ORCID Profile
0000-0002-7958-543X
Current Organisation
Deakin University
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Publisher: Wiley
Date: 23-07-2009
DOI: 10.1111/J.1440-1584.2009.01070.X
Abstract: To define characteristics of vehicle crashes occurring on rural private property in north Queensland with an exploration of associated risk factors. Descriptive analysis of private property crash data collected by the Rural and Remote Road Safety Study. Rural and remote north Queensland. A total of 305 vehicle controllers aged 16 years or over hospitalised at Atherton, Cairns, Mount Isa or Townsville for at least 24 hours as a result of a vehicle crash. A structured questionnaire completed by participants covering crash details, lifestyle and demographic characteristics, driving history, medical history, alcohol and drug use and attitudes to road use. Overall, 27.9% of interviewees crashed on private property, with the highest proportion of private road crashes occurring in the North West Statistical Division (45%). Risk factors shown to be associated with private property crashes included male sex, riding off-road motorcycle or all-terrain vehicle, first-time driving at that site, lack of licence for vehicle type, recreational use and not wearing a helmet or seatbelt. Considerable trauma results from vehicle crashes on rural private property. These crashes are not included in most crash data sets, which are limited to public road crashes. Legislation and regulations applicable to private property vehicle use are largely focused on workplace health and safety, yet work-related crashes represent a minority of private property crashes in north Queensland.
Publisher: Informa UK Limited
Date: 04-04-2023
Publisher: Springer International Publishing
Date: 05-08-2018
Publisher: Elsevier BV
Date: 04-2021
Publisher: Informa UK Limited
Date: 10-02-2021
Publisher: Elsevier BV
Date: 08-2013
DOI: 10.1016/J.AAP.2013.03.026
Abstract: The increased popularity of mopeds and motor scooters in Australia and elsewhere in the last decade has contributed substantially to the greater use of powered two-wheelers (PTWs) as a whole. As the exposure of mopeds and scooters has increased, so too has the number of reported crashes involving those PTW types, but there is currently little research comparing the safety of mopeds and, particularly, larger scooters with motorcycles. This study compared the crash risk and crash severity of motorcycles, mopeds and larger scooters in Queensland, Australia. Comprehensive data cleansing was undertaken to separate motorcycles, mopeds and larger scooters in police-reported crash data covering the five years to 30 June 2008. The crash rates of motorcycles (including larger scooters) and mopeds in terms of registered vehicles were similar over this period, although the moped crash rate showed a stronger downward trend. However, the crash rates in terms of distance travelled were nearly four times higher for mopeds than for motorcycles (including larger scooters). More comprehensive distance travelled data is needed to confirm these findings. The overall severity of moped and scooter crashes was significantly lower than motorcycle crashes but an ordered probit regression model showed that crash severity outcomes related to differences in crash characteristics and circumstances, rather than differences between PTW types per se. Greater motorcycle crash severity was associated with higher (>80km/h) speed zones, horizontal curves, weekend, single vehicle and nighttime crashes. Moped crashes were more severe at night and in speed zones of 90km/h or more. Larger scooter crashes were more severe in 70km/h zones (than 60km/h zones) but not in higher speed zones, and less severe on weekends than on weekdays. The findings can be used to inform potential crash and injury countermeasures tailored to users of different PTW types.
Publisher: Elsevier BV
Date: 06-2013
Publisher: Australasian College of Road Safety
Date: 11-2020
Abstract: Fully licensed motorcyclists represented over two thirds of riders killed on New South Wales (NSW) roads from 2010 – 2014. An ongoing need to address crash risks among this cohort is recognised and there is strong support for post-licence rider training (PLRT) among rider advocates and stakeholders. This research, commissioned by Transport for NSW, examined the PLRT environment in NSW to assess the extent to which courses targeted specific rider skills and competencies. Before commencement of this research, key riding competencies were identified by Transport for NSW in consultation with motorcycle stakeholder groups, and included scanning, buffering, setting up brakes, basic motorcycle handling, cornering, and lane positioning. A desktop review of 40 available courses provided an overview of relevant course content, locations and costs. The review was supplemented by interviews with eight training providers to gather information on course structure, components, delivery, promotion and trainee characteristics. The collective information was used to identify which training options support riders’ risk management and promote improved safety outcomes. A wide range of courses was identified, and in most cases there was no standardised curriculum. Most courses appeared to support rider risk management and most also appeared to address roadcraft and defensive riding principles, albeit to varying degrees. Providers noted participant ersity in characteristics, needs and motivations for undertaking rider training, reflecting a need for a erse range of course offerings including in idualised training. Key groups were catered for including returning riders, female riders, inexperienced riders, commercial riders and aspirational racers.
Publisher: Informa UK Limited
Date: 10-03-2020
Publisher: Elsevier BV
Date: 11-2015
Publisher: SAGE Publications
Date: 2017
DOI: 10.3141/2615-03
Abstract: Remotely operated devices for traffic control—portable traffic lights and automated flagger assistance devices—are used to improve flagger safety in a one-lane-each-way work zone with lane closure. Previous research has measured the effectiveness of these devices as driver compliance rates and driver understanding of the devices, but the effects of these devices on driver behavior have not yet been examined comprehensively. Therefore, the influence of remotely operated stop–slow traffic control devices on driver behavior was examined. Video-recorded traffic movements from a rural work zone in the Queensland state of Australia provided driver speeds, deceleration profiles, stopping behavior, and compliance rates for a set of remotely operated devices new to Australia: static red–amber–green lights, static red–amber lights, static red–amber arrow lights, and mechanical stop–slow signs. Pneumatic tube traffic counters were used to collect driver speeds before and after the devices, and an on-road driver survey was conducted to elicit driver understanding of the devices. Results indicated that drivers had difficulty understanding the new devices, particularly the amber light and amber arrow options (which confused drivers about their meaning—to stop or to go). The new remotely operated devices resulted in higher approach speeds, greater variability in approach speeds, and faster deceleration rates than the flagger method. The good compliance rates observed with the remotely operated devices imply that the devices could improve flagger safety by reducing flagger exposure to traffic however, the negative effects on driver behavior might indicate an increased risk of rear-end crashes in the advance warning area.
Publisher: Elsevier BV
Date: 2020
DOI: 10.1016/J.APERGO.2019.102943
Abstract: Drivers' non-compliance with rules is a prominent factor in collisions with trains at railway level crossings. Road user impatience and frustration has been identified as an underlying factor in non-compliance and can be characterised as a specific risk factor. However, research on non-compliance related to waiting times and driver inconvenience lacks in the literature. This paper, therefore, seeks to enhance the currently limited understanding of the relationship between waiting times and risky driver behaviour. An Advanced Driving Simulator was used to obtain objective measures of level crossing non-compliance. Subjective measures on driver frustration and decision-making processes were also collected. Sixty participants completed six driving tasks each, with the tasks varying in terms of traffic conditions, number of trains and associated waiting times. This study shows that increased waiting times result in higher levels of frustration and an increased likelihood of risky driving behaviour, particularly for waiting times longer than 3 min. Non-compliance included entering the activated crossing before boom gates are down, entering the crossing after the train passage but before signals are deactivated, stopping/reversing on the crossing. Subjective data revealed that participants did not comply with level crossing rules due to factors including time pressure, impatience/frustration and low perceived risk. The results suggest that, where possible, waiting times should be standardised at values lower than 3 min to reduce the likelihood of risky road user behaviour.
Publisher: American Public Health Association
Date: 07-2013
Publisher: SAGE Publications
Date: 19-07-2020
Abstract: Lane closures on multi-lane roads require drivers to transition safely to an open lane before passing the worksite. To reduce worker and driver injury risk, truck-mounted attenuators (TMAs) are often used to prevent vehicle work zone intrusions and reduce the severity of collisions. To maximize the efficiency and effectiveness of TMA use, it is necessary to determine how and when they should be deployed as well as the best supporting measures. The current research focuses on the effects of different traffic management plans (TMPs) on driver behavior. Three TMPs at night time highway work zones were examined: ( 1 ) two tail vehicles in the advance warning area, ( 2 ) three tail vehicles in the advance warning area, and ( 3 ) addition of a marked police car with flashing lights in the buffer area downstream of the TMA. Driver response to the different TMPs was assessed by measuring vehicle speeds at three points in the traffic management area and observing lane change and merging behaviors on the approach to the TMA. Analysis showed a positive effect of police presence in the buffer area on driver behavior: TMP3 produced a reduction of 8.4%–12.9% in proportions of vehicles exceeding the speed limit by at least 5 km/h when passing the TMA. TMP3 also appeared to produce a positive effect on merging behavior compared with the other layouts. Use of a third tail vehicle in the advance warning area was not found to produce any additional safety benefit and may have a detrimental effect.
Publisher: Elsevier BV
Date: 02-2015
Publisher: Wiley
Date: 12-2008
DOI: 10.1111/J.1440-1584.2008.01012.X
Abstract: To assess the suitability of Queensland's graduated licensing system in the context of rural and remote Queensland. Age-based comparison of crash data collected by the Rural and Remote Road Safety Study (RRRSS). Rural and remote North Queensland. A total of 367 vehicle controllers aged 16 years or over hospitalised at Townsville, Cairns or Mount Isa for at least 24 hours, or killed, as a result of a vehicle crash. Specific RRRSS variables are assessed in relation to Queensland's graduated licensing program, including rates of unlicensed driving/riding, late night crashes, crashes with multiple passengers, contributing factors in crashes and vehicle types involved. While people between 16 and 24 years of age comprise 16% of the target population, 25% of crashes meeting RRRSS criteria involved a vehicle controller in that age group. 12.8% of all cases involved an unlicensed driver/rider, within which 66% were below 25 years of age. Young drivers/riders were represented in 50% of crashes occurring between 11:00 p.m. and 5:00 a.m., and 33% of crashes in vehicles with multiple passengers. Motorcyclists represented about 40% of cases in both age groups. There were no significant differences between age groups in vehicle types used, or circumstances that contributed to crashes. The general overrepresentation of young drivers/riders in rural and remote North Queensland supports tailored interventions, such as graduated licensing. However, while some measures in the legislation are well supported, problems surrounding unlicensed driving/riding might be exacerbated.
Publisher: Elsevier BV
Date: 2016
Publisher: Elsevier BV
Date: 12-2014
No related grants have been discovered for Ross Blackman.