Young drivers and graduated licensing: The Ontario case

Despite improvements in road safety over the past several decades, accident rates remain high for young drivers. One accident countermeasure that is expected to improve the safety record of this group is graduated licensing. The philosophy behind this licensing system is that novice drivers, of whom the majority are young, should be restricted to relatively safe driving environments during the initial learning period. Graduated licensing was implemented in the Province of Ontario, Canada in 1994. The objective of this study is to estimate the potential benefits and costs for young drivers associated with two components of the Ontario graduated licensing package: the late-night driving curfew and the high-speed roadway restrictions. Based on accident and travel data for the year 1988, accident-involvement rates per kilometre driven were calculated for different driver groups for various combinations of time of day and roadway speed limit. These rates were then applied to the expected mobility profiles of young drivers affected by graduated licensing. The results of the study support the late-night curfew and suggest that this component of the licensing package should reduce total accident involvements for the affected group by up to 10 percent and fatal accident involvements by up to 24 percent, while reducing their total driving by only four percent. By contrast, the empirical evidence suggest that the high-speed roadway restrictions are likely to increase accident involvements, and thus it is strongly recommended that this component of Ontario's graduated licensing package be changed.     

Effects of surfactant on the growth of wind waves — Simultaneous observations with optical and microwave sensors

The growth of wind waves was investigated in a circulating tank over slick and “clean” surfaces. The slick surface was produced through the aging of seawater, and the “clean” surface was obtained by overflowing. Water-surface slopes and microwave backscattering were simultaneously measured with an optical slope gauge and a continuous-wave radar, respectively. Dependencies of the mean-square slope and the radar backscattered power on the wind-friction velocity over these two surfaces were found to be different. A delayed growth of ripples over the slick surface was identified from optical and microwave measurements. The suppression of ripples by surface slicks was most significant at low winds up to the wind-friction velocity of 15 cm s⁻¹. A reduction of −18 dB in the mean-square slope is found at the wind-friction velocity of 11 cm s⁻¹. The exponent of power-law dependence of radar cross section on wind-friction velocity over the slick surface was much larger than that over the “clean” surface. The radar backscattering from the slick surface was reduced by −40 dB at light winds and saturated at high winds with the wind-friction velocities smaller than 11 cm s⁻¹ and larger than 24 cm s⁻¹, respectively.