Table of Contents
Introduction
Distribution of Age of Fatalities
Table 1: Relative frequency of fatalities
Figure 1: Distribution of age of fatalities
Relationship Between Age and User Type
Figure 2: Frequency of age of fatalities of user types (the numbers in each series of each column represent the actual number of fatalities)
Relationship Between Age and Gender
Table 2: Relative frequency of fatalities by gender in relation to age
Figure 3: Relationship between age of fatalities and their gender
Relationship Between Age and Speed Limit
Figure 4: Relationship between speed zones (km/h) and age of fatalities
Fatalities from 1950 to 2002 and Effects of Major ‘Road Safety’ Legislation
Figure 5: distribution of fatalities from 1950 to 2002
Conclusion and Recommendations
Appendix 1
Figure 6: Fatalities of user type
Figure 7: Fatalities of user type by gender
Figure 8: Fatalities by Age and Gender in 100/110 Speed Zone
Appendix 2
Figure 9: Distribution of Fatalities Aged 65 to 85 in Speed Zones 60 and 70
Figure 10: Distribution of Fatalities Aged 75 to 85 by User Type in 60km/h and 70km/h Speed Zone
Introduction
The number of fatalities recorded on Queensland roads last year, 2006, was the highest recorded in the last 7 years. This is most concerning taking into account the personal and economic impacts of road fatalities, and the amount of resources invested in road safety campaigns, driver education, policing, road improvement and car design.
The Australian Transport Safety Bureau (ATSB) has provided two datasets containing information on road fatalities in Queensland. The first contains information about the 2,201 fatalities that occurred on Queensland roads between the 1 January and 30 September 2006, including age, gender, user type and speed limit of the road where the fatality occurred. The second provides annual data on the number of road fatalities and registered vehicles in Queensland from 1950 to 2002 along with historical information on major ‘road safety’ legislation.
It is imperative the information provided be considered in detail to determine whether particular groups may be at greater risk when legislating new regulations, with particular concern for our younger drivers.
Upon receipt of this information the datasets have been analysed, information is reported below with regards to the distribution of the age of fatalities and the effect of different variables. Also provided are findings in relation to the number of fatalities over time and the impact of ‘road safety’ legislation and the increased number of vehicles on Queensland roads.
Distribution of Age of Fatalities
A significantly high number of Queenslanders in their late teens to late twenties were killed on the roads in 2006, 41% of all fatalities fell into this age bracket (table 1). The most common age of fatalities was 18; with 536 fatalities occurring among people aged between 16 and 23 (figure 1). It is in this age group people are first permitted to acquire licences to operate a motor vehicle on the road. The trend continually decreases after this ‘spike’ in fatalities.
Age
Relative Frequency
0-7
2.86%
8-15
4.00%
16-23
24.35%
24-31
16.40%
32-39
13.72%
40-47
9.90%
48-55
8.13%
56-63
6.00%
64-71
4.86%
72-79
4.82%
80-87
3.73%
>87
1.23%
Table 1: Relative frequency of fatalities
Figure 1: Distribution of age of fatalities
While this information may suggest younger members of community are at greater risk on Queensland’s roads it is important to consider how other varying factors relate to these figures[1].
Relationship Between Age and User Type
Particular types of users on the roads are more vulnerable at certain ages. The data shows that regardless of user type the age bracket of late teens to late twenties tends to be a high risk area (figure 2). The exception to this is amongst motorcycle riders where the trend evens out, this may be due to an increasing number of middle aged people riding motorcycles; possibly a result of mid life crises among middle aged men. This even trend is also evident amongst bicyclists. Reasons for this would need to be explored in greater depth.
Figure 2: Frequency of age of fatalities of user types (the numbers in each series of each column represent the actual number of fatalities)
The greater number of pedestrian fatalities aged 16 to 31 may possibly be related to alcohol consumption and leaving licensed premises at all hours of the night; further research would be required here. The data also displays a high fatality rate of 16 to 23 year old drivers and passengers. While inexperience may explain higher fatality rates among drivers it does provide any insight regarding passengers. It may be necessary to obtain information on the age of the driver for fatalities among passengers to gain a full understanding.
Relationship Between Age and Gender
Across every age group, fatalities among males are consistently higher than females; this is shown clearly in table 2 and figure 3. The reason for this may need to be considered in more detail although this could suggest a target audience for future road safety campaigns and driver education.
Age
% Female
% Male
# Fatalities
0-7
44%
56%
63
8-15
38%
63%
88
16-23
24%
76%
536
24-31
15%
85%
361
32-39
19%
81%
302
40-47
31%
69%
218
48-55
27%
73%
179
56-63
35%
65%
132
64-71
36%
64%
107
72-79
39%
61%
106
80-87
35%
65%
82
>87
37%
63%
27
Total
26%
74%
2201
Table 2: Relative frequency of fatalities by gender in relation to age
Figure 3: Relationship between age of fatalities and their gender
Relationship Between Age and Speed Limit[2]
Figure 4 shows that the two grouped speed zones of 60/70 and 100/110 consistently related to higher fatalities than the other speed zones. These two speed zones tend to be areas of greater traffic density which may explain the higher fatality rates; also an impact at these speeds will of course be more fatal. The data also displays fatalities aged 16 to 23 were greater across all speed zones, this being particularly noticeable in the higher speed zones ; there is also a secondary spike in speed zone 60/70 in people aged 70 to 85[3].
The speed zone 40/50 has significantly less fatalities, this is most likely due to these areas being school zones and suburban areas where people tend to take more care and shorter stopping distances at these speeds. In making inferences from this data it must also be noted that these are only the speed zones where the incident occurred and not the actual speeds of vehicles involved.
Figure 4: Relationship between speed zones (km/h) and age of fatalities
Fatalities from 1950 to 2002 and Effects of Major ‘Road Safety’ Legislation
When analysing the data in figure 5 in its entirety there appears to be almost no relationship, this is due a trend in the data increasing from the 1950’s to the early ‘70s, where the trend begins to decrease. A correlation between the number of registered vehicles and number of fatalities from 1950 to 1973 shows that there is a very strong positive relationship, and from 1973 until 2002 an almost equal negative relationship, despite the continual increase in registered vehicles. It was in 1973 compulsory wearing of seatbelts and helmets was first legislated and it would appear this has greatly reduced the relative number of deaths on Queensland roads.
It is not practical to correlate the data around other laws as the data will be merely reflect the strong reverse in trend resulting from the aforementioned piece of legislation. Although it is noticeable in 1988 that there is an increase in fatalities; it was in this year that random breath testing was introduced in Queensland which may indicate the subsequent decrease although this is not definitive.
Figure 5: distribution of fatalities from 1950 to 2002
Conclusion and Recommendations
Analysis of the data provided clearly shows the risk among people in their late teens to late twenties on Queensland roads. This particular age group provides consistently high fatalities almost regardless of user type, gender and speed limit. In creating new legislation and implementing road safety campaigns particular consideration should be taken regarding this age group. The data has also displayed that males are generally higher risk than females.
Further research needs to be taken regarding the age of the drivers in incidents involving passengers and legislation possibly directed at preventing fatalities amongst this particular user type. It appears that Victoria is generally a leading authority for road safety legislation in Australia and it may be beneficial to review and enact Victorian laws not yet in place in Queensland.
Motorcycle safety and awareness and the reasons for the steady number of fatalities across all age groups needs to be reviewed and further investigations are recommended.
Ultimately Queensland has shown through the media and legislation its commitment to preserving human life on its roads and the results in this report alongside further investigation should be take into consideration to support and advance changes in policies.
Appendix 1
The purpose of this appendix is to display subsidiary findings not vital to the purpose of this report.
In analysing separately certain variables it is possible to pin point particular areas of concern in need of further investigation and analysis, some of which has already been performed within the report. The first of these is user type; it is clear to see that fatalities are much more common among drivers and passengers (figure 6).
Figure 6: Fatalities of user type
If we then look at gender distribution among each user type it is clear the data summarised in the report regarding the distribution of age and gender is not accurate for all user types. For motorcycle (MC) pillions fatalities are unaffected by gender, although also note that males appear to be higher risk pedestrians (figure 7).
Figure 7: Fatalities of user type by gender
.
Figure 8 goes on to show that in the speed zone 100/110 regardless of whether you are male or female you are more likely to become ‘just another statistic’ if you are aged 16 to 31, although males are still at far greater risk than females.
Figure 8: Fatalities by Age and Gender in 100/110 Speed Zone
Appendix 2
This appendix provides information specifically relating to the increase in fatalities speed zone 60/70. For the purpose of this appendix the two speed zones have been split and the age group of 65 to 85 only is displayed. Figure 9 shows that the increase in fatalities is more prominent between the age of 75 and 85 in the 60 zones and at 80 to 85 in the 70 zones.
Figure 9: Distribution of Fatalities Aged 65 to 85 in Speed Zones 60 and 70
To further analyse this data it is necessary to determine which user types resulted in the increase. Figure 10 show that the increase in fatalities is among drivers and pedestrians; this may indicate that as people age and there eyesight decreases they tend to be at higher risk on the roads. Regulations may need to be but in place to restrict licensing among this age group.
Figure 10: Distribution of Fatalities Aged 75 to 85 by User Type in 60km/h and 70km/h Speed Zone
[1] Refer to appendix 1 for information regarding the distribution of fatalities disregarding age and considered against other variables.
[2] Note: Although this data is quantitative it is not practical to analyse the correlation as the speed limit is a discrete variable increasing from 40 to 110 in increments of 10.
[3] This is considered in greater detail in appendix 2
Credit:ivythesis.typepad.com
0 comments:
Post a Comment
Click to see the code!
To insert emoticon you must added at least one space before the code.