidents in this survey involved a motorcycle. Most of the riders were young males, many of whom were inexperienced in riding a motorcycle in traffic, and alcohol intoxication was a major factor in those accidents which occurred at night. Few riders were able to make full use of the braking capabilities of their motorcycle in an emergency, and changes are recommended in the method of brake actuation and in motorcycle licence tests. Ninety-six per cent of the motorcyclists were injured. Severe head injuries were less common than were severe injuries to the lower limbs, reflecting the use of effective crash helmets and the high risk of the motorcyclist being struck on the leg in a collision.
Open Access
Adelaide in-depth accident study 1975-1979. Part 5: Commercial vehicle accidents
(Road Accident Research Unit, 1979) McLean, Jack; Aust, H. S.; Sandow, B. L.; Centre for Automotive Safety Research (CASR)
This report deals with accidents involving trucks, vans, buses and multi-purpose vehicles, not all of which were being used as commercial vehicles. There were relatively few single vehicle accidents, apart from those involving pedestrians, and the reluctance of semitrailer drivers to brake hard at s~gnalisedin tersections and insecure loads of some heavy vehicles distinguished these accidents from those involving only passenger cars. All but one of the drivers of these commercial vehicles were males, most of whom were aged between 20 and 50 years. None of these drivers were affected by alcohol intoxication to a significant degree, nor was fatigue a factor in any of these accidents. Although none of the commercial vehicle occupants was severely injured, the provision and use of seat belts may have avoided many of the injuries which did occur. Some multi-purpose passenger vehicles are deficient, when compared to passenger cars, in terms of protecting their occupants from injury in a crash.
Open Access
Adelaide in-depth accident study 1975-1979. Part 6: Car accidents.
(Road Accident Research Unit, 1981) McLean, Jack; Aust, H. S.; Brewer, N. D.; Sandow, B. L.; Centre for Automotive Safety Research (CASR)
This report contains descriptions of the causes and consequences of the accidents involving cars in a representative sample of road traffic accidents to which an ambulance was called in metropolitan Adelaide. The characteristics of the drivers are reviewed in relation to the causation of these accidents and to accident prevention measures in general and the role of vehicle factors in accident and injury causation is discussed with emphasis on the Australian Design Rules for Motor Vehicle Safety. Two hundred and sixtytwo, or 86 per cent of the accidents in the survey involved one or more cars. Alcohol intoxication and inexperience in driving in traffic were the two characteristics of drivers that were most often obviously related to accident involvement. Vehicle defects played only a minor role. Seat belts were found to reduce the frequency and severity of injury; this was particularly so for the later inertia-reel belts which were also more likely to be worn. Seventy-nine per cent of drivers and 65 per cent of left front passengers wore a seat belt where one was available. Door latches and hinges, seat anchorages, and the steering wheel and instrument panel were either deficient in the crash or otherwise were frequently found to be objects causing injury to the occupants of the car.
Open Access
Adelaide in-depth accident study 1975-1979. Part 7: Road and traffic factors
(Road Accident Research Unit, 1980) McLean, Jack; Offler, W.; Centre for Automotive Safety Research (CASR)
This report contains a review of those features of the road and traffic environment that were relevant to the causation or consequences of the accidents in a representative sample of accidents to which an ambulance was called in metropolitan Adelaide. The review is presented in the context of descriptions of the accidents in order to demonstrate the interactions between road and traffic factorsand those relating to the vehicles and to the road users. Infringement of a traffic rule was the most common factor but this was often more a description of what happened rather than an adequate explanation. Excessive speed was also a prominent factor, even though the actual speed may have been below the legal limit, in collisions at sign-controlled and uncontrolled intersections. Safe approach speeds to uncontrolled intersections were such that a strong case can be made for the provision of some form of control. Fail-to-stand accidents were the most common type of collision at signalised locations, with auxiliary kerb lanes appearing to exacerbate the problem. Characteristics of the road surface were rarely relevant, possibly because the surface was generally dry and of good quality. Roadside objects played a role in determining the consequences of about one-third of the accidents.
Open Access
Adelaide in-depth accident study 1975-1979. Part 8: Summary and recommendations
(Road Accident Research Unit, 1981) McLean, Jack; Centre for Automotive Safety Research (CASR)
This report contains a summary of the conclusions and recommendations from earlier reports on the causes and consequences of a representative sample of road traffic accidents to which an ambulance was called in metropolitan Adelaide. Brief comments on the study as a whole are included. The abstracts, tables of contents, introductions and conclusions and recommendations from Parts 1 to 7 and 9 and 10 are presented in appendices.
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Adequacy of barrier and median separation on rural roads
(Centre for Automotive Safety Research, 2013) Doecke, S.D.; Woolley, J.; Department of Planning, Transport and Infrastructure (SA)
This study reanalyses the data from research by Doecke and Woolley (2010) that examined road departures with regard to clear zones and roadside barriers, in the new context of wide medians and median barriers (i.e. departures to the right side of the direction of travel). This study includes data from 62 rural crash investigations conducted from 1998 to 2010 in rural areas to which an ambulance was called. Many of the vehicles in the sample of in-depth crash investigations collided with fixed objects within 15 metres of the roadway yet still about 13% traversed 15 metres of lateral width from the roadway and had an occupant who needed to be transported to hospital. Of those 10 cases where no fixed object was struck, only five came to rest within 15 metres of the roadway. Computer simulations were performed based on five of the cases, three ‘drift off’ type run off road to the right crashes and two single yaw run off road to the right crashes. Each case was simulated using two different driver scenarios. The simulations revealed that wide medians may cater well for vehicles which drift off the road but those that lose control before departing the road will be likely to cross the median. Furthermore, the vehicles that lost control were found to still be travelling at between 55 and 70 km/h after crossing a 15 metre wide median. The computer simulations were also used to examine the appropriateness of median barrier offsets. The barrier was placed at a range of different lateral offsets from the road to examine the optimal positioning of roadside barriers on both wide and narrow medians. In general, smaller barrier offsets produced less severe impacts but all barrier offsets tested would be acceptable. It was concluded that a 15 metre median would cater for drift off crashes but not loss of control crashes. Therefore, to create a true safe system median barriers must be considered. It is also desirable to have a median that is not as wide as currently recommended when a median barrier is installed. Barriers on narrow medians will safely prevent departures to the right. The exact barrier offset (and therefore median width) on a narrow median had little effect on safety.
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Advisory Intelligent Speed Adaptation for government fleets
(Centre for Automotive Safety Research, 2011) Doecke, S.D.; Anderson, R.; Woolley, J.; Australasian Intelligent Speed Assist Initiative; Transport Accident Commission (VIC)
This project sought to determine the likely crash savings if state government fleets in Australia were fitted with advisory Intelligent Speed Adaptation (ISA). The cost effectiveness of such a fitment was assessed considering if the ISA device is kept within the government fleet (scenario 1) or if it is left in the government vehicle when it is sold (scenario 2). Data from the fleet vehicles involved in the recent NSW ISA was used. The reduction in crash risk was calculated by applying Kloeden’s risk curves for travel speed to the “before” speed profile and the “ISA active” speed profile found in the trial. The reduction in risk was then estimated in terms of the difference in the total crash risk produced by these speed profiles. ISA was found to have the potential to reduce casualty crashes in government fleets by 20%. It was estimated that this would eliminate 171 casualty crashes involving state government vehicles per year and save $31.6 million in crash costs per year. Scenario 1 was more cost effective than scenario 2, although the wider benefit to the community produced by scenario 2 was not taken into account. Of the four ISA devices considered the navaid device that included ISA functionality was found to be the most cost effective.
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Alcohol and crashes: identification of relevant factors in this association
(Federal Office of Road Safety, Transport and Communications, 1980) McLean, Jack; Holubowycz, Oksana T.; Sandow, B. L.; Centre for Automotive Safety Research (CASR)
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Alcohol and traffic safety. Report on a workshop conducted by the Traffic Injury Research Foundation, Alberta
(Road Accident Research Unit, 1981) McLean, Jack; Centre for Automotive Safety Research (CASR)
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Alcohol ignition interlock schemes: best practice review
(Centre for Automotive Safety Research, 2013) Bailey, T.; Lindsay, V.; Royals, J.; Department of Planning, Transport and Infrastructure (SA)
Alcohol ignition interlock schemes (AISs) for drink drive offenders can be mandatory or voluntary in nature, although many include both approaches. Outcome evaluations of AISs show that they effectively reduce or eliminate drink drive offending only for as long as an interlock is installed, as once an interlock is removed risks of re-offending tend to return. Achieving a critical mass of interlock use among drivers will increasingly develop a sense of normality about interlocks, with benefits in reducing recidivism among drink drivers as well as contributing to reduced alcohol offences and crashes among drivers generally. Increased use of interlocks can come from greater use among non-offender driver groups such as occupational drivers, inclusion of first offenders as well as repeat offenders in AISs and technological advances in interlock design relating to ease of use and tampering prevention. Other critical operational factors relevant to AIS effectiveness include: the timing of an offender’s admission to an AIS, the degree and nature of participant monitoring while on the AIS, the type of any adjunct education, treatment or other support programs, availability of user cost subsidies, how often participants drive illegally while subject to AIS requirements, and AIS interoperability between jurisdictions. Based on AIS evaluation findings, together with relevant theoretical and experiential perspectives, a substantial list of best practice components characteristic of effective AISs has been derived. This list can be used to gauge the potential effectiveness of and identify possible areas for improvement in existing AISs.

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