Papers by Charles Goldenbeld
The Traffic Enforcement Team of the National Public Prosecutor’s Office asked SWOV to carry out a... more The Traffic Enforcement Team of the National Public Prosecutor’s Office asked SWOV to carry out a study for the purpose of a reassessment of the priorities for the regional traffic enforcement teams. This report discusses the results of this study. The essence of the Traffic Enforcement Team of the National Public Prosecutor’s Office’s request was to make clear the extent to which the present priorities are still valid and whether new and different priorities need to be formulated and how this can be the basis for the legitimacy of traffic enforcement during the following ten years. This report may be accessed by Internet users at: http://www.swov.nl/rapport/R-2011-21.pdf
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This report discusses what has been found in literature about subjective lack of safety, which is... more This report discusses what has been found in literature about subjective lack of safety, which is the lack of safety as it is experienced during traffic participation, and on the concern about traffic safety that one experiences outside traffic participation. In addition this report discussed the effect of subjective safety on road traffic behaviour, on the acceptance of and compliance with traffic measures, and on prioritization of policy measures. This is followed by a brief survey of the development of views on subjective safety in the Netherlands during the past decades and the effects this has had on the institutionalization of the pursuit of improving road traffic safety. It has also been studied how the experienced lack of safety can be used to detect latent shortcomings of the traffic system. The report ends with a number of conclusions. This report may be accessed by Internet users at http://www.swov.nl/rapport/R-2008-15.pdf
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SWOV Institute for Road …, 2006
Topics covered in this report include an update of current traffic safety situations in the SUN c... more Topics covered in this report include an update of current traffic safety situations in the SUN countries (Sweden, United Kingdom and the Netherlands) as well as case studies of pedestrian, cyclist, mopedist, motorcyclist, young driver and goods vehicle safety. These are complemented by chapters on speed management and enforcement policies, and on the characteristics that are required for effective implementation of road safety programmes.
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Een verkeersovertreding wordt doorgaans zwaarder bestraft als het risico daarvan hoger is. Naarma... more Een verkeersovertreding wordt doorgaans zwaarder bestraft als het risico daarvan hoger is. Naarmate men de limieten – voor rijsnelheid of bloedalcoholgehalte – meer overschrijdt, krijgt men een hogere boete. Ook herhaalde overtredingen leiden tot een aanzienlijk hoger risico. Voor zover deze overtredingen op kenteken worden beboet, leidt herhaling op dit moment echter niet tot hogere boetes. De Wet administratiefrechtelijke handhaving verkeersvoorschriften (WAHV; ook wel 'Wet Mulder'), staat dit nu niet toe. De Tweede Kamer (motie 471, 2 juli 2015) heeft de minister van Veiligheid en Justitie gevraagd de mogelijkheden te onderzoeken voor een progressief boetesysteem waarbij de boete toeneemt bij herhaalde overtredingen. De SWOV heeft een onderdeel van dat onderzoek uitgevoerd, namelijk een schatting van het effect van een progressief boetestelsel voor snelheidsovertredingen op de verkeersveiligheid. Hiernaast is onderzocht of er evidentie is voor de aannamen en werkingsmechanismen die aan een progressief boetestelsel ten grondslag liggen, en is nagegaan of een dergelijk stelsel mogelijke (onbedoelde) neveneffecten heeft. Dit rapport bevat de resultaten van dat onderzoek. Daarbij is uitgegaan van bekeuring op grond van kentenkenaansprakelijkheid, aangezien in 2016 96% van alle WAHV-overtredingen op kenteken werd geconstateerd en 84% een snelheidsovertreding van vooral (bestel)auto’s betrof.
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... Start date of the project: 1/3/2006 Duration: 30 months Organisation name of lead contractor ... more ... Start date of the project: 1/3/2006 Duration: 30 months Organisation name of lead contractor for this deliverable: TØI Authors: Alena Erke, TØI, Charles Goldenbeld, SWOV, Truls Vaa, TØI Final (first submitted 19/09/2008, revised 05/03/2009) ...
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Journal of Transportation Safety & Security, 2019
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Thematic report Alcohol and drugs, 2023
Impairment due to alcohol and/or drugs is a major cause of motor vehicle crashes worldwide. Alcoh... more Impairment due to alcohol and/or drugs is a major cause of motor vehicle crashes worldwide. Alcohol, illegal drugs and various prescribed drugs (medicines) impair driver's functional capabilities including reaction time, tracking ability, vision, divided attention and vigilance, which leads to increased crash risk.
The crash risk for drivers with a blood alcohol concentration (BAC) of 0.5 g/L is estimated to be 1.4 times higher than that of a sober driver; at 1.0 g/L nearly 5 times higher; and at 1.5 g/L around 20 times higher. For fatal crashes, the risk curve is even steeper. The crash risk associated with drugs depends on the type of drug. The greatest risk increases for illegal drugs - at least 5 times higher - were found for amphetamines, multiple drug use, and combined alcohol-drugs use. For medicines, risk increases were found for barbiturates (used for headaches/insomnia), benzodiazepines (for anxiety/insomnia), anti-depressants, and opioids/opiates (for pain/sleeping problems).
It has been estimated that 1.5 to 2% of kilometres travelled in the EU are driven with an illegal BAC. This equates to millions of drivers under the influence of alcohol. Around 25% of all road deaths in the EU are alcohol-related. On the positive side, alcohol-related fatalities have decreased somewhat faster than the number of other fatalities. The evidence on the development of drug-related traffic fatalities in EU-countries is scarce. Recent roadside surveys among randomly stopped drivers in EU-countries show alcohol prevalence rates between 0.3-2.7% and drug prevalence rates between 6.0 - 11%.
The reasons people engage in impaired driving reflect the opportunities that society provides for this, as well as personal choice or motivation. In regard to the repeat offenders group, medical (psychiatric) problems related to problematic alcohol and drugs use often underly their habitual pattern of impaired driving.
Countermeasures against impaired driving include: Policies to decrease the consumption of alcohol/drugs, to reduce drink/drug use before driving, strict legislation backed by police enforcement, provision of alternative transport means, awareness campaigns, rehabilitation courses, safety culture in companies, alcohol interlocks, and in-vehicle technology that warns/intervenes when impairment leads to critical events. Measures often work better in combination than when implemented individually, e.g. enforcement combined with campaigns, alcohol interlock combined with medical and psychological guidance.
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The Policy Stimulus Road Safety that was drawn up in 2012 contains 23 additional measures that th... more The Policy Stimulus Road Safety that was drawn up in 2012 contains 23 additional measures that the Ministry of Infrastructure and the Environment and its administrative and social partners intend to implement in order to reduce the number of serious road injuries. This monitor reports on the developments concerning numbers of casualties, exposure and risk and discusses the progress of the implementation and possible effects of the 23 additional measures. This report serves as a background report to brief report R-2015-3 in which the main findings are summarized for policy makers. The developments concerning the numbers of casualties are discussed for both the long term and the short term. Two indicators are used to describe these developments: ? The long term development; this indicator refers to the trend during the period 2004-2013 and is expressed in an average relative change per year. ? The short term development; this indicator is the comparison of the number of casualties dur...
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The Regional Road Traffic Safety Authority of Limburg asked SWOV to assess five scenarios for rew... more The Regional Road Traffic Safety Authority of Limburg asked SWOV to assess five scenarios for rewarding traffic behaviour on their feasibility. This involved a qualitative content-wise and statistical assessment of the likelihood of success of the following five scenarios: ? Generic rewarding: everyone in the province of Limburg receives a reward or has a chance of receiving a reward if he/she has not been fined. ? Location related rewarding: at one or more locations it is determined whether a passing road user shows desirable behaviour and if so, is rewarded. ? District-related rewarding with lottery: road users who are determined to display good traffic behaviour within a project district receive a lottery ticket lot which offers a chance of winning a price. ? District-related rewarding with collective reward: if good traffic behaviour is determined in a project district, the entire district is rewarded with a collective price. ? District-related rewarding with social media: inhab...
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Voorstudie vragenlijst-onderzoek risico-indicator drugs in het verkeer, 2023
The present report discusses how best to draw up the questionnaire survey on drug use in traffic.... more The present report discusses how best to draw up the questionnaire survey on drug use in traffic. The Ministry of Infrastructure and Water Management would like to know what requirements the survey should meet to provide reliable and valid information for the risk indicator on drug use in traffic. Which types of drugs should be enquired about, over which period, in which way and in which sample?
To answer these questions, we used SWOV expertise, best practices in the field of questionnaire surveys, and the results of a brief literature review concerning drug use in general and during traffic participation in particular.
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Cost benefit analysis of the Irish alcohol interlock program
The Irish Government Road Safety Strategy 2013-2020 (RSS) sets out 144 actions for the Road Safet... more The Irish Government Road Safety Strategy 2013-2020 (RSS) sets out 144 actions for the Road Safety Authority (RSA) and stakeholders to have completed by 2020. Action 121 requires RSA to “Undertake a cost benefit analysis for the use of alcohol interlocks as a sanction for repeat offenders.” RSA has commissioned SWOV, the Dutch road safety research institute, to do this.
In Ireland, a large number of people are convicted for drinking and driving. The share of repeat offenders from 2013 to 2016 was 13% on average. For the purpose of this study, this percentage was used in the cost benefit analysis.
The main goal of this study is to determine the two elements of the desired cost benefit analysis: the benefit to cost ratio (BCR) and net present value (NPV) of an Irish Alcohol Interlock Program (AIP). To meet this goal, six research questions on the AIP need to be answered, regarding the number of casualties to be reduced, characteristics of the program, effectiveness, methodology and data, BCR and NPV for different scenarios, and sensitivity to the most relevant input parameters.
The CBA covers a 10-year timeframe (2021-2030) with three different casualty development trends being considered. The most likely trend is based on a model. A more positive trend is the supposed result adhering to EU policy, assuming numbers will be halved in a decade. A more negative trend assumes road fatalities stay at the 2018 level.
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European countries aimed at tackling repeat offences in road transport by acting as a deterrent a... more European countries aimed at tackling repeat offences in road transport by acting as a deterrent and providing sanctioning. The impact of a Demerit Point System (DPS) on the number of crashes is often reported to be significant but temporary. In this context the objective of the EU project BestPoint was to establish a set of recommended practices that would result in a more effective and sustainable contribution of DPS's to road safety. The BestPoint Handbook presents recommended practices for designing and implementing a DPS to ensure the largest possible safety benefit. It is based on evaluation studies, psychological and learning theories, expert experiences and considerations, and information about current practices as described in two extensive project deliverables. Aspects that are presented include: (1) basic design characteristics, e.g. offences to be included, points to be assigned, road user groups to be distinguished, as well as determining thresholds for intermediate measures and consequences when reaching the maximum number of points; (2) accompanying measures, like warning letters, driver improvement courses, general information and communications, and enforcement; (3) measures to regain a licence, e.g. driving test, medical and psychological tests, and rehabilitation courses; and (4) administrative and organisational issues. Subsequently, there are seven chapters, elaborating on the various sub-elements of a Demerit Point System. In each of these chapters the central question is "How to get the best out of a DPS": I. Demerit Point Systems: overall features and facts; II. Offences and penalty points; III. Road user groups; IV. The role of enforcement and communications; V. Applying intermediate and rehabilitation measures; VI. Organising, administering and monitoring a DPS; VII. Future perspectives: towards an EU DPS? Finally, chapter VIII summarises those features and elements that can be considered to be essential for an effective and manageable DPS.
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Papers by Charles Goldenbeld
The crash risk for drivers with a blood alcohol concentration (BAC) of 0.5 g/L is estimated to be 1.4 times higher than that of a sober driver; at 1.0 g/L nearly 5 times higher; and at 1.5 g/L around 20 times higher. For fatal crashes, the risk curve is even steeper. The crash risk associated with drugs depends on the type of drug. The greatest risk increases for illegal drugs - at least 5 times higher - were found for amphetamines, multiple drug use, and combined alcohol-drugs use. For medicines, risk increases were found for barbiturates (used for headaches/insomnia), benzodiazepines (for anxiety/insomnia), anti-depressants, and opioids/opiates (for pain/sleeping problems).
It has been estimated that 1.5 to 2% of kilometres travelled in the EU are driven with an illegal BAC. This equates to millions of drivers under the influence of alcohol. Around 25% of all road deaths in the EU are alcohol-related. On the positive side, alcohol-related fatalities have decreased somewhat faster than the number of other fatalities. The evidence on the development of drug-related traffic fatalities in EU-countries is scarce. Recent roadside surveys among randomly stopped drivers in EU-countries show alcohol prevalence rates between 0.3-2.7% and drug prevalence rates between 6.0 - 11%.
The reasons people engage in impaired driving reflect the opportunities that society provides for this, as well as personal choice or motivation. In regard to the repeat offenders group, medical (psychiatric) problems related to problematic alcohol and drugs use often underly their habitual pattern of impaired driving.
Countermeasures against impaired driving include: Policies to decrease the consumption of alcohol/drugs, to reduce drink/drug use before driving, strict legislation backed by police enforcement, provision of alternative transport means, awareness campaigns, rehabilitation courses, safety culture in companies, alcohol interlocks, and in-vehicle technology that warns/intervenes when impairment leads to critical events. Measures often work better in combination than when implemented individually, e.g. enforcement combined with campaigns, alcohol interlock combined with medical and psychological guidance.
To answer these questions, we used SWOV expertise, best practices in the field of questionnaire surveys, and the results of a brief literature review concerning drug use in general and during traffic participation in particular.
In Ireland, a large number of people are convicted for drinking and driving. The share of repeat offenders from 2013 to 2016 was 13% on average. For the purpose of this study, this percentage was used in the cost benefit analysis.
The main goal of this study is to determine the two elements of the desired cost benefit analysis: the benefit to cost ratio (BCR) and net present value (NPV) of an Irish Alcohol Interlock Program (AIP). To meet this goal, six research questions on the AIP need to be answered, regarding the number of casualties to be reduced, characteristics of the program, effectiveness, methodology and data, BCR and NPV for different scenarios, and sensitivity to the most relevant input parameters.
The CBA covers a 10-year timeframe (2021-2030) with three different casualty development trends being considered. The most likely trend is based on a model. A more positive trend is the supposed result adhering to EU policy, assuming numbers will be halved in a decade. A more negative trend assumes road fatalities stay at the 2018 level.
The crash risk for drivers with a blood alcohol concentration (BAC) of 0.5 g/L is estimated to be 1.4 times higher than that of a sober driver; at 1.0 g/L nearly 5 times higher; and at 1.5 g/L around 20 times higher. For fatal crashes, the risk curve is even steeper. The crash risk associated with drugs depends on the type of drug. The greatest risk increases for illegal drugs - at least 5 times higher - were found for amphetamines, multiple drug use, and combined alcohol-drugs use. For medicines, risk increases were found for barbiturates (used for headaches/insomnia), benzodiazepines (for anxiety/insomnia), anti-depressants, and opioids/opiates (for pain/sleeping problems).
It has been estimated that 1.5 to 2% of kilometres travelled in the EU are driven with an illegal BAC. This equates to millions of drivers under the influence of alcohol. Around 25% of all road deaths in the EU are alcohol-related. On the positive side, alcohol-related fatalities have decreased somewhat faster than the number of other fatalities. The evidence on the development of drug-related traffic fatalities in EU-countries is scarce. Recent roadside surveys among randomly stopped drivers in EU-countries show alcohol prevalence rates between 0.3-2.7% and drug prevalence rates between 6.0 - 11%.
The reasons people engage in impaired driving reflect the opportunities that society provides for this, as well as personal choice or motivation. In regard to the repeat offenders group, medical (psychiatric) problems related to problematic alcohol and drugs use often underly their habitual pattern of impaired driving.
Countermeasures against impaired driving include: Policies to decrease the consumption of alcohol/drugs, to reduce drink/drug use before driving, strict legislation backed by police enforcement, provision of alternative transport means, awareness campaigns, rehabilitation courses, safety culture in companies, alcohol interlocks, and in-vehicle technology that warns/intervenes when impairment leads to critical events. Measures often work better in combination than when implemented individually, e.g. enforcement combined with campaigns, alcohol interlock combined with medical and psychological guidance.
To answer these questions, we used SWOV expertise, best practices in the field of questionnaire surveys, and the results of a brief literature review concerning drug use in general and during traffic participation in particular.
In Ireland, a large number of people are convicted for drinking and driving. The share of repeat offenders from 2013 to 2016 was 13% on average. For the purpose of this study, this percentage was used in the cost benefit analysis.
The main goal of this study is to determine the two elements of the desired cost benefit analysis: the benefit to cost ratio (BCR) and net present value (NPV) of an Irish Alcohol Interlock Program (AIP). To meet this goal, six research questions on the AIP need to be answered, regarding the number of casualties to be reduced, characteristics of the program, effectiveness, methodology and data, BCR and NPV for different scenarios, and sensitivity to the most relevant input parameters.
The CBA covers a 10-year timeframe (2021-2030) with three different casualty development trends being considered. The most likely trend is based on a model. A more positive trend is the supposed result adhering to EU policy, assuming numbers will be halved in a decade. A more negative trend assumes road fatalities stay at the 2018 level.
This report presents conclusions on the main impacts of Connected and Automated Vehciles and automated urban transport on environment, mobility, and society-safety-economy and it presents challenges.
veroorzaakt door de relatief kleine groep zware alcoholovertreders
(met een bloedalcoholgehalte van 1,3 g/l of hoger). In dit rapport
inventariseren wij beschikbare kennis over de achtergronden en
kenmerken van zware en recidiverende alcoholovertreders.
geneigd zijn een lagere rijsnelheid te kiezen wanneer er borden
met Dick Bruna-illustraties langs de weg staan. Automatische
gedragsbeïnvloeding door het oproepen van associaties – hier met
kinderen en zorgzaamheid – wordt nudging genoemd.
regulations have been noted. In Europe there is no direct evidence that HOS regulations have reduced average driving times, driver fatigue, or accidents. In the USA the evidence of the safety effectiveness of HOS regulations is mixed. Both positive and negative findings have been reported, in terms of change in driving and rest time, sleep, and accidents. There is evidence that increased or improved monitoring or enforcement of HOS regulations leads to higher compliance and more
safety.
speeds tend to remain far above the posted speed limit. There is evidence that speeds in school zones may be reduced by the application of speed monitoring displays and fiber-optic signs. The
speed-reducing effects of speed monitoring displays have also been found to remain stable at long term. Studies have not consistently demonstrated that flashing beacon signs or pavement marking
will significantly reduce vehicle speeds in school zones. The presence of specific elements in the physical road environment (sidewalk, crosswalk, pedestrian fencing) may contribute to lower speeds
in school zones. The research evidence is not clear on how the length of school zones and number of lanes affects vehicle speeds: opposing results have been found.
Canada, and Europe. Most of the research is on private drivers; very few studies are on commercial drivers.
regulations have been noted. In Europe there is no direct evidence that HOS regulations have reduced average driving times, driver fatigue, or accidents. In the USA the evidence of the safety effectiveness of HOS regulations is mixed. Both positive and negative findings have been reported, in terms of change in driving and rest time, sleep, and accidents. There is evidence that increased or improved monitoring or enforcement of HOS regulations leads to higher compliance and more
safety.
and/or work during a particular period. The purpose of these regulations is to reduce driver fatigue and to reduce fatigue-related accidents. The levels of enforcement of these regulations were found to vary and to be low in many countries. Both in Europe and in USA high violation levels of the regulations have been noted. In Europe there is no direct evidence that HOS regulations have reduced average driving times, driver fatigue, or accidents. In the USA the evidence of the safety effectiveness of HOS regulations is mixed. Both positive and negative findings have been reported, in terms of change in driving and rest time, sleep, and accidents. There is evidence that increased or improved monitoring or enforcement of HOS regulations leads to higher compliance and more
safety.