Royal Automobile Club Research Articles

Motor racing and sports tourism in the interwar period: the case of the Romanian Royal Automobile Club

Members of the Romanian elites encouraged various leisure and sporting activities from the late nineteenth century but most notably from the turn of the twentieth century onwards and during the post-WWI period. Some even become sportsmen and sportswomen recognized both nationally and internationally. Their participation in national and international sporting competitions (e.g. equestrian sports, motorsport, tennis, bobsleigh, sledging, skiing, ice-skating, ice-hockey, boxing, rugby and football) expanded to its highest level in the interwar period. Many intriguing and compelling aspects of the history of sport in south-east Europe in this period remain to be explored, and this article aims to show how the Romanian Royal Automobile Club (R.R.A.C.) promoted motor racing and sports tourism during a period of great changes for Romanian society. Moreover, the club fulfilled a significant public service role, unusual for a sports association, assisting the Romanian state in its process of nation building, elite integration and economic advancement.

The widespread failure of central banks to control inflation

Economic AffairsVolume 43, Issue 1 p. 2-31 INSTITUTE OF INTERNATIONAL MONETARY RESEARCH PUBLIC LECTURE 2022 The widespread failure of central banks to control inflation Willem H Buiter, Corresponding Author Willem H Buiter whb1002@gmail.com Independent economic advisor, USA Correspondence Email: whb1002@gmail.comSearch for more papers by this author Willem H Buiter, Corresponding Author Willem H Buiter whb1002@gmail.com Independent economic advisor, USA Correspondence Email: whb1002@gmail.comSearch for more papers by this author First published: 15 March 2023 https://doi.org/10.1111/ecaf.12555 The IIMR's Public Lecture 2022 was delivered on 25 October 2022 at the Royal Automobile Club, London. Read the full textAboutPDF ToolsRequest permissionExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onFacebookTwitterLinkedInRedditWechat Volume43, Issue1February 2023Pages 2-31 RelatedInformation

Slow down! Get off that phone! The impact of a high school road safety education program in influencing whether a young person speaks up to a risky driver

Risky driving behaviours such as mobile phone use and speeding remain common among young people, thereby contributing to their over-representation in road crashes. There is much evidence that similar-aged peer passengers can have a negative impact on a young driver’s behaviour; however, there is also research that supports the positive influence that peer passengers can have when they speak up about risky behaviours. Road safety education programs, such as the Royal Automobile Club of Queensland’s (RACQ) Docudrama program, aim to help young people understand the important role they play as peer passengers and, thus, the importance of being willing to speak up to a driver who may be engaging in risky behaviours. Extending on a previous evaluation of the RACQ Docudrama program, the current study uses an Extended Theory of Planned Behaviour framework to evaluate the program’s effectiveness in influencing peer passengers’ intentions and self-reported behaviour in speaking up against risky driving behaviours, including mobile phone use and speeding. A repeated-measures design compared participants’ responses over 3 time-points: Time 1 (one month before participating in the program), Time 2 (immediately after having participated in the program), and Time 3 (three months after program participation). The results indicate that levels of anticipated regret for having not spoken up were higher following participation in the program suggesting that it encouraged young people to consider how they would feel if something was to happen and they, as passengers, had not tried to prevent it by speaking up. Three months after participating in the program, the majority of participants reported that they were positively influenced by the program in terms of engaging in safer behaviours as passengers; although the significant effects regarding improvements were observed only immediately after participating in the program. The implications of such findings are discussed in terms of the need for some type of ‘booster’ post-program participation to capitalise on the positive immediate effects that the program evokes.

Peer passenger intentions to speak up to a risky driver: A theoretically-guided investigation of the effects of a high school road safety education program

Young drivers aged 17–25 years are over-represented in road crashes, with young males being nearly three times more likely to be involved in a road crash than females. In Australia, young drivers are also more likely to use their mobile phone while driving, with distraction from such use representing a major contributing factor to crashes. This study examined high school students’ responses to a school-based road safety program, namely, the Royal Automobile Club of Queensland’s (RACQ) Docudrama Program. Two theoretical frameworks underpinned the investigation, the Extended Parallel Process Model (EPPM) and an extended Theory of Planned Behaviour (TPB). These frameworks assisted in the identification of key constructs that may help to explain how the program influences young people’s intentions to speak up to a driver engaging in a risky behaviour; specifically, talking on their mobile phone while driving. A between-groups design compared responses from students exposed to the program (i.e., the Intervention group) with those of students yet to be exposed (i.e., the Control group). Overall, the findings indicated that students who experienced the program reported greater intentions to speak up, as a passenger, to a friend who was using their mobile phone while driving. The EPPM-based results highlighted that gender influences the program’s effects and that a focus on the social threat of receiving social disapproval for risky driving may be important for increasing the persuasiveness of the program for young males. The results in relation to the key TPB constructs identified anticipated regret and perceived behavioural control as important predictors of passenger intentions to speak up. Although the results provided support for the beneficial effects of program exposure, the implications of the research are discussed in terms of some potential modifications which may enhance the program’s persuasive effects.

Strategic Management of RACV

Insurance Australia Group (IAG) is an umbrella name behind some of the most respected and trusted insurance groups in the Australian, Asia, and New Zealand region. The businesses under the IAG name often underwrite approximately $11.4 billion per year (Insurance Australia Group, 2017). These businesses include reputed brands like NRMA Insurance, CGU, Swann Insurance, and WFI. In the Australian region, two customer-oriented divisions (customer labs and operation division) facilitate the operations of the company. The customer lab is responsible for branding, marketing, and sales of IAG products and services. On the other hand, the operations division is responsible for day-to-day operational activities such as supply chain management and procurement. Even though IAG is considered an organization on its own, it operates with the aid of autonomous divisions known as strategic business units. This report focuses Royal Automobile Club of Victoria (RACV), which is part of IAG’s operations in Victoria.

The impact of lengthening petrol price cycles on consumer purchasing behaviour

This article investigates the impact of petrol price cycles on consumer purchasing behaviour in Brisbane, Australia. By comparing the sales volume data to the gross retail margin—the difference between the recorded retail price and the average terminal gate price, relationships between price and sales volume are examined. This study found that the price cycle observed in some Australian cities has become less predictable and hence it is more difficult for motorists to take advantage of the heavily discounted petrol around the trough. The study uses fuel purchase data for the period between July 2011 and March 2013, collected by the Royal Automobile Club of Queensland.

Subjective Traffic Safety Experts' Knowledge for Driving-Risk Definition

This paper presents a novelty system for the detection of driving-risk situations based on the knowledge acquired from traffic safety experts. A complete methodology to generate a driving-risk reference signal has been developed. A set of driving sessions was executed in a very realistic truck simulator, where several measures and visual information from the vehicle, the driver, and the road were collected. Two kinds of experiments were designed, i.e., controlled driving sessions (where several risk situations were induced) and natural driving sessions (where no risk situations were induced and a natural driving behavior was expected). A group of traffic safety experts from the Royal Automobile Club of Spain was consulted to evaluate the driving risk in each simulated session. The information acquired from the traffic safety experts was used to develop a methodology to combine their evaluations. The risks detected with the proposed methodology were analyzed to determine the most common human factors related with the generation of driving-risk situations.

Does Validation Stagnate Innovation?

Does Validation Stagnate Innovation?

Actual and Perceived Car Dependence

A scoping study was conducted into the nature of car dependence in the United Kingdom. The primary aims of the study were to gain deeper insight into the changing nature and causes of car dependence over the past 20 years, to consider whether dependence was a useful way of characterizing the situation, and to identify the likely economic and social consequences of moving beyond the current voluntary interventions primarily being used to encourage people to reduce their car use and to adopt alternative, more sustainable modes. The new direction is toward more coercive and nonvoluntary future interventions, such as road pricing or carbon taxation. The study involved four interactive stages: a literature and policy review, time series analysis of data from the U.K. National Travel Survey 1995 to 1996 and 2005 to 2006, interviews with key local stakeholders, and exploratory focus-group exercises with selected members of the general public. Reported are findings of the literature review and exploratory focus-group exercises only. A full report of the study and supporting working papers can be found on the Royal Automobile Club Foundation website www.racfoundation.org .

Transporte en helicóptero del paciente crítico. Revisión de 224 casos

To report a 5-year experience of pediatric helicopter transport and describe its characteristics, the composition of the team, its indications and the advantages of air versus ground transport. A total of 224 flights over a 5-year period were retrospectively analyzed. The team was composed of a pediatrician and a pediatric nurse from the Pediatric Department of Hospital Sant Pau and was available 365 days per year from sunrise to sunset. The helicopters belonged to the Royal Automobile Club of Catalonia and were coordinated by the Emergency Medical Service. The area covered was Catalonia and Andorra. The number of patients, age, sex, diagnosis, and response and stabilization times were recorded. There were 220 patients (139 males and 81 females). Six patients died in the primary hospital before transport. Seven flights were canceled because of adverse weather, engine breakdown, or family refusal. Three twin transportations were performed. A total of 214 patients were transported in 224 flights. The mean times (in minutes) were: from emergency call to takeoff: 15; flight time: 39; between landing to the emergency room: 10. The mean stabilization time was 42 min. Helicopter transportation of critically-ill children by specialist teams of pediatricians and nurses shortens response time in isolated areas with poor transport. The lower number of accelerations and vibrations of the helicopter provides greater stability during transport, especially in trauma patients. Both transport models, air and ground, should be complementary.

Mobile Data and Location Developments within RAC Motoring Services

This paper describes the rationale used by the Royal Automobile Club (RAC) Motoring Services to update and improve the location and communication systems used by their breakdown service. It discusses the needs and problems of locating customers, and of locating, controlling, and communicating with patrols; the new systems adopted to meet these needs are described. Future requirements are also discussed together with new technologies that are expected to become available.

Creating competitive advantage via customer service: the RAC case study

Describes a revolution in customer service at the Royal Automobile Club (RAC). Explains how, since the mid‐1980s, the RAC has become the most progressive and fastest growing motoring organization in the world, through a policy of locating new technology to automate breakdown handling processes, the creation of five regional supercentres and a pursuit of service excellence through the involvement and participation of all staff.

Observations of some RAC/ACU motorcycle training schemes

Observations were carrried out at 42 motorcycle training centres run by the Royal Automobile Club and the Auto Cycle Union (RAC/ACU centres) during 1979. Trained observers visited each centre three times to see how the theoretical and practical instruction was carried out. The results show that there are a number of ways of approaching the problems of motorcycle training, for different centres have developed methods of organization and training. The survey highlighted some of these differences and also indicated some general weaknesses which were found at a number of centres. A problem at many centres was seen to be the lack of adequate record keeping and the consequent timewasting for trainees which could occur. On the other hand, at most centres there was a good instructor/pupil ratio. (Author/TRRL)

3-Ethoxy-4-hydroxybenzoic acid inhuman urine.

IN a recent communication1 an increased excretion of vanillic acid during the stress of motor-rally driving was reported. The 1958 Royal Automobile Club rally offered an opportunity to confirm this finding, and three samples of urine were collected from each of two subjects during the third and fourth days. This was after a considerably longer period of stress than had been experienced in the previous experiment and was determined by the accessibility of the subjects. Acid-hydrolysed urines were examined by the method used previously2 and both hydrolysed and unhydrolysed urines by a modification of the method of Armstrong et al.3. In all the samples, vanillic acid was detected only in perfectly normal amount.

Rookes Evelyn Bell Crompton, 1845 - 1940

Colonel R. E. B. Crompton died on 15 February at ninety four years of age. He was one of the greatest pioneers both in mechanical road traction and in electrical engineering. Rookes Evelyn Bell Crompton was born at Sion Hill, Yorkshire, on 31 May 1845. In 1871, he married Elizabeth Gertrude, daughter of George Clarke of Tanfield House, Ripon, and had two sons and three daughters. He was educated at Harrow and served as a naval cadet in the Crimean War (medal and Sebastopol clasp); in the Rifle Brigade, 1864-1876; in South Africa, 1900 (despatches, Queen’s medal with three clasps, C.B.). He was founder of Crompton and Co.; twice president of the Institution of Electrical Engineers; president of the Institution of Automobile Engineers; founder member of the Royal Automobile Club.

Progress of Automobile Engineering

FOR the James Forrest Lecture which he delivered at the Institution of Civil Engineers on May 1, Sir Henry Fowler took as his subject “The Progress of Automobile Engineering”. After a tribute to Forrest, whom he had known when a student, Sir Henry said that to-day the automobile industry is the fifth in point of size in Great Britain, while in the United States in 1928 the industry used no less than 6,000,000 tons of steel. The industry is also one of the greatest consumers of rubber, cotton and light alloys. The first self-propelled vehicle was that built in 1769 by Cugnot, and this was followed by those of Murdoch and Trevithick. Between 1823 and 1840, many patents were taken out for steam carriages, and the same period saw the experiments of Hancock, Gurney, Dance and others. Of the details then invented, the chain drive and differential gear of Hills and the steering gear of Gibbs has survived. Prohibitive tolls, vested interests and the railways, however, led to the abandonment of these early experiments and then came the “Red Flag” Act of 1865, with restrictions which were not removed until 1896. But the matter was taken further by the work of Otto in 1876 and Daimler in 1883, the latter giving us a power unit which has changed our lives, much as the railway did a century ago. The outstanding personality of the early period of automobile development was Levassor, whose arrangement of the various parts of a motor-car has been followed generally. Progress from about 1895 until 1901 can be traced from the records of trials, one of the most important of these being that held by the Royal Automobile Club in 1900, when eighty-three cars, most of foreign origin, started on a 1,000 miles run.

Motor Headlights

A DISCUSSION took place on the above subject at a meeting of the Optical Society on May 11. Mr. J. W. T. Walsh, of the National Physical Labora tory, in his opening paper, recalled that the design of headlights had been much discussed recently, for example, at meetings of the Illuminating Engineering Society from 1911 onwards. The problem resolved itself into a compromise between the needs of the motorist, who required a sufficiently powerful beam to distinguish objects in time to pull up or slacken speed, and the desire of the pedestrian or driver of approaching vehicles not to be dazzled by glare. In discussing the nature of glare, essentially a physio logical problem, Mr. Walsh showed diagrams relating contrast sensibility of the eye and brightness, and the effect of obliquity of the bright source in the field of view. Attempts had been made to fix a “glare limit” for a field of a given brightness, and it was generally recognised that glare was largely a matter of contrast. The limitation of the powerful driving beam below a certain plane, so as to obviate intense light striking direct into the eyes of approaching persons, had been advocated and embodied in various codes, but it is recognised that, in addition to the main beam, moderate diffused general illumination is desirable. Requirements for headlights had been somewhat fully dealt with in American regulations. For instance, it had been prescribed that the illumina tion measured 100 yards away should not fall below a certain value, and in the latest specifications drafted by the American Illuminating Engineering Society minimum values for the main beam-candlepower, and maximum candlepower values at other angles (with the view of limiting glare), had been stated. Some polar curves, showing the distribution of light from typical modern headlights, were shown, a maximum candlepower of 5000 being attained in some cases. Another device for testing the power of the beam, intended to be applied on the road and where photo metric measurements were impracticable, was the Royal Automobile Club standard disc, which com prised patterns of white lines on a black background, the requirement being that the patterns should be distinguishable by the available illumination at a specified distance from the car. The disc was referred to in the latest report of the Ministry of Transport Committee on Lights on Vehicles. It was generally agreed that legislation was a difficult matter but much could be done to improve conditions by making the fundamental principles of design well known.