ORCID Profile
0000-0003-2514-787X
Current Organisation
Queensland University of Technology
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Research Topics
In Research Link Australia (RLA), "Research Topics" refer to ANZSRC FOR and SEO codes. These topics are either sourced from ANZSRC FOR and SEO codes listed in researchers' related grants or generated by a large language model (LLM) based on their publications.
Top 5 Research Topics
ANZSRC Field of Research (FoR)
Transport Engineering | Automotive Safety Engineering | Road And Rail Transportation | Road Transportation and Freight Services | Psychology | Transportation and Freight Services | Psychological Methodology, Design and Analysis | Public Health and Health Services | Industrial and Organisational Psychology | Simulation And Modelling | Social and Cultural Geography | Automotive Engineering | Applied Sociology, Program Evaluation and Social Impact Assessment | Computer-Human Interaction | Health Promotion | Public Policy | Public Health And Health Services Not Elsewhere Classified | Sociology | Public Health and Health Services not elsewhere classified | Psychology not elsewhere classified | Distributed Computing not elsewhere classified | Social and Community Psychology
ANZSRC Socio-Economic Objective (SEO)
Road Safety | Injury control | Road safety | Injury Control | Automotive Equipment | Expanding Knowledge through Studies of Human Society | Child health | Education and Training Systems Policies and Development | Energy Conservation and Efficiency in Transport | Health Education and Promotion | Occupational Health |
Related Links
Publications
Factors influencing noncompliance with bicycle passing distance laws
Publisher: Elsevier BV
Date: 06-2018
DOI: 10.1016/J.AAP.2018.03.016
Abstract: Many jurisdictions around the world have implemented laws to require a minimum distance when motor vehicles pass cyclists, but research into the factors influencing passing distances has produced inconsistent results, indicating the need for future research. This study examined the factors influencing motorists' compliance with a legislated bicycle passing distance rule in Queensland, Australia. Unlike the earlier studies, which used volunteer riders to record passing events, this study used a naturalistic study design to record passing events where none of the motorists or the cyclists were aware of being studied. As a result, this study captured the 'true' driving and riding behaviours during passing events. The likelihood of non-compliance was greater on higher (70-80 km/h speed limits) and lower (40 km/h) speed roads than 60 km/h roads, at curved road sections, and on roads with narrower traffic lanes. Rider characteristics (age, gender, helmet status, type of clothing, type of bicycle, and in idual or group riding) had no statistically significant association with compliance status. The findings indicate that efforts to improve cyclist safety during overtaking events should focus on non-rider related factors, such as roadway infrastructure characteristics.
On constituting cyclists as ‘hazards’
Publisher: Elsevier BV
Date: 04-2020
How do perceptions of risk and other psychological factors influence the use of in-vehicle information systems (IVIS)?
Publisher: Elsevier BV
Date: 11-2019
A comparison of self-nominated and actual speeds in work zones
Publisher: Elsevier BV
Date: 11-2015
What contributes to drug driving? An exploratory investigation into the influence of problematic substance use, roadside testing and alternative transport options
Publisher: Elsevier BV
Date: 05-2023
Using naturalistic driving data to examine how drivers share attention when engaging in secondary tasks
Publisher: Elsevier BV
Date: 09-2020
Cyclists perception and self-reported behaviour towards interacting with fully automated vehicles
Publisher: Elsevier BV
Date: 07-2023
Cyclists' perceptions of motorist harassment pre- to post-trial of the minimum passing distance road rule amendment in Queensland, Australia
Publisher: Wiley
Date: 09-02-2017
DOI: 10.1071/HE16119
Off-road cycling infrastructure
Publisher: University of Adelaide Press
Date: 20-12-2015
Rear seat safer: Seating position, restraint use and injuries in children in traffic crashes in Victoria, Australia
Publisher: Elsevier BV
Date: 03-2008
DOI: 10.1016/J.AAP.2007.09.024
Abstract: Car crashes are a major cause of death and serious injury to children but most analyses of risk are based on US data. The Australian context is different in at least three ways: (1) the proportion of passenger-side airbags, a potential risk to children in front seats, is much lower (2) unlike in the US, Australian airbags are designed to work with restrained passengers (3) restraint use for children 0-12 years is high (>90%). Official data drawn from Victorian crash records (n=30,631) were used to calculate relative risks of death or serious injury for children (0-3 years, 4-7 years 8-12 years) traveling in passenger cars during 1993-1998 and 1999-2004. Over 90% were reportedly wearing a restraint, and 20% were traveling in the front seat. For children under 4 years traveling in the front seat, the relative risk of death was twice as great as when traveling in the rear, and that of serious injury was 60% greater. The relative risk of death whilst traveling in the front seat was almost four times greater for children aged under 1 year. We suggest that serious consideration should be given to mandating rear seating for children, particularly those aged 4 and under.
Vulnerable road user groups: a review of younger drivers, motorcyclists and older drivers
Publisher: Informa UK Limited
Date: 2012
Interventions to Reduce Road Trauma
Publisher: CRC Press
Date: 21-11-2008
Comparison of risk taking in moped and motorcycle crashes
Publisher: SAGE Publications
Date: 2009
DOI: 10.3141/2140-20
Abstract: Risk taking in motorcycling includes deliberately not following road rules (including excessive speeding and performing stunts), unlicensed riding, riding while impaired by drugs and alcohol, and riding without a helmet. Motor scooters and mopeds, however, are less capable of extreme speeds and stunts and may therefore attract riders with safer attitudes and behaviors. Their use for commuting may also limit opportunities for risk taking. Some European studies have reported higher crash risks for mopeds and scooters than for other motorcycles, but others disagree. This study aims to examine the role of risk taking in moped crashes compared with motorcycle crashes by presenting the results of analyses of police-reported crashes in Queensland, Australia, focusing on markers for risk taking such as vehicle most at fault, alcohol involvement, excessive speed, nonuse of helmets, and unlicensed riding. Risk taking in terms of alcohol involvement and excessive speed was more common in single- than in multivehicle crashes. Alcohol involvement was associated with excessive speed, nonuse of helmets, and unlicensed riding. There were few differences in risk-taking behaviors between moped and motorcycle riders. Excessive speed was less common in moped crashes, but this finding may reflect vehicle performance limitations as much as a decision not to speed.
Corrigendum
Publisher: Informa UK Limited
Date: 03-2013
Driver beliefs regarding the benefits of reduced speeds
Publisher: Informa UK Limited
Date: 10-10-2016
Autonomous Vehicles and Vulnerable Road-Users—Important Considerations and Requirements Based on Crash Data from Two Countries
Publisher: MDPI AG
Date: 15-07-2021
DOI: 10.3390/BS11070101
Abstract: (1) Background: Passenger vehicles equipped with advanced driver-assistance system (ADAS) functionalities are becoming more prevalent within vehicle fleets. However, the full effects of offering such systems, which may allow for drivers to become less than 100% engaged with the task of driving, may have detrimental impacts on other road-users, particularly vulnerable road-users, for a variety of reasons. (2) Crash data were analysed in two countries (Great Britain and Australia) to examine some challenging traffic scenarios that are prevalent in both countries and represent scenarios in which future connected and autonomous vehicles may be challenged in terms of safe manoeuvring. (3) Road intersections are currently very common locations for vulnerable road-user accidents traffic flows and road-user behaviours at intersections can be unpredictable, with many vehicles behaving inconsistently (e.g., red-light running and failure to stop or give way), and many vulnerable road-users taking unforeseen risks. (4) Conclusions: The challenges of unpredictable vulnerable road-user behaviour at intersections (including road-users violating traffic or safe-crossing signals, or taking other risks) combined with the lack of knowledge of CAV responses to intersection rules, could be problematic. This could be further compounded by changes to nonverbal communication that currently exist between road-users, which could become more challenging once CAVs become more widespread.
Efficacy of proxy definitions for identification of fatigue/sleep-related crashes: An Australian evaluation
Publisher: Elsevier BV
Date: 11-2013
Do Australian drivers give female cyclists more room when passing?
Publisher: Elsevier BV
Date: 06-2018
Influence of Type of Traffic Control on Injury Severity in Bicycle–Motor Vehicle Crashes at Intersections
Publisher: SAGE Publications
Date: 14-05-2018
Abstract: Many studies have identified factors that contribute to bicycle–motor vehicle (BMV) crashes, but little is known about determinants of cyclist injury severity under different traffic control measures at intersections. Preliminary analyses of 5,388 police-reported BMV crashes from 2002 to 2014 from Queensland, Australia revealed that cyclist injury severity differed according to whether the intersection had a Stop/Give-way sign, traffic signals or no traffic control. Therefore, separate mixed logit models of cyclist injury severity (fatal/hospitalized, medically treated, and minor injury) were estimated. Despite similar distributions of injury severity across the three types of traffic control, more factors were identified as influencing cyclist injury severity at Stop/Give-way controlled intersections than at signalized intersections or intersections with no traffic control. Increased injury severity for riders aged 40–49 and 60+ and those not wearing helmets were the only consistent findings across all traffic control types, although the effect of not wearing helmets was smaller at uncontrolled intersections. Cyclists who were judged to be at fault were more severely injured at Stop/Give-way and signalized intersections. Speed zone influenced injury severity only at Stop/Give-way signs and appears to reflect differences in intersection design, rather than speed limits per se. While most BMV crashes occurred on dry road surfaces, wet road surfaces were associated with an increased cyclist injury severity at Stop/Give-way intersections. The results of this study will assist transport and enforcement agencies in developing appropriate mitigation strategies to improve the safety of cyclists at intersections.
In-Vehicle Avatars to Elicit Social Response and Change Driving Behaviour
Publisher: IGI Global
Date: 10-2009
Abstract: Social and psychological theories have provided a plethora of evidence showing that the physical difficulty to express appropriate social interactions between drivers expresses itself in aggression, selfish driving and anti-social behaviour. Therefore there is a need to improve interactions between drivers and allow clearer collective decision making between them. Personal characteristics and the driving situations play strong roles in driver’s aggression. Our approach is centered around the driving situation as opposed to focusing on personality characteristics. It examines aggression and manipulates contextual variables such as driver’s eye contact exchanges. This paper presents a new unobtrusive in-vehicle system that aims at communicating drivers’ intentions, elicit social responses and increasing mutual awareness. It uses eye gaze as a social cue to affect collective decision making with the view to contribute to safe driving. The authors used a driving simulator to design a case control experiment in which eye gaze movements are conveyed with an avatar. Participants were asked to drive through different types of intersections. An avatar representing the head of the other driver was displayed and driver behaviour was analysed. Significant eye gaze pattern difference where observed when an avatar was displayed. Drivers cautiously refer to the avatar when information is required on the intention of others (e.g. when they do not have the right of way). The majority of participants reported the perception of “being looked at”. The number of glances and time spent gazing at the avatar did not indicate an unsafe distraction by standards of in-vehicle device ergonomic design. Avatars were visually consulted primarily in less demanding driving situations, which underlines their non-distractive nature.
Parental beliefs about supervising children when crossing roads and cycling
Publisher: Informa UK Limited
Date: 03-2011
DOI: 10.1080/17457300.2010.503327
Abstract: Pedestrian and cyclist injuries are significant public health issues, together accounting for 11-30% of road deaths in highly motorised countries. Children are particularly at risk. In Australia in 2009 11.4% of pedestrian deaths and 6.4% of cyclist deaths comprised children aged 0-16 years. Parental attitudes and level of supervision are important to children's road safety. Results from a telephone survey with parents of children 5-9 years (N = 147) are reported. Questions addressed beliefs about preventability of injury, appropriate ages for children to cross the road or cycle independently and the frequency of holding 5-9 year old children's hands while crossing the road. Results suggest that parents believe most injuries are preventable and that they personally can act to improve their own safety in the home, on the road, at work, as well as in or on the water. Most parents (68%) indicated children should be 10 years or older before crossing the road or cycling independently. Parents were more likely to report holding younger children's hands (5-6 years) when crossing the road and less likely to do so for 7- to 9-year olds. There was a small effect of child gender, with parents more likely to hold a boy's hand than that of a girl.
855 Pedestrians at highest risk in Pakistan
Publisher: BMJ
Date: 09-2016
Barriers to bikesharing: an analysis from Melbourne and Brisbane
Publisher: Elsevier BV
Date: 12-2014
Associations of heavy vehicle driver employment type and payment methods with crash involvement in Australia
Publisher: Elsevier BV
Date: 07-2020
E-scooter riders and pedestrians: Attitudes and interactions in five countries
Publisher: Elsevier BV
Date: 04-2023
Motorcycle Engine Capacity May Not Underlie Increased Risks
Publisher: American Public Health Association
Date: 07-2013
Driver knowledge of cycling-related road rules in Queensland, Australia
Publisher: Informa UK Limited
Date: 21-07-2020
Common hazards and their mitigating measures in work zones: A qualitative study of worker perceptions
Publisher: Elsevier BV
Date: 02-2015
A simulator study of the effect of incentive on adoption and effectiveness of an in-vehicle human machine interface
Publisher: Elsevier BV
Date: 2019
Implicit and explicit attitudes in transportation research: A literature review
Publisher: Elsevier BV
Date: 02-2021
What, Who, and When? The Perceptions That Young Drivers and Parents Have of Driving Simulators for Use in Driver Education
Publisher: MDPI AG
Date: 15-10-2020
Abstract: Driver education providers may utilise technologies such as driving simulators to augment their existing courses. Understanding the perceptions that young drivers and parents have of simulators may help to make simulator-based driver education more accepted and more likely to be effective. Young drivers and parents completed an online questionnaire that included a “simulator invention” visualisation task. Items based on the Goals for Driver Education framework investigated perceptions of the most appropriate skill type, while others examined the most suitable target group for simulator training, and timing in relation to completing a formal driver education course for simulator training to occur. Both groups perceived that simulators were most appropriate for training a combination of physical, traffic, psychological, and social driving skills with learner drivers during attendance at a novice driver education program. Young drivers and parents had similar perceptions regarding the amount that each skill type should be trained using a simulator. Understanding the perceptions of young drivers and parents, and especially those who are somewhat naïve to the use of driving simulators, may aid in the introduction and administration of simulator training and may increase the effectiveness of driver education as a crash countermeasure.
Enhancing eco-safe driving behaviour through the use of in-vehicle human-machine interface: A qualitative study
Publisher: Elsevier BV
Date: 06-2017
Bike share’s impact on car use: Evidence from the United States, Great Britain, and Australia
Publisher: Elsevier BV
Date: 08-2014
Motorcycle protective clothing: Protection from injury or just the weather?
Publisher: Elsevier BV
Date: 11-2011
DOI: 10.1016/J.AAP.2011.04.027
Abstract: Apart from helmets, little is known about the effectiveness of motorcycle protective clothing in reducing injuries in crashes. The study aimed to quantify the association between usage of motorcycle clothing and injury in crashes. Cross-sectional analytic study. Crashed motorcyclists (n=212, 71% of identified eligible cases) were recruited through hospitals and motorcycle repair services. Data was obtained through structured face-to-face interviews. The main outcome was hospitalization and motorcycle crash-related injury. Poisson regression was used to estimate relative risk (RR) and 95% confidence intervals for injury adjusting for potential confounders. Motorcyclists were significantly less likely to be admitted to hospital if they crashed wearing motorcycle jackets (RR=0.79, 95% CI: 0.69-0.91), pants (RR=0.49, 95% CI: 0.25-0.94), or gloves (RR=0.41, 95% CI: 0.26-0.66). When garments included fitted body armour there was a significantly reduced risk of injury to the upper body (RR=0.77, 95% CI: 0.66-0.89), hands and wrists (RR=0.55, 95% CI: 0.38-0.81), legs (RR=0.60, 95% CI: 0.40-0.90), feet and ankles (RR=0.54, 95% CI: 0.35-0.83). Non-motorcycle boots were also associated with a reduced risk of injury compared to shoes or joggers (RR=0.46, 95% CI: 0.28-0.75). No association between use of body armour and risk of fracture injuries was detected. A substantial proportion of motorcycle designed gloves (25.7%), jackets (29.7%) and pants (28.1%) were assessed to have failed due to material damage in the crash. Motorcycle protective clothing is associated with reduced risk and severity of crash related injury and hospitalization, particularly when fitted with body armour. The proportion of clothing items that failed under crash conditions indicates a need for improved quality control. While mandating usage of protective clothing is not recommended, consideration could be given to providing incentives for usage of protective clothing, such as tax exemptions for safety gear, health insurance premium reductions and rebates.
Bike Share: A Synthesis of the Literature
Publisher: Informa UK Limited
Date: 03-2013
Relationships between Self-Reported Bicycling Injuries and Perceived Risk of Cyclists in Queensland, Australia
Publisher: SAGE Publications
Date: 2012
DOI: 10.3141/2314-08
Abstract: Government focus on increasing active travel has motivated renewed interest in cycling safety. Because bicyclists are up to 20 times more likely to be involved in crashes with serious injury than are automobile drivers, an understanding of the relationships between risk factors for bicyclist crashes is necessary for identifying effective policy tools, for informing bicycle infrastructure investments, and for identifying high-risk bicycling contexts. A study was conducted to gain understanding of the complex relationships between bicyclist self-reported injuries resulting from crashes (e.g., hitting a car) and noncrashes (e.g., spraining an ankle) and perceived risk of cycling as a function of cyclist exposure, rider conspicuity, riding environment, rider risk aversion, and rider ability. Self-reported data from 2,500 Queensland, Australia, cyclists were used to estimate a series of seemingly unrelated regressions to examine the relationships between factors. The major findings suggest that perceived risk does not appear to influence injury rates, nor do injury rates influence perceived risks of cycling. Riders who perceived cycling as risky tended not to be commuters, did not engage in group riding, tended to always wear mandatory helmets and front lights, and lowered their perception of risk by increasing days per week of riding and by riding more on bicycle paths. Riders who always wore helmets had lower risk for crash injury. An increase in the number of riding days per week tended to decrease both crash injury and noncrash injury risk (e.g., a sprain). Further work is needed to replicate some of the study findings.
Assessing driver acceptance of Intelligent Transport Systems in the context of railway level crossings
Publisher: Elsevier BV
Date: 04-2015
Comparison of moped, scooter and motorcycle crash risk and crash severity
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.
Tourist use of mopeds in Queensland
Publisher: Elsevier BV
Date: 06-2013
Barriers and facilitators to public bicycle scheme use: A qualitative approach
Publisher: Elsevier BV
Date: 11-2012
What contextual and demographic factors predict drivers’ decision to engage in secondary tasks?
Publisher: Institution of Engineering and Technology (IET)
Date: 02-04-2019
Design of a Gamified Interface to Improve Fuel Efficiency and Safe Driving
Publisher: Springer International Publishing
Date: 2016
The Heavy Vehicle Study: a case-control study investigating risk factors for crash in long distance heavy vehicle drivers in Australia
Publisher: Springer Science and Business Media LLC
Date: 26-03-2010
Abstract: Heavy vehicle transportation continues to grow internationally yet crash rates are high, and the risk of injury and death extends to all road users. The work environment for the heavy vehicle driver poses many challenges conditions such as scheduling and payment are proposed risk factors for crash, yet the precise measure of these needs quantifying. Other risk factors such as sleep disorders including obstructive sleep apnoea have been shown to increase crash risk in motor vehicle drivers however the risk of heavy vehicle crash from this and related health conditions needs detailed investigation. The proposed case control study will recruit 1034 long distance heavy vehicle drivers: 517 who have crashed and 517 who have not. All participants will be interviewed at length, regarding their driving and crash history, typical workloads, scheduling and payment, trip history over several days, sleep patterns, health, and substance use. All participants will have administered a nasal flow monitor for the detection of obstructive sleep apnoea. Significant attention has been paid to the enforcement of legislation aiming to deter problems such as excess loading, speeding and substance use however, there is inconclusive evidence as to the direction and strength of associations of many other postulated risk factors for heavy vehicle crashes. The influence of factors such as remuneration and scheduling on crash risk is unclear so too the association between sleep apnoea and the risk of heavy vehicle driver crash. Contributory factors such as sleep quality and quantity, body mass and health status will be investigated. Quantifying the measure of effect of these factors on the heavy vehicle driver will inform policy development that aims toward safer driving practices and reduction in heavy vehicle crash protecting the lives of many on the road network.
Drivers who don't comply with a minimum passing distance rule when passing bicycle riders
Publisher: Elsevier BV
Date: 12-2018
DOI: 10.1016/J.JSR.2018.10.008
Abstract: Drivers' passing cyclists closely can contribute to crashes, falls, and intimidation, which may discourage cycling. In response, minimum passing distance (MPD) rules have been introduced in many jurisdictions. This study examined the factors associated with non-compliance with a MPD rule. An online survey of 3,769 drivers in Queensland, Australia was administered 1 year after a MPD rule began. It assessed compliance with and attitudes toward the rule. Linear regression modeling was used to examine which attitudinal and demographic factors were associated with non-compliance. The percentage of drivers who reported that they did not comply with the road rule "most of the time" or "almost always" was 35.5% in speed zones of ≤60 km/h and 31.8% in speed zones of >60 km/h. Associated with a greater likelihood of being non-compliant were: only infrequently observing motorists giving bicycle riders more distance when overtaking greater awareness of bicycle riders when driving on the road disagreeing that the rule had changed the person's driving agreeing that the rule was making overtaking bicycle riders difficult disagreeing that the rule had made it safer for bicycle riders agreeing that it was difficult to judge 1 or 1.5 m when overtaking a bicycle rider and agreeing that giving 1.5 m clearance in >60 km/h zones to bicycle riders was annoying (p < .05). In high speed zones, drivers aged 18-39 years were more likely than those aged 50+ years to be non-compliant (p < .05). Compliance was not associated with driver sex, amount of driving, or perceived level of enforcement. Reported non-compliance with the MPD rule is widespread and is related more to attitudinal than demographic factors. Practical applications: Strategies for helping drivers to judge passing distance and improve their understanding of the importance for cyclist safety of leaving an adequate distance are needed.
Using police crash databases for injury prevention research – a comparison of opt‐out and opt‐in approaches to study recruitment
Publisher: Elsevier BV
Date: 06-2014
Abstract: The study aimed to examine the difference in response rates between opt-out and opt-in participant recruitment in a population-based study of heavy-vehicle drivers involved in a police-attended crash. Two approaches to subject recruitment were implemented in two different states over a 14-week period and response rates for the two approaches (opt-out versus opt-in recruitment) were compared. Based on the eligible and contactable drivers, the response rates were 54% for the opt-out group and 16% for the opt-in group. The opt-in recruitment strategy (which was a consequence of one jurisdiction's interpretation of the national Privacy Act at the time) resulted in an insufficient and potentially biased s le for the purposes of conducting research into risk factors for heavy-vehicle crashes. Australia's national Privacy Act 1988 has had a long history of inconsistent practices by state and territory government departments and ethical review committees. These inconsistencies can have profound effects on the validity of research, as shown through the significantly different response rates we reported in this study. It is hoped that a more unified interpretation of the Privacy Act across the states and territories, as proposed under the soon-to-be-released Australian Privacy Principles(1) will reduce the recruitment challenges outlined in this study.
A Tobit model for analyzing speed limit compliance in work zones
Publisher: Elsevier BV
Date: 12-2014
Passing distance, speed and perceived risks to the cyclist and driver in passing events
Publisher: Elsevier BV
Date: 09-2023
A mixed-methods study of driver education informed by the Goals for Driver Education: Do young drivers and educators agree on what was taught?
Publisher: Elsevier BV
Date: 10-2018
How similar are two-unit bicycle and motorcycle crashes?
Publisher: Elsevier BV
Date: 09-2013
DOI: 10.1016/J.AAP.2013.04.014
Abstract: This paper explores the similarities and differences between bicycle and motorcycle crashes with other motor vehicles. If similar treatments can be effective for both bicycle and motorcycle crashes, then greater benefits in terms of crash costs saved may be possible for the same investment in treatments. To reduce the biases associated with under-reporting of these crashes to police, property damage and minor injury crashes were excluded. The most common crash type for both bicycles (31.1%) and motorcycles (24.5%) was intersection from adjacent approaches. Drivers of other vehicles were coded most at fault in the majority of two-unit bicycle (57.0%) and motorcycle crashes (62.7%). The crash types, patterns of fault and factors affecting fault were generally similar for bicycle and motorcycle crashes. This confirms the need to combat the factors contributing to failure of other drivers to yield right of way to two-wheelers, and suggest that some of these actions should prove beneficial to the safety of both motorized and non-motorized two-wheelers. In contrast, child bicyclists were more often at fault, particularly in crashes involving a vehicle leaving the driveway or footpath. The greater reporting of violations by riders and drivers in motorcycle crashes also deserves further investigation.
Review of post-licence motorcycle rider training in New South Wales
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.
Novice riders and the predictors of riding without motorcycle protective clothing
Publisher: Elsevier BV
Date: 05-2011
DOI: 10.1016/J.AAP.2010.12.018
Abstract: While helmet usage is often mandated, few motorcycle and scooter riders make full use of protection for the rest of the body. Little is known about the factors associated with riders' usage or non-usage of protective clothing. Novice riders were surveyed prior to their provisional licence test in NSW, Australia. Questions related to usage and beliefs about protective clothing, riding experience and exposure, risk taking and demographic details. Multivariable Poisson regression models were used to identify factors associated with two measures of usage, comparing those who sometimes vs rarely/never rode unprotected and who usually wore non-motorcycle pants vs motorcycle pants. Ninety-four percent of eligible riders participated and usable data was obtained from 66% (n=776). Factors significantly associated with riding unprotected were: youth (17-25 years) (RR = 2.00, 95% CI: 1.50-2.65), not seeking protective clothing information (RR = 1.29, 95% CI = 1.07-1.56), non-usage in hot weather (RR = 3.01, 95% CI: 2.38-3.82), awareness of social pressure to wear more protection (RR = 1.48, 95% CI: 1.12-1.95), scepticism about protective benefits (RR = 2.00, 95% CI: 1.22-3.28) and riding a scooter vs any type of motorcycle. A similar cluster of factors including youth (RR = 1.17, 95% CI: 1.04-1.32), social pressure (RR = 1.32, 95% CI: 1.16-1.50), hot weather (RR = 1.30, 95% CI: 1.19-1.41) and scooter vs motorcycles were also associated with wearing non-motorcycle pants. There was no evidence of an association between use of protective clothing and other indicators of risk taking behaviour. Factors strongly associated with non-use of protective clothing include not having sought information about protective clothing and not believing in its injury reduction value. Interventions to increase use may therefore need to focus on development of credible information sources about crash risk and the benefits of protective clothing. Further work is required to develop motorcycle protective clothing suitable for hot climates.
Knowledge, attitudes and beliefs towards injury prevention: A population-based telephone survey
Publisher: Informa UK Limited
Date: 09-2011
DOI: 10.1080/17457300.2011.561926
Abstract: Public knowledge and beliefs about injury prevention are currently poorly understood. A total of 1030 residents in the State of Queensland, Australia, responded to questions about injury prevention in or around the home, on the roads, in or on the water, at work, deliberate injury and responsibility for preventing deliberate injury allowing for comparison with reported injury prevalence data. Overall, the youngest members of society were identified as being the most vulnerable to deliberate injury with young adults accounting for 59% of responses aligning with reported data. However, younger adults failed to indicate an awareness of their own vulnerability to deliberate injury in alcohol environments even though 61% of older respondents were aware of this trend. Older respondents were the least inclined to agree that they could make a difference to their own safety in or around the home but were more inclined to agree that they could make a difference to their own safety at work. The results are discussed with a view to using improved awareness of public beliefs about injury to identify barriers to the uptake of injury prevention strategies (e.g. low perceived injury risk) as well as areas where injury prevention strategies may receive public support.
Psychosocial factors associated with helmet use by adult cyclists
Publisher: Elsevier BV
Date: 08-2019
Comparing the risky behaviours of shared and private e-scooter and bicycle riders in downtown Brisbane, Australia
Publisher: Elsevier BV
Date: 03-2021
Women cycling in Queensland: Results from an observational study
Publisher: Elsevier BV
Date: 03-2021
Integrating driving and traffic simulators for the study of railway level crossing safety interventions: A methodology
Publisher: WIT Press
Date: 11-09-2012
DOI: 10.2495/CR120611
Motor scooters and mopeds: Are increasing sales translating into increasing crashes?
Publisher: SAGE Publications
Date: 2008
DOI: 10.3141/2074-09
Abstract: Little is known about the crash involvement of scooters and mopeds and whether they are safer than other motorcycles. Difficulties in defining motor scooters and mopeds and identifying them in crash and other databases have hindered research. This paper reviews recent research and analyzes the nature and extent of moped and motorcycle crashes in the State of Queensland, Australia. Analyses of merged crash and registration data found that the number of moped crashes increased from 25 in 2001 to 97 in 2005. Most crashes resulted in hospitalization (43%) or medical treatment (38%) and occurred between 6 a.m. and 6 p.m. on weekdays in low-speed areas. Overall, 50.8% of crashes occurred at intersections and 32.3% were single-vehicle crashes. The most common crash types were collisions between vehicles traveling in the same direction (24.8%), loss of control on a straight road (23.1%), and collisions between the moped and another vehicle on an adjacent approach to an intersection (18.2%). The ratio of motorcycle to moped crashes was about 19:1, but moped crashes increased at a greater rate during 2001–2005 (260% versus 71%). The distributions of crash severity were similar. Moped crashes more often involved loss of control on a straight road (23.1% versus 12.7%), while motorcycle crashes more often involved loss of control on a curve (13.6% versus 5.0%). Moped riders in crashes were much more likely than motorcycle riders to be female (37.9% versus 7.2%) and younger and hold an interstate (10.8% versus 1.3%) or overseas (7.8% versus 0.7%) license. The interpretation of these data and their implications for licensing and other countermeasures are discussed.
667 Motorcycle one-wheeling: a fatal venture in Pakistan
Publisher: BMJ
Date: 09-2016
Driver’s behavioural changes with new intelligent transport system interventions at railway level crossings—A driving simulator study
Publisher: Elsevier BV
Date: 08-2015
DOI: 10.1016/J.AAP.2015.04.026
Abstract: Improving safety at railway level crossings is an important issue for the Australian transport system. Governments, the rail industry and road organisations have tried a variety of countermeasures for many years to improve railway level crossing safety. New types of intelligent transport system (ITS) interventions are now emerging due to the availability and the affordability of technology. These interventions target both actively and passively protected railway level crossings and attempt to address drivers' errors at railway crossings, which are mainly a failure to detect the crossing or the train and misjudgement of the train approach speed and distance. This study aims to assess the effectiveness of three emerging ITS that the rail industry considers implementing in Australia: a visual in-vehicle ITS, an audio in-vehicle ITS, as well as an on-road flashing beacons intervention. The evaluation was conducted on an advanced driving simulator with 20 participants per trialled technology, each participant driving once without any technology and once with one of the ITS interventions. Every participant drove through a range of active and passive crossings with and without trains approaching. Their speed approach of the crossing, head movements and stopping compliance were measured. Results showed that driver behaviour was changed with the three ITS interventions at passive crossings, while limited effects were found at active crossings, even with reduced visibility. The on-road intervention trialled was unsuccessful in improving driver behaviour the audio and visual ITS improved driver behaviour when a train was approaching. A trend toward worsening driver behaviour with the visual ITS was observed when no trains were approaching. This trend was not observed for the audio ITS intervention, which appears to be the ITS intervention with the highest potential for improving safety at passive crossings.
Influences on lateral passing distance when motor vehicles overtake bicycles: a systematic literature review
Publisher: Informa UK Limited
Date: 21-05-2020
Survey of novice motorcycle riders and their riding experience before licensing
Publisher: SAGE Publications
Date: 2010
DOI: 10.3141/2194-09
Abstract: Graduated licensing schemes have been found to reduce the crash risk of young novice drivers, but there is less evidence of their success with novice motorcycle riders. This study examined the riding experience of a s le of Australian learner–riders to establish the extent and variety of their riding practice during the learner stage. Riders completed an anonymous questionnaire at a compulsory rider-training course for the licensing test. The majority of participants were male (81%) with an average age of 33 years. They worked full time (81%), held an unrestricted driver's license (81%), and owned the motorcycle that they rode (79%). These riders had held their learner's license for an average of 6 months. On average, they rode 6.4 h/week. By the time they attempted the rider-licensing test, they had ridden a total of 101 h. Their total hours of on-road practice were comparable to those of learner–drivers at the same stage of licensing, but they had less experience in adverse or challenging road conditions. A substantial proportion had little or no experience of riding in the rain (57%), at night (36%), in heavy traffic (22%), on winding rural roads (52%), or on high-speed roads (51%). These findings highlight the differences in the learning processes between unsupervised novice motorcycle riders and supervised novice drivers. Further research is necessary to clarify whether specifying the conditions under which riders should practice during the graduated licensing process would likely reduce or increase their crash risk.
In-Vehicle Avatars to Elicit Social Response and Change Driving Behaviour
Publisher: IGI Global
Date: 2011
DOI: 10.4018/978-1-60960-575-9.CH019
Abstract: Social and psychological theories have provided a plethora of evidence showing that the physical difficulty to express appropriate social interactions between drivers expresses itself in aggression, selfish driving and anti-social behaviour. Therefore there is a need to improve interactions between drivers and allow clearer collective decision making between them. Personal characteristics and the driving situations play strong roles in driver’s aggression. Our approach is centered around the driving situation as opposed to focusing on personality characteristics. It examines aggression and manipulates contextual variables such as driver’s eye contact exchanges. This paper presents a new unobtrusive in-vehicle system that aims at communicating drivers’ intentions, elicit social responses and increasing mutual awareness. It uses eye gaze as a social cue to affect collective decision making with the view to contribute to safe driving. The authors used a driving simulator to design a case control experiment in which eye gaze movements are conveyed with an avatar. Participants were asked to drive through different types of intersections. An avatar representing the head of the other driver was displayed and driver behaviour was analysed. Significant eye gaze pattern difference where observed when an avatar was displayed. Drivers cautiously refer to the avatar when information is required on the intention of others (e.g. when they do not have the right of way). The majority of participants reported the perception of “being looked at”. The number of glances and time spent gazing at the avatar did not indicate an unsafe distraction by standards of in-vehicle device ergonomic design. Avatars were visually consulted primarily in less demanding driving situations, which underlines their non-distractive nature.
Risk to workers or vehicle damage: What makes drivers slow down in work zones?
Publisher: Informa UK Limited
Date: 10-02-2021
The Role of Sleepiness, Sleep Disorders, and the Work Environment on Heavy-Vehicle Crashes in 2 Australian States
Publisher: Oxford University Press (OUP)
Date: 18-12-2013
DOI: 10.1093/AJE/KWT305
Abstract: Heavy-vehicle driving involves a challenging work environment and a high crash rate. We investigated the associations of sleepiness, sleep disorders, and work environment (including truck characteristics) with the risk of crashing between 2008 and 2011 in the Australian states of New South Wales and Western Australia. We conducted a case-control study of 530 heavy-vehicle drivers who had recently crashed and 517 heavy-vehicle drivers who had not. Drivers' crash histories, truck details, driving schedules, payment rates, sleep patterns, and measures of health were collected. Subjects wore a nasal flow monitor for 1 night to assess for obstructive sleep apnea. Driving schedules that included the period between midnight and 5:59 am were associated with increased likelihood of crashing (odds ratio = 3.42, 95% confidence interval: 2.04, 5.74), as were having an empty load (odds ratio = 2.61, 95% confidence interval: 1.72, 3.97) and being a less experienced driver (odds ratio = 3.25, 95% confidence interval: 2.37, 4.46). Not taking regular breaks and the lack of vehicle safety devices were also associated with increased crash risk. Despite the high prevalence of obstructive sleep apnea, it was not associated with the risk of a heavy-vehicle nonfatal, nonsevere crash. Scheduling of driving to avoid midnight-to-dawn driving and the use of more frequent rest breaks are likely to reduce the risk of heavy-vehicle nonfatal, nonsevere crashes by 2-3 times.
An examination of the relationship between financial performance and safety factors in the heavy trucking industry
Publisher: Elsevier BV
Date: 08-2023
Abiding by the law when it does not exist: The case of the helmet bicycle law
Publisher: Elsevier BV
Date: 07-2020
Under-reporting bicycle accidents to police in the COST TU1101 international survey: Cross-country comparisons and associated factors
Publisher: Elsevier BV
Date: 2018
DOI: 10.1016/J.AAP.2017.09.018
Abstract: Police crash reports are often the main source for official data in many countries. However, with the exception of fatal crashes, crashes are often underreported in a biased manner. Consequently, the countermeasures adopted according to them may be inefficient. In the case of bicycle crashes, this bias is most acute and it probably varies across countries, with some of them being more prone to reporting accidents to police than others. Assessing if this bias occurs and the size of it can be of great importance for evaluating the risks associated with bicycling. This study utilized data collected in the COST TU1101 action "Towards safer bicycling through optimization of bicycle helmets and usage". The data came from an online survey that included questions related to bicyclists' attitudes, behaviour, cycling habits, accidents, and patterns of use of helmets. The survey was filled by 8655 bicyclists from 30 different countries. After applying various exclusion factors, 7015 questionnaires filled by adult cyclists from 17 countries, each with at least 100 valid responses, remained in our s le. The results showed that across all countries, an average of only 10% of all crashes were reported to the police, with a wide range among countries: from a minimum of 0.0% (Israel) and 2.6% (Croatia) to a maximum of a 35.0% (Germany). Some factors associated with the reporting levels were type of crash, type of vehicle involved, and injury severity. No relation was found between the likelihood of reporting and the cyclist's gender, age, educational level, marital status, being a parent, use of helmet, and type of bicycle. The significant under-reporting - including injury crashes that do not lead to hospitalization - justifies the use of self-report survey data for assessment of bicycling crash patterns as they relate to (1) crash risk issues such as location, infrastructure, cyclists' characteristics, and use of helmet and (2) strategic approaches to bicycle crash prevention and injury reduction.
Chapter 11. Providing for Bicyclists
Publisher: Emerald Publishing Limited
Date: 09-04-2018
Motorcycle riders’ self-reported aggression when riding compared with car driving
Publisher: Elsevier BV
Date: 2016
Advances in Human Aspects of Road and Rail Transportation
Publisher: CRC Press
Date: 17-07-2012
DOI: 10.1201/B12320
Illegal and risky riding of electric scooters in Brisbane
Publisher: AMPCo
Date: 10-07-2019
DOI: 10.5694/MJA2.50275
Effectiveness of motorcycle protective clothing: riders' health outcomes in the six months following a crash
Publisher: Elsevier BV
Date: 12-2012
DOI: 10.1016/J.INJURY.2011.10.025
Abstract: Little is known about the contribution of protective clothing worn in motorcycle crashes to subsequent health-related outcomes, impairment and quality of life. A prospective cohort of 212 adult motorcyclists were recruited following presentations to hospitals or crash repair services in a defined geographic area in Australia between June 2008 and July 2009. Data was obtained from participant interviews and medical records at baseline, then by mailed survey two and six months post-crash (n=146, 69%). The exposure factor was usage of protective clothing classified as full protection (motorcycle jacket and pants), partial protection (motorcycle jacket) and unprotected (neither). Outcomes of interest included general health status (Short Form SF-36), disability (Health Assessment Questionnaire) treatment and recovery progress, quality of life and return to work in the six months post-crash. Odds ratios (OR) were estimated for categorical outcomes using multiple logistic regression to assess differences in outcomes associated with levels of protection adjusted for potential confounders including age, sex, occupation, speed and type of impact. Non-parametric procedures were used for data that was not normally distributed. Compared to unprotected riders, both fully and partially protected riders had fewer days in hospital and reported less pain immediately post-crash at two months both protection groups were less likely to have disabilities or reductions in physical function. By six months there were no significant differences in disability or physical function between groups, but both protection groups were more likely to be fully recovered and returned to pre-crash work than unprotected riders. Fully protected riders achieved better outcomes than either partially or unprotected riders on most measures. There were few significant differences between the full and partial protection groups although the latter showed greater impairment in physical health two months post-crash. We found strong associations between use of protective clothing and mitigation of the consequences of injury in terms of post-crash health and well-being. Given this evidence it seems likely that the use of protective clothing will confer significant benefits to riders in the event of a crash.
Influence of Remotely Operated Stop–Slow Controls on Driver Behavior in Work Zones
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.
Child Car Restraints Mandating Type and Seating Row According to Age with Positive Effect in Regional City in Queensland, Australia
Publisher: SAGE Publications
Date: 2012
DOI: 10.3141/2281-07
Abstract: Road trauma is a leading cause of child injury worldwide. In highly motorized countries, injury as a passenger represents a major proportion of all child road deaths and hospitalizations. Australia is no exception, particularly because there are high levels of travel by private motor vehicle to school in most Australian states. Recently, the legislation in Australia governing the type of car restraints required for children younger than 7 years of age has changed and has aligned requirements better with accepted best practice. However, it is unclear what effect these changes have had on children's seating positions or the types of restraints used. A mixed-methods evaluation of the impact of the new legislation on compliance was conducted at three times: baseline (Time 1), after announcement that changes were going to be implemented but before enforcement began (Time 2), and after enforcement commenced (Time 3). Measures of compliance were obtained by two methods: roadside observations of vehicles with child passengers and parental self-report (intercept interviews conducted at Times 2 and 3 only). Results from the observations suggested an overall positive effect. Proportions of children occupying front seats decreased overall, and use of dedicated child seats increased to almost 40% of the observed children by Time 3. However, almost a quarter of the children observed still occupied front seats. These results differed from those of the interview study, in which almost no children were reported as usually traveling in the front seat, and reported use of dedicated restraints with children was almost 90%, more than twice that of the rate in observations.
A systematic review of factors associated with illegal drug driving
Publisher: Elsevier BV
Date: 04-2022
DOI: 10.1016/J.AAP.2022.106574
Abstract: Drug driving is a serious problem worldwide that can increase the risk of road crashes. This systematic review seeks to identify factors associated with drug driving (i.e., driving after consuming drugs other than alcohol) to highlight gaps in existing knowledge and inform the design of more effective countermeasures. A search of the literature was conducted for the period January 1, 2005 to July 31, 2021 using six different databases. The search protocol followed PRISMA guidelines and was registered in PROSPERO (#CRD42021234616). Studies that met inclusion criteria compared drug drivers with either non-drug drivers, alcohol-only drivers or drug drivers from an earlier time period, to identify factors specifically associated with drug driving, rather than common to all drivers. Two hundred and nineteen publications met the inclusion criteria and were included within the review. Based on the findings, a logic model was developed that presents the factors associated with drug driving. Various sociodemographic, psychosocial and legal factors emerged as the main factors associated with illegal drug driving. At the sociodemographic and psychological levels, drug drivers were more likely to be single, young males who often drive after using cannabis and who score high on sensation-seeking and impulsivity scales. The key social factor found to be associated with drug driving was peer acceptance/disapproval of the behaviour. At the legal level, the review suggested that the effectiveness of current enforcement approaches to drug driving vary among jurisdictions around the world due to differences in the level of perceived certainty of apprehension and the chances of punishment avoidance. Future research into the anticipated and actual rewards for drug driving is needed to inform the development of more effective countermeasures.
Young Driver Crashes with Cyclists: Identifying Training Opportunities
Publisher: SAGE Publications
Date: 29-06-2019
Abstract: To understand where driver training should focus to contribute to improving the safety of cyclists, this study compared bicycle-motor-vehicle (BMV) crashes involving novice drivers (under 25 years) with those involving experienced drivers in the Australian states of Victoria, Queensland, and South Australia. Novice drivers were involved in only a small proportion of BMV crashes and were not over-represented on a per-license basis. For both driver groups, most crashes happened on lower speed roads, at intersections, and during the day. In contrast to expectations, the distribution of types of BMV crashes differed little between experienced and novice drivers. The absence of major differences between experienced and novice drivers may result from learning opportunities being too infrequent in low-volume cycling countries, but this hypothesis needs further testing. A comparison between Queensland and Victoria showed three situations with a higher proportion of young driver crashes: in the evening in both states, Right through-opposing directions (Victoria only), and From footway-maneuvering (Queensland only). These patterns are likely to be indicative of young driver experiences. When their time on the road increases, so does their exposure to risk and to challenging driving conditions (e.g., driving in darkness). On the other hand, these patterns may also point to effects of legislation on young driver crashes, for instance cycling on the sidewalk in Queensland. The results suggest that training for novice drivers needs to supplement a wider strategy to improve cyclist safety (including infrastructure and traffic management improvements) and that training needs to be tailored to state-specific conditions.
Factors influencing bike share membership: An analysis of Melbourne and Brisbane
Publisher: Elsevier BV
Date: 2015
526 The development and evaluation of an Australian child pedestrian safety campaign
Publisher: BMJ
Date: 09-2016
Learning from insurance data: Injuries to other road users in motorcyclist at-fault crashes
Publisher: SAGE Publications
Date: 2016
DOI: 10.3141/2587-01
Abstract: In multivehicle crashes involving motorcycles, the motorcycle rider is less likely to be at fault but more commonly severely injured than the other road user. Not surprisingly, crashes in which motorcycle riders were at fault and, particularly, crashes in which the other road users were injured have not received little research attention. This paper aims to address this gap in the literature by an investigation of the factors influencing the severity of injury to other road users in crashes in which the motorcyclist was at fault. Five years of data from Queensland, Australia, were obtained from a database of claims against the compulsory third party (CTP) injury insurance of the at-fault motorcyclists. Analysis of the data with an ordered profit model showed more severe injuries in crashes involving young (younger than 25) and older (older than 60) at-fault motorcyclists. Of the not-at-fault road users, the young, the old, and males were found to be more severely injured than were others. Injuries to vehicle occupants were less severe than those to motorcycle passengers. Crashes that occurred between vehicles traveling in opposite directions resulted in injuries that were more severe than injuries in crashes involving vehicles traveling in the same direction. While most existing studies have analyzed crash data reported by police, this study used CTP insurance data. Comparison of results indicates that CTP insurance data could be used as an alternative to crash data reported by police for gaining a better understanding of risk factors for motorcycle crashes and injury severity.
Assessing Sleepiness and Sleep Disorders in Australian Long-Distance Commercial Vehicle Drivers: Self-Report Versus an “At Home” Monitoring Device
Publisher: Oxford University Press (OUP)
Date: 04-2012
DOI: 10.5665/SLEEP.1726
Patterns in perceived crash risk among male and female drivers with and without substantial cycling experience
Publisher: Elsevier BV
Date: 02-2020
What are Australian drivers doing behind the wheel? An overview of secondary task data from the Australian Naturalistic Driving Study
Publisher: Australasian College of Road Safety
Date: 12-02-2019
DOI: 10.33492/JACRS-D-18-00085
Abstract: Using data from the Australian Naturalistic Driving Study (ANDS), this study examined patterns of secondary task engagement (e.g., mobile phone use, manipulating centre stack controls) during everyday driving trips to determine the type and duration of secondary task engaged in. Safety-related incidents associated with secondary task engagement were also examined. Results revealed that driver engagement in secondary tasks was frequent, with drivers engaging in one or more secondary tasks every 96 seconds, on average. However, drivers were more likely to initiate engagement in secondary tasks when the vehicle was stationary, suggesting that drivers do self-regulate the timing of task engagement to a certain degree. There was also evidence that drivers modified their engagement in a way suggestive of limiting their exposure to risk by engaging in some secondary tasks for shorter periods when the vehicle was moving compared to when it was stationary. Despite this, almost six percent of secondary tasks events were associated with a safety-related incident. The findings will be useful in targeting distraction countermeasures and policies and determining the effectiveness of these in managing driver distraction.
A simulator evaluation of in-vehicle human machine interfaces for eco-safe driving
Publisher: Elsevier BV
Date: 12-2018
Understanding vehicle crashes in work zones: Analysis of workplace health and safety data as an alternative to police-reported crash data in Queensland, Australia
Publisher: Informa UK Limited
Date: 10-03-2020
Cyclist-related content in novice driver education and training
Publisher: Elsevier BV
Date: 02-2018
DOI: 10.1016/J.AAP.2017.12.008
Abstract: In Australia, the increasing public profile and policy interest in cycling contrasts with variable cycling participation rates across jurisdictions (Australian Bicycle Council, 2017) and lack of cyclist-specific infrastructure. Cyclists and drivers often share road space, usually without indication from the built environment about how to maximise each other's safety and utility. Yet despite this regular interaction, cyclists are largely absent from the driver licensing process in Australia. That is, novice drivers are not taught how to share the road with cyclists. This case study used a mixed methods approach to examine the cyclist-related content in the Graduated Driver Licensing System (GDLS) in the Australian Capital Territory (ACT). The case study was conducted in four stages: 1) content analysis of all documents used through the GDLS 2) observations of the Road Ready course and learner driver lessons 3) online survey and, 4) semi-structured interviews. Cyclists are rarely mentioned in the GDLS in the ACT and references often constructed cyclists as problematic or were based in instructors' personal opinion (rather than scripted responses). Outcomes from this study have directly informed a new vulnerable road user driver licence competency in the ACT and findings include recommendations for greater inclusion of cyclists in the driver licensing system.
Powered two wheelers in a changing world - Challenges and opportunities
Publisher: Elsevier BV
Date: 2012
DOI: 10.1016/J.AAP.2010.10.031
Abstract: Powered two wheelers (PTWs) come in erse forms and are used for a range of purposes in very different parts of the world. In many parts of the world, the forms and uses of PTWs are changing, influenced by social, economic and demographic changes. Most of the challenges associated with PTWs relate to safety, while the majority of the opportunities relate to mobility. The challenges for improving safety relate to the PTW user, other road users, the road environment, the vehicle, data and research, and socio-political dimensions. The relative importance of particular challenges varies between developed and developing countries, and among developing countries according to whether PTWs are largely used for recreation or for transport. PTWs present a range of psychological, transport, economic and environmental opportunities to in iduals and societies. The fun and excitement of riding PTWs is a major motivator for their purchase and use for recreational purposes, both off-road and on-road. The transport and economic advantages to the in idual also need to be considered. At a societal level, research has examined the potential for increasing PTW volumes to reduce fossil fuel use and traffic congestion in busy cities. The future of PTWs may differ greatly between countries and environmental and technological changes are leading to an evolution in the form of PTWs to encompass new modes of personal transportation.
What do driver educators and young drivers think about driving simulators? A qualitative draw-and-talk study
Publisher: Elsevier BV
Date: 04-2019
Bikeshare’s impact on active travel: Evidence from the United States, Great Britain, and Australia
Publisher: Elsevier BV
Date: 06-2015
How do level of experience, purpose for riding, and preference for facilities affect location of riding? Study of adult bicycle riders in Queensland, Australia
Publisher: SAGE Publications
Date: 2011
DOI: 10.3141/2247-03
Abstract: Characteristics of the road infrastructure affect both the popularity of bicycling and its safety, but comparisons of the safety performance of infrastructure may be confounded by differences in the profiles of cyclists who use them. Data from a survey of 2,532 adult bicycle riders in Queensland, Australia, demonstrated that many riders rode reluctantly in particular locations and that preference for riding location was influenced by degree of experience and riding purpose. Most riders rode most often and furthest per week on urban roads, but approximately one-third of all riders (and more new riders) rode there reluctantly. Almost two-thirds of riders rode on bicycle paths, most by choice, not reluctantly. New riders rode proportionally more on bicycle paths, but continuing riders rode further in absolute terms. Utilitarian riders were more likely to ride on bicycle paths than social and fitness riders and almost all of this riding was by choice. Fitness riders were more reluctant in their use of bicycle paths, but still most of their use was by choice. One-third of the respondents reported riding on the sidewalk (legal in Queensland), with approximately two-thirds doing so reluctantly. The frequency and distance ridden on the sidewalk was less than for urban roads and bicycle paths. Sidewalks and bicycle paths were important facilities for both inexperienced and experienced riders and for utilitarian riding, especially when urban roads were considered a poor choice for cycling.
Dehumanization of cyclists predicts self-reported aggressive behaviour toward them: A pilot study
Publisher: Elsevier BV
Date: 04-2019
Ergonomics and Human Factors in Safety Management
Publisher: CRC Press
Date: 19-08-2016
A simulator evaluation of effects of assistive technologies on driver cognitive load at railway-level crossings
Publisher: Informa UK Limited
Date: 12-05-2016
Cycling related content in the driver licensing process
Publisher: Elsevier BV
Date: 11-2018
Reviewing In-vehicle Systems to Improve Fuel Efficiency and Road Safety
Publisher: Elsevier BV
Date: 2015
Community beliefs about intentional injury and responsibility for prevention
Publisher: SAGE Publications
Date: 20-12-2015
Abstract: Community beliefs related to intentional injury inflicted by others were examined in a population-based telephone survey (n = 1032) in Queensland, Australia. Young adults 18 to 24 years old were nominated as the most likely to be intentionally injured. It was found that 89.1% of respondents nominating this group believed that the injury incidents occur in alcohol environments. Though respondents from this age group also identified 18- to 24-year-olds as most likely to be intentionally injured, this was at a significantly lower level when compared with parents or 25- to 64-year-olds respondents. Responsibility for preventing injuries was placed on proprietors of licensed premises, schools, and parents/family of the victim for alcohol, school, and home environments, respectively. Beliefs were aligned with prevalence data on intentional injury, demonstrating a high level of awareness in the community about likely victims and situations where intentional injuries occur. Interventions could target families of young adults to capitalize on high levels of awareness about young adult vulnerability.
Observational study of compliance with Queensland bicycle helmet laws
Publisher: Elsevier BV
Date: 12-2016
DOI: 10.1016/J.AAP.2016.09.010
Abstract: Mandatory bicycle helmet laws have been found to increase helmet wearing rates in Australia and internationally. However, much of the research on factors influencing compliance with the Australian helmet laws is dated or focuses on commuters and city areas only. To address this gap, video recordings of bicycle riders were undertaken at 17 sites across Queensland, Australia, representing a mixture of on- and off-road locations, speed limits and regions. Helmet status was able to be determined for 98% of riders observed. The level of compliance with the laws was very high, with 98.3% of the more than 27,000 riders observed wearing helmets. Riders riding on roads were less compliant than those riding on bicycle paths, but no significant differences were observed between the school-holiday and school-term periods. Among the on-road riders, boys were less compliant than girls and overall children were less compliant than adults. Higher compliance levels were found for group riders, road bike riders, lycra-clad riders, during morning hours, and on 50km/h or lower speed limit roads. While the overall level of compliance was very high, certain subgroups were identified as a possible focus for interventions to further improve the compliance level, for ex le children (particularly boys) riding mountain bikes away from groups during the afternoon hours on 60km/h roads.
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