Motorcycles & lane splitting...Motorcycles & lane splitting Heike Martensen, Julien Leblud, & Freya...
Transcript of Motorcycles & lane splitting...Motorcycles & lane splitting Heike Martensen, Julien Leblud, & Freya...
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Motorcycles & lane splittingHeike Martensen, Julien Leblud, & Freya Slootmans
Belgian Road Safety Institute
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‣ Lane splitting & traffic filtering
‣ Allowed in Belgium since 2011 if
‣ Motorcylist passes between 2nd & 3rd lane (motorway)
‣ Max speed < 50 km/h
‣ Speed difference with other vehicles < 20 km/h
Background
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Traffic filtering motorcyclists: speed infringements
65%
37%
35%
9%
19%
35%
0%
20%
40%
60%
80%
100%
120%
Urban roads Motorways
>30 km/h
10 - 30 km/h
<10 km/h
correct speed
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‣ Urban roads: speed regulations for traffic filtering are respected
‣ Motorways: speed limitations are routinely violated
‣ Did the change in regulation for traffic filtering have an impact on accidentology?
‣ Focus on motorways
Conclusion and further question?
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General trend in motorcycle accidentology
2000
2200
2400
2600
2800
3000
3200
3400
3600
3800
4000
Number of injury accidents involving motorcyclists,
Belgium 2005 - 20013
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‣ Belgian accident data: impossible to identify traffic filtering
‣ Assumptions: traffic filtering accidents more present in
‣ Multi vehicle accidents (as compared to single vehicle)
‣ Rush-hour accidents (as compared to other times)
‣ Focus on motorways.
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Method
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MethodTraffic volume Rider training Equipment
Sensibilisation …
Traffic filtering
‣ Critical accidents
‣ Influenced by traffic filtering
‣ Multivehicle accidents
‣ Rush-hour accidents
‣ Neutral accidents
‣ Not influenced by traffic filtering
‣ Single vehicle accidents
‣ Off-peak accidents
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Distribution of motorcycle accidents
Before
Motorways SV
Motorways MV
Rural SV
Rural MV
Urban SV
Urban MV
After
Before legalizing traffic filtering: 2009-2010
After legalizing traffic filtering: 2012-2013
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‣ Distribution of motorcycle accidents did not change after legalizing traffic filtering.
‣ Only a small proportion of motorycle accidents take place on motorways.
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Distribution of motorcycle accidents
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‣ Comparing critical (c) to non-critical (nc) accidents:
‣ Odds ratio
OR =
n(crit)aftern(crit)before
n(nc)aftern(nc)before
‣ SE =
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‣ !" = #$ ± 1.96*+
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Method
0
1
2
Odds ratio
Increasedrisk
Decreasedrisk
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Multivehicle vs single vehicle accidents on motorways
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‣ Test before after:
‣ OR=1,14; CI-=0,83; CI+=1,4
‣ Multivehicle & single vehicle accidents both reduced
‣ No significant difference in development
Multivehicle vs single vehicle accidents
0
1
2
Odds ratio
Increasedrisk
Decreasedrisk
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Rush-hour vs off peak accidents (MV on motorways)
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‣ Rush-hour:
‣ 6:00 – 9:00
‣ 16:00 – 18:00
‣ Off-peak
‣ All other
‣ Test before after:
‣ OR=1,1; CI-=0,6; CI+=1,6
‣ Off-peak and rush-hour crashes both reduced
‣ No significant difference in development
Rush-hour vs. off-peak accidents (MV on motorways)
0
1
2
Odds ratio
Increasedrisk
Decreasedrisk
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Conclusion
• General decrease in motorcycle accidents since 2011 in Belgium.
• No specific decrease or lack of decrease for accidents critical to traffic filtering:
• Multivehicle accidents
• Rush-hour accidents
• Critical and non-critical accidents developed in the same way.
• Legalizing lane splitting does not seem to affect accidentology.
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Disclaimer
‣ Countries differ … so does lane-splitting.
‣ These results are from Belgium.
‣ Lane-splitting is common but not ubiquitous.
‣ Transferability to other countries needs to be established.
Motorcyclists lane splitting in Bangkok, Thailand.Roland Dobbins, Singapore
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Heike MartensenBelgian Road Safety [email protected]