Proceedings of CMRSC-I / Compte rendu de la Ie CCMSR

1st. Canadian Multidisciplinary Road Safety Conference
May 9-12 1982, Halifax, Nova Scotia

1e conférence canadienne multidisciplinaire sur la sécurité routière
9-12 mai 1982, Halifax, Nouvelle-Écosse

Table of Contents / Table des matières

Experience has taught us that auto safety requires industry/government cooperation and that safety doesn't sell cars. Thus, mandated safety standards will insure uniformity among manufacturers. The safety features that should be covered by these standards are the ones that provide a demonstrated safety benefit; value for the consumer dollar. Although Canadian safety standards are a federal matter, provincial support maximizes payouts e.g. belt usage laws provide a better payout by increasing belt wearing rate. Because of the international character of the North American auto industry, uniformity of Canadian and U.S. standards facilitates the flow of new vehicles across boundaries and enables rationalization of production in both countries. Quick response of the standards writers to advancing technology promotes rapid incorporation into products to maintain a competitive position with overseas producers, and provides sufficient lead time for the industry.

Occupant Survival in Motor Vehicle Crashes; Nils I. Bohlin; Proc. CMRSC-I; pp. 3-6; Halifax, Nova Scotia; May 9-12, 1982

In the question of seat belts, seat belt use and seat belt effectiveness I find it interesting to compare the aviation and the automobile situation. Why do we find it so natural and indisputable to "fasten seat belt" on our flight? Of course we are requested to do so in the loudspeaker and we have to obey, otherwise the aircraft will not take off having us onboard, but still? I have watched people during many flights and I have also discussed this matter with them. It is obvious that when flying (contrary to driving) we do think of the risk of a possible accident in which the seat belt is supposed to save us. Many of us are a little bit scared and feel therefore confidence in the belt. When driving (contrary to flying) we are, of course, not going to have an accident because we are the very best drivers (pilot). We simply do not need a seat belt. Nothing could be more wrong. In the flight accident, the occurrence of which is very, very rare compared to the vehicle accident, the seat belt in most cases can do nothing or very little for your survival. Only in the car crash situation the seat belt deserves to be named "safety" belt.

Seat Belt Legislation: The Newfoundland Experience; W. T. Beckett; Proc. CMRSC-I; pp. 7-8; Halifax, Nova Scotia; May 9-12, 1982

In July 1981, the Newfoundland House of Assembly passed an amendment to the Highway Traffic Act making mandatory the use of seat belts in vehicles operating on public highways. The legislation was based on the statistical evidence of the effectiveness of seat belts in other jurisdictions and on the growing demand from safety, medical, and automotive organizations for such legislation. This paper presents the background to the decision to formulate legislation.

A Behavioural Approach to Reducing Highway Speeding; Ron Van Houten and Paul A. Nau; Proc. CMRSC-I; pp. 9-13; Halifax, Nova Scotia; May 9-12, 1982

Until recently very little work has explored the possibility of directly applying psychological principles in order to change driver behaviour. Several years ago it occurred to us that there was a possibility of applying the principles of Applied Behaviour Analysis to solve some of the problems in the area of traffic safety. Since we had already completed a good deal of work in the area of changing behaviour through the use of performance feedback, it seemed reasonable that posted feedback might prove a valuable way of reducing speeding behaviour.

Driver Behaviour, Legislation and Enforcement; Brian A. Jonah; Proc. CMRSC-I; pp. 14-20; Halifax, Nova Scotia; May 9-12, 1982

The paper discusses the control of seat belt use and impaired driving in Canada through the use of legislative action and police enforcement. The nature of seat belt legislation in five Canadian provinces and in other countries is reviewed and then traffic accident statistics for the years 1971 through 1980 are examined to determine the effect of the legislations on vehicle occupant casualties. Provinces with seat belt legislation are compared with provinces without legislation and occupant casualties are compared with non-occupant casualties. Differences in seat belt use among the legislated provinces are presented to account for the differences in the effectiveness of the various provincial legislations. Selective Traffic Enforcement Programs which have achieved a seat belt wearing rate of 80% in the Ottawa area by increasing the subjective probability of apprehension are discussed. Future directions in promoting seat belt use are suggested. Statistics on the incidence of impaired driving in Canada are summarized. Changes in the Criminal Code in 1969 which introduced the .08 limit and the breathalyzer and in 1976 which permitted roadside screening for impairment when there is suspicion of drinking are reviewed. The effects of DWI legislation on traffic accidents in Canada and elsewhere are presented. Legislation itself only has a temporary effect on DWI. Two enforcement programs conducted in Canada are reviewed. The RIDE program in the Toronto area, while it affected knowledge about DWI, did not affect the incidence of DWI. Counterattack, a province-wide program to reduce DWI in British Columbia may have resulted in a decrease in DWI in the face of increases in other provinces.

Share the Road with a Two-Wheeled Friend; Peter J. Fassnacht; Proc. CMRSC-I; pp. 21-23; Halifax, Nova Scotia; May 9-12, 1982

Every motorist should become intimately aware of motorcyclists in traffic. In the last 15 years there has been a tremendous increase in the use of motorcycles in Canada. Along with this increase there has been a concurrent rise in the number of motorcycle collisions and injuries. In this period motorcyclist fatalities have risen from less than 1% of all traffic fatalities to a level where they now represent approximately 6%. How this situation has developed and how the collision toll can be reduced are examined. A review of the specific activities of government agencies, safety organizations, and motorcyclists themselves, to reduce the fatality and injury rates is presented. A motorcyclist's specific needs and how all motorists are involved in the prevention of collisions are presented with the aim of creating a positive attitude towards sharing the road.

Nova Scotia Pedestrian and Bicyclist Fatalities 1977-1981; K. R. O'Brien; Proc. CMRSC-I; pp. 24-29; Halifax, Nova Scotia; May 9-12, 1982

Nova Scotia pedestrian and bicyclist fatalities for the five year period 1977 to 1981 are studied in detail. Answers are provided to the questions -"Who are the victims?" "Where do the accidents occur?" "When do the accidents occur?" "What are the contributing factors leading to these accidents?" Recommendations are included for improved pedestrian and bicyclist safety. It is concluded that motor vehicle operators, pedestrians, and bicyclists must all be aware and respect the others presence on the highway. Pedestrians and bicyclists must be educated to the fact that only through the wearing of light coloured clothing or the use of reflectorized fabrics on their clothing will they be visible to the motorist after dark.

School Bus Safety; David W. White; Proc. CMRSC-I; pp. 30-31; Halifax, Nova Scotia; May 9-12, 1982

The Motor Carrier Division is responsible for the safety inspection by Provincial Inspectors of all public passenger vehicles including school buses semi-annually in the Province of Nova Scotia. School bus transportation is possibly the safest mode of transportation in North America. In Nova Scotia 1,350 school buses transport 90,000 students twice daily, over 12 million miles per year. The paper addresses just who is responsible for school bus safety.

Future Small Vehicle Safety Ronald M. Bright; Proc. CMRSC-I; pp. 32-35; Halifax, Nova Scotia; May 9-12, 1982

The recent product revolution in the North American automotive industry, the move toward smaller vehicles has been generated by the consumers' desire for lower fuel consumption and hence lower operating costs. As members of society, however, we constantly wear at least two hats. While our consumer hat desires the lower fuel consumption inherent with smaller vehicles, our citizen hat is concerned about the fact that, as lighter, smaller vehicles take to the road, particularly during the current transition period, there may be more injuries and fatalities. Consequently our session today highlights review of these increased risks, attempts to put them in perspective, review alternative actions and ensure ourselves that appropriate actions are being taken to reduce these risks to levels acceptable by society. Before we look at future industry plans, we must review our current basic statistics and put them in true perspective. If we look at fatality statistics, we find that the long term trend has been downward, with Canada having an enviable record as being one of the lowest in the world, approaching the favourable U.S. record, which has the lowest fatality rate at 3.2 deaths per 100 million vehicle miles.

Oral Presentations:

Crash Scene Analysis; G. William Mulligan

Child Victims; Alfhild Larson

Trauma Medicine; David Petrie

Post Mortem Lessons; Roland A. Perry

Overview of Vehicle Standards in Canada; Robin V. Myers

Accident Investigations & Standards; Ted Richards

The Researcher's Experience; Dainius J. Dalmotas

Driver Testing; Ed Blake

Commercial Traffic; Harry March