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This study used data from 3D Inertial Measurement Unit (accelerometers/gyroscopes) mounted on the Powered Two Wheelers (PTW) to analyze and classify PTW rider’s behavior. In our work, we hypothesize that by learning riding patterns, useful information pertaining to the conditions of riding environment can be provided for riders in order to assist them on the one hand, and on the other hand, we can provide efficient tools that can be exploited in a more general aim of designing expert systems to aid the researchers in performing an in-depth study of PTW rider’s activity rider’s activity in these specific situations. Therefore, the riding pattern recognition problem is formulated as a classification problem aiming to identify the class of the riding situation namely, Straight Line (SL), Right Turn (RT), Left Turn (LT), Round About (RA) and STop (ST). A key issue in the design of such systems is that in the first stage, six machine learning techniques are used as single classifiers and in the second stage these classifiers are combined to constitute a multi-expert system. Two main strategies are applied for combining classifiers: fusion based on majority voting rule and fusion based on Bayesian formalism.

26th World Road Congress, Abou Dhabi, EMIRATS ARABES UNIS, 06-/10/2019 - 10/10/2019; When dealing with road safety in Africa, one should bear in mind that road safety problems in Africa must be seen in their own context as the solutions proposed to address them. While it is relevant to take into account international good practices, African stakeholders should become owners of the interventions addressing their problems and take the responsibility for developing and implementing the appropriate solutions, taking advantage of suitable technical assistance, if needed. Based on these considerations, in this paper a presentation is made of the process used in the European research project "SaferAfrica - Innovating dialogue and problems appraisal for a safer Africa" to develop Safe System road safety intervention proposals for Africa. SaferAfrica aims at supporting policy makers and stakeholders with evidence on critical risk factors, related actions and good practices drawn from high quality data and knowledge. This project also serves as a platform to foster effective cooperation in road safety and to propose possible next road safety steps and identify possible funding sources in those countries were capacity review is carried out. In the project, road safety and traffic management capacity reviews at the country level were carried out in four countries (Cameroon, Burkina Faso, Tunisia and Kenya), following the World Bank guidelines. After conducting such a capacity review, these guidelines recommend the preparation and implementation of Safe System projects, «stand-alone, multisector initiatives targeting high-risk corridors and areas, with outcomes large enough to be reliably measured». In SaferAfrica, this approach aims at facilitating the implementation of Safe System projects in the considered countries, by identifying detailed short-term improvement plans, and producing contextualized Terms of Reference for a number of interventions per selected country. These interventions are remedial in nature, they address high-priority concerns and demonstrate the viability of high potential gains within current administrative and legislative frameworks. In order to design interventions suitable to the existing context, a transferability assessment tool is adopted within a "participative" process, involving all possible interested parties, from the institutions to NGOs. The tool will indicate which immediate enabling actions are required to overcome legislative, regulatory, organisational, institutional and other barriers that may prevent measures or actions from being implemented. Results from the process are presented and discussed.

In the governorate of Sfax in Tunisia, the Grand Sfax perimeter constitutes an interesting laboratory for a multi-criteria analysis of road safety. As part of this qualitative study, we propose to develop a territorial diagnosis of Grand Sfax for better management of road safety. It is an approach that aims to understand the issues of road safety for sustainable mobility in order to identify suitable courses of action. The conception of a broader vision of road safety necessitated the consultation of several actors, namely various categories of road users and institutions. The empirical analysis of these different actors made it possible to formulate scientifically sound recommendations, in terms of planning, transport management, training and awareness-raising actions, suggestions for changes in legislation, and management road safety. It is a work that offers prospects for complementary research. Indeed, while theimplementation of certain recommendations could lead to the observation of certain improvements in the short or medium term, other elements raised will offer the opportunity for the development of new multi-disciplinary or mono-disciplinary research.; Au sein du gouvernorat de Sfax en Tunisie, le périmètre du Grand Sfax constitue un laboratoire intéressant pour une analyse multicritère de la sécurité routière. Nous nous proposons, dans le cadre de cette étude qualitative, d'élaborer un diagnostic territorial du Grand Sfax pour un meilleur management de la sécurité routière. C'est une démarche qui vise à comprendre les enjeux de la sécurité routière pour une mobilité durable afin d'identifier des pistes d'actions adaptées. La conception d'une vision élargie de la sécurité routière a nécessité la consultation de plusieurs acteurs à savoir diverses catégories d'usagers de la route et d'institutionnels. L'analyse empirique auprès de ces différents acteurs a permis de formuler des recommandations scientifiquement fondées, en termes d'aménagement, de gestion des transports, d'actions de formation et de sensibilisation, de suggestions d'évolution de la législation, et de management de la sécurité routière. C'est un travail qui offre des perspectives de recherches complémentaires porteuses. En effet, si la mise en oeuvre de certaines recommandations pourrait conduire au constat de certaines améliorations à court ou moyen termes, d'autres éléments soulevés offriront l'opportunité au développement de nouvelles recherches pluri ou mono disciplinaires.

18th International Conference Road Safety on Five Continents (RS5C 2018), JEJU, COREE, REPUBLIQUE DE, 16-/05/2018 - 18/05/2018; The expected total cost of accidents for France amounted between 37.5 and 50 billion Euros in 2014. It would represent between 1.5 % and 2 % of the Gross Domestic Product (GDP). At the European level, the total costs of crashes vary between 0.4% and 4.1% of the GDP and the total costs related to serious injuries vary between 0.04% of the GDP for Ireland and 2.7% for Poland, according figures advanced by a recent European research project (Safetycube). For France, the total costs of serious injury crashes/serious injuries is estimated at 10.5 billion Euros in 2014 and the total costs of slight injury crashes/slight injuries is estimated at 0,7 billion Euros. However,, the monetary values used for valuing the different types of injury are estimated by applying a simple percentage of the Statistical Value Of Life (VOSL) (3 billion Euros per fatality, 2010 value), aligned with the HEATCO or CEMT recommendations. Consequently, in France, there is no real and accurate knowledge of the amount of costs for the different components of the total costs of road injuries and there is a relative uncertainty concerning the assessment of that cost. However, that figure is quite crucial, because it could help the public decision maker in deciding to implement or not some road safety countermeasures, but also in establishing some hierarchies among the efficient road safety measures. That contribution proposes first a state of the art related to the estimation of the cost of the road injuries for the French case, the different components, and the potential sources of information and methods of estimation and second few methodological propositions in order to better identify the costs of injuries. It would sum-up the crucial information dealing with the cost of injuries, and especially the personal damage. In some way, it will propose for the first time in France a survey and a critical analysis of the most recent information available on that question. It would provide additional information collected from on-going projects.

According to the Global Status Report on Road Safety 2015 of WHO (WHO, 2015), 'road traffic injuries claim more than 1.2 million lives each year and have a huge impact on health and development'. Using WHO classification of regions, there has been a further deterioration in road fatality rates in the WHO Africa region from 24.1 fatalities per 100,000 populations in 2010 to 26.6 fatalities per 100,000 in 2013. Over the same period, there was a further improvement in road fatality rates in the WHO Europe region. Road trauma in Africa is expected to get worse, with fatalities per capita projected to double over the period 20152030 (Small and Runji, 2014). SaferAfrica project aims at establishing a Dialogue Platform between Africa and Europe focused on road safety and traffic management issues. It will represent a high-level body with the main objective of providing recommendations to update the African Road Safety Action Plan and the African Road Safety Charter, as well as fostering the adoption of specific initiatives, properly funded. The main objective of work package 3 is to assess the implementation of the Action Plan 2011-2020 (AUUNECA, 2010). This assessment has been supported by SWOT and PESTEL analysis completed at different geopolitical scales (continental, regional economic communities/corridors and country). The second main objective is to define some initiatives for different topics designed to foster the implementation of the Action Plan. The initiatives will be based on the outputs of WP3, WP4, WP5 and WP6 and will address technical, administrative and economic concerns. The aim is to prepare turnkey project for the Dialogue Platform Management Board. The objective of Task 3.1 on which is based this deliverable is the Assessment of the implementation of the Action Plan and of regional instruments. The analysis has been realized at different spatial levels, country, corridor and continental levels. For the continental level the choice is made to focus the analysis on the recommendations issued from the midterm review of the African Road Safety Action Plan (ARSAP) (AUUNECA, 2015a, 2015b) and on SWOT and PESTEL approaches by pillar of the Action Plan. For the country level, 5 countries are chosen for a detailed evaluation: Burkina Faso, Cameroon, Kenya, South Africa and Tunisia. For these countries the analysis is based on results of the country on each of the five pillars and on results andknowledge of partners in charge of these countries, for example through Capacity Reviews realized in WP5. Regional analyses are made on Corridor Abidjan-Lagos, involving 5 countries: Ivory Coast, Ghana, Togo, Benin and Nigeria. Data has been collected through questionnaires distributed by WP4 and international databases (mainly WHO data). A specific process of data validation has been proposed and realized by partners in order to reinforce quality of the information and of the analysis. Based on those data and methodological choices, results allow us to highlight recommendations that were proposed by midterm review of the ARSAP and which are still reliable and new recommendations which seem important in order to improve Road Safety in Africa. These recommendations will be discussed through the dialog platform.; According to the Global Status Report on Road Safety 2015 of WHO (WHO, 2015), 'road traffic injuries claim more than 1.2 million lives each year and have a huge impact on health and development'. Using WHO classification of regions, there has been a further deterioration in road fatality rates in the WHO Africa region from 24.1 fatalities per 100,000 populations in 2010 to 26.6 fatalities per 100,000 in 2013. Over the same period, there was a further improvement in road fatality rates in the WHO Europe region. Road trauma in Africa is expected to get worse, with fatalities per capita projected to double over the period 20152030 (Small and Runji, 2014). SaferAfrica project aims at establishing a Dialogue Platform between Africa and Europe focused on road safety and traffic management issues. It will represent a high-level body with the main objective of providing recommendations to update the African Road Safety Action Plan and the African Road Safety Charter, as well as fostering the adoption of specific initiatives, properly funded. The main objective of work package 3 is to assess the implementation of the Action Plan 2011-2020 (AUUNECA, 2010). This assessment has been supported by SWOT and PESTEL analysis completed at different geopolitical scales (continental, regional economic communities/corridors and country). The second main objective is to define some initiatives for different topics designed to foster the implementation of the Action Plan. The initiatives will be based on the outputs of WP3, WP4, WP5 and WP6 and will address technical, administrative and economic concerns. The aim is to prepare turnkey project for the Dialogue Platform Management Board. The objective of Task 3.1 on which is based this deliverable is the Assessment of the implementation of the Action Plan and of regional instruments. The analysis has been realized at different spatial levels, country, corridor and continental levels. For the continental level the choice is made to focus the analysis on the recommendations issued from the midterm review of the African Road Safety Action Plan (ARSAP) (AUUNECA, 2015a, 2015b) and on SWOT and PESTEL approaches by pillar of the Action Plan. For the country level, 5 countries are chosen for a detailed evaluation: Burkina Faso, Cameroon, Kenya, South Africa and Tunisia. For these countries the analysis is based on results of the country on each of the five pillars and on results andknowledge of partners in charge of these countries, for example through Capacity Reviews realized in WP5. Regional analyses are made on Corridor Abidjan-Lagos, involving 5 countries: Ivory Coast, Ghana, Togo, Benin and Nigeria. Data has been collected through questionnaires distributed by WP4 and international databases (mainly WHO data). A specific process of data validation has been proposed and realized by partners in order to reinforce quality of the information and of the analysis. Based on those data and methodological choices, results allow us to highlight recommendations that were proposed by midterm review of the ARSAP and which are still reliable and new recommendations which seem important in order to improve Road Safety in Africa. These recommendations will be discussed through the dialog platform.

In the governorate of Sfax in Tunisia, the Grand Sfax perimeter constitutes an interesting laboratory for a multi-criteria analysis of road safety. As part of this qualitative study, we propose to develop a territorial diagnosis of Grand Sfax for better management of road safety. It is an approach that aims to understand the issues of road safety for sustainable mobility in order to identify suitable courses of action. The conception of a broader vision of road safety necessitated the consultation of several actors, namely various categories of road users and institutions. The empirical analysis of these different actors made it possible to formulate scientifically sound recommendations, in terms of planning, transport management, training and awareness-raising actions, suggestions for changes in legislation, and management road safety. It is a work that offers prospects for complementary research. Indeed, while theimplementation of certain recommendations could lead to the observation of certain improvements in the short or medium term, other elements raised will offer the opportunity for the development of new multi-disciplinary or mono-disciplinary research., Au sein du gouvernorat de Sfax en Tunisie, le périmètre du Grand Sfax constitue un laboratoire intéressant pour une analyse multicritère de la sécurité routière. Nous nous proposons, dans le cadre de cette étude qualitative, d'élaborer un diagnostic territorial du Grand Sfax pour un meilleur management de la sécurité routière. C'est une démarche qui vise à comprendre les enjeux de la sécurité routière pour une mobilité durable afin d'identifier des pistes d'actions adaptées. La conception d'une vision élargie de la sécurité routière a nécessité la consultation de plusieurs acteurs à savoir diverses catégories d'usagers de la route et d'institutionnels. L'analyse empirique auprès de ces différents acteurs a permis de formuler des recommandations scientifiquement fondées, en termes d'aménagement, de gestion des transports, d'actions de formation et de sensibilisation, de suggestions d'évolution de la législation, et de management de la sécurité routière. C'est un travail qui offre des perspectives de recherches complémentaires porteuses. En effet, si la mise en oeuvre de certaines recommandations pourrait conduire au constat de certaines améliorations à court ou moyen termes, d'autres éléments soulevés offriront l'opportunité au développement de nouvelles recherches pluri ou mono disciplinaires.

This paper presents a naturalistic study of motorcyclists' behaviours during their commutes in the Paris region. The study focuses on lane splitting, which consists of riding between two streams of slow or stopped vehicles that are proceeding in the same direction. This practice is frequent in dense traffic on French urban expressways and particularly in the Paris region but remains without detailed scientific analysis. In an ergonomic approach, 11 motorcyclists drove for a month with an instrumented vehicle with cameras. The video recordings enabled the description of the driving contexts and the conduct of self-confrontation interviews. The results concern firstly the description of the practice of lane splitting and its significance in their daily journeys. Secondly, the findings indicate the importance of perceptual activities in the participants' riding behaviour. These perceptual activities are organized around two major processes: (1) an intensive search for information in the environment in order to foresee risky situations and (2) the detection of situations that systematically impair the visual conspicuity of the riders and taking steps to improve it. The findings are discussed with a view to gaining a better understanding of lane-splitting practices. At the time of writing, the results are also being used by the French authorities to improve the training curriculum and modify the legislation that deals with lane splitting.

International audience; This paper analyses motorcycle educational content in a number of French motorcycle schools on the basis of a naturalistic study of riders' and trainers' behaviour. The aim is to specify the situations delivered in motorcycle schools and to study the rider's activity in these situations. The methodology includes ethnographic observation within the motorcycle schools and the longitudinal monitoring of 14 trainee motorcyclists during their initial training. The training situations were described by the combination of audio-visual recordings and interviews data (i.e. concomitant or interruptive verbalization, and self-confrontation data). The results permit to (1) compare the "real" and "official" durations of track and on-road training, (2) characterize the real training situations, (3) describe the preferred forms of instruction, and (4) conduct an in-depth analysis of the situations used during training in traffic. The discussion show, in first, the poverty of the training situations which are based on the repetition of the exercises in the test, and, in second, disparities between the riding situations encountered during training and the demands made by riding in natural traffic. The usefulness and the applications of this type of approach - based on the integration of the rider's point of view notably by self-confrontation interview - for understanding real riding behaviours and how such approaches could supplement vehicle-based data are discussed in a large conclusion.

Semaine de la sécurité routière de Bogota. Atelier : Methodologia para el analisis detallado y reconstruccion de senestrios viales en Bogota D.C, BOGOTA, COLOMBIE, 05-/10/2016 - 05/10/2016; Devant une quarantaine de professionnels de la sécurité routière (universitaires, ingénieurs, techniciens...), présentation des typologies d'accidents de motos et les recherches scientifiques corolaires réflexions sur les transferts pour la Colombie - Secrétariat de la mobilité de Bogota.

This article sets out to identify the typical risky situations experienced by novice motorcyclists in the real world just after licensing. The procedure consists of a follow-up of six novices during their first two months of riding with their own motorbike instrumented with cameras. The novices completed logbooks on a daily basis in order to identify the risky situations they encountered, and were given face-to-face interviews to identify the context and their shortcomings during the reported events. Data show a large number of road configurations considered as risky by the riders (248 occurrences), especially during the first two weeks. The results revealed that a lack of hazard perception skills contributed to the majority of these incidents. These situations were grouped together to form clusters of typical incident scenarios on the basis of their similarities. The most frequent scenario corresponds to a lane change in dense traffic (15% of all incidents). The discussion shows how this has enhanced our understanding of novice riders' behaviour and how the findings can improve training and licensing. Lastly, the main methodological limitations of the study and some guidelines for improving future naturalistic riding studies are presented. Practitioner Summary: This article aims to identify the risky situations of novice motorcyclists in real roads. Two hundred forty-eight events were recorded and 13 incident scenarios identified. Results revealed that a lack of hazard perception contributed to the majority of these events. The most frequent scenario corresponds to a lane change in dense traffic.

ISAL 2015 - International Symposium on Automotive Lighting, Darmstadt, ALLEMAGNE, 28-/09/2015 - 30/09/2015; The most frequent motorcycle accidents involve another vehicle violating the motorcycle's right-of-way at an intersection. In-depth accident studies have shown that perceptual errors made by other vehicle drivers are a very frequent cause of motorcyclists' accidents and fatalities. Two kinds of perceptual errors can be distinguished. The first one is no or late detection of the motorcycle, which is mainly due to its low visual conspicuity (especially because of their small size). The principal safety measure in the past has been the use of daytime running lights (DRLs) by motorcycles, which became compulsory in the seventies in many countries. This conspicuity advantage of motorcycles as the only vehicles with DRLs is presently getting lost by the growing use of DRLs by cars as well. In an earlier study we have shown that car DRLs are actually competing light patterns that create visual noise and decrease the detectability of motorcycles. The second kind of perceptual error, less well known, is the misperception of the approaching motorcycle's speed (which is underestimated) and time-to-arrival (which is overestimated) that also contributes to accident occurrence. In order to reduce motorcycle accidents, and especially to improve motorcycle perceptibility (both detection and speed perception) by other vehicle drivers, ITS based on vehicle-to-vehicle communication will probably provide effective long-term solutions (>15 years). But until then, other solutions have to be found and could quite easily be implemented, by considering innovative headlight configurations for motorcycles. In two simulator studies, we tested various motorcycle headlight configurations, intended for remedying simultaneously the two perceptual errors made by other vehicle drivers. The impact of different headlight configurations (using colour coding and additional lights) was studied in the presence of visual distractors (car front lights: only LEDs, only dipped beams, LEDs and dipped beams) and in different illumination conditions (nighttime, dusk and daytime conditions). The results of the first study on motorcycle motion perception indicated that headlight configurations that accentuate the vertical dimension of the motorcycle (additional lights on the fork and on the rider's helmet) led automobilists to adopt larger safety margins towards motorcycles. The advantage provided by the innovative headlight configuration showed up especially at low illumination conditions (night and dusk) where the motorcycle outline was not visible or difficult to perceive. On the contrary, a triangular design (with two additional lights on the handlebars) showed no significant improvement.The findings of the second study on motorcycle detection showed that additional yellow lights (on the motorcyclist's helmet and the motorcycle fork) significantly improved motorcycle conspicuity and produced the best motorcycle detection performance, even in the presence of a great number of competing car headlights (when LEDs and dipped beams were lit at the same time). When combining the results of our studies, we suggest a motorcycle headlight configuration that consists in one white central headlamp, an additional yellow light on the helmet and two additional yellow lights on the fork. This ergonomic solution has the potential of successfully counteracting the two kinds of perceptual errors made by other vehicles drivers.

Présentation au comité des études DSCR, CHAMPS SUR MARNE, FRANCE, 12-/11/2015 - 12/11/2015; Présentation à la DSCR du réseau Pandore (Production de recherche sur les bases de données et les données en sécurité routière) qui prend la suite du GERI Bases de données pour la recherche en sécurité routière.

L'expérimentation présentée étudie l'effet de 4 configurations de feux avant de moto sur l'acceptation de créneaux temporels par des automobilistes lorsqu'ils tournent à gauche face à des motocycles.

This study is concerned initial motorcycle training delivered in motorcycle schools in France. Novice motorcyclists are a particularly vulnerable group of road users in Europe and in France. However, scientific attempts to achieve a better understanding of their behaviors have been limited. The potential value of studying initial motorcycle training, both for research purposes and with regard to public policy, is readily apparent. The aims of this paper are to describe the real educational content of training in motorcycle schools and analyze to what extent this content is related to riding after licensing. A case study of all the training process of one trainee (38 hours) was carried out in real world. Audiovisual recordings and interview data of the rider and instructors were collected at each session. This study was supplemented by ethnographic observations of the educational content provided in three motorcycle schools throughout the instructors’ working days. The results that merged from both studies show (1) the riding skills that were fostered (i.e. control skills, and especially emergency skills, in stable and restricted environments) and undervalued (i.e. hazard perception skills, everyday skills) during initial training, and (2) the poverty of observed training settings: learners spend almost all their training time riding in the same setting that is used in the test. In addition to being repeated to excess, these settings are quite different from the real traffic. These results are discussed regarding the scientific literature on motorcycle education. The conclusion presents the implications of these results for public policy in order to design a future rider training system.

Cet article présente une analyse en contexte naturel des comportements de conduite de motocyclistes lors de leurs trajets domicile-travail en région parisienne. Elle se focalise sur la pratique des motards qui consiste à circuler entre les files de voitures, classiquement appelée 'inter-files', et qui reste pour l’heure sans analyse scientifique approfondie. Dans une approche ergonomique, 11 motocyclistes ont conduit pendant un mois avec un véhicule équipé de caméras. Les enregistrements vidéo ont permis la description des contextes de conduite ainsi que la tenue d'entretiens d'auto-confrontation. Les résultats portent sur la description de leur activité de conduite, le poids de l’inter-files dans leurs déplacements quotidiens et l’analyse des éléments organisateurs de leurs comportements. Ces résultats sont discutés sur le plan de la compréhension de la pratique de l’inter-files et sur le plan de l’enrichissement des situations existantes : ils questionnent la possibilité d’une législation sur les remontées de files et montrent les intérêts de la formation à cette pratique.

Les progrès obtenus au cours des dernières décennies sur la sécurité de la conduite automobile ne trouvent pas leur équivalent en conduite de deux-roues motorisés (DRM). Au kilomètre parcouru, le risque d'être tué est de l'ordre de 20 fois supérieur pour ces derniers. Différents travaux, ont souligné le rôle crucial des mécanismes perceptifs dans cette sur accidentalité : les DRM tendent à ne pas être vus par les autres usagers de la route, ce qui provoque une grande partie de leurs accidents avec tiers. Le projet PERCEPT se propose, sur la base d'une analyse de la façon dont la littérature permet d'appréhender la question, d'investiguer plus avant cette problématique en recourant complémentairement à 1) une analyse approfondie des mécanismes d'accidents de DRM impliquant des difficultés perceptives de la part des conducteurs confrontés, 2) une investigation expérimentale des processus sous-jacents à ces difficultés perceptives, 3) ainsi qu'à une analyse plus opérationnelle des besoins des conducteurs concernés et des mesures qui y correspondent plus particulièrement. Le présent rapport fait l'objet d'un exposé détaillé de ces différents développements. Convention Fondation Sécurité routière / Ifsttar

Safety CaUsation, Benefits and Efficiency (SafetyCube) is a European Commission supported Horizon 2020 project with the objective of developing an innovative road safety Decision Support System (DSS). The DSS will enable policy-makers and stakeholders to select and implement the most appropriate strategies, measures, and cost-effective approaches to reduce casualties of all road user types and all severities. This document is the first deliverable (4.1) of work package 4 which is dedicated to identifying and assessing human related risk factors and corresponding countermeasures as well as their effect on road safety. The focus of deliverable 4.1 is on identification and assessment of risk factors and describes the corresponding operational procedure and corresponding outcomes. The following steps have been carried out: Identification of human related risk factors - creation of a taxonomy, Consultation of relevant stakeholders and policy papers for identification of topic with high, priority ('hot topics'), Systematic literature search and selection of relevant studies on identified risk factors, Coding of studies, Analysis of risk factors on basis of coded studies, Synopses of risk factors, including accident scenarios, The core output of this task are synopses of risk factors which will be available through the DSS. Within the synopses, each risk factor was analysed systematically on basis of scientific studies and is, further assigned to one of four levels of risk (marked with a colour code). Essential information of the more than 180 included studies were coded and will also be available in the database of the DSS. Furthermore, the synopses contain theoretical background on the risk factor and are prepared in different sections with different levels of detail for an academic as well as a non-academic audience. These sections are readable independently.It is important to note that the relationship between road safety and road user related risk factors is a difficult task. For some risk factors the available studies focused more on conditions of the behaviour (in which situations the behaviour is shown or which groups are more likely to show this behaviour) rather than the risk factor itself. Therefore, it cannot be concluded that those risk factors that have not often been studied or have to rely more indirect and arguably weaker methodologies, e.g. self-reports , do not increase the chance of a crash occurring.The following analysed risk factors were assessed as 'risky', 'probably risky' or 'unclear'. No risk factors were identified as 'probably not risky'.