ORCID Profile
0000-0002-1741-3843
Current Organisations
Monash University
,
University of New South Wales
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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)
Public Health and Health Services | Civil Engineering | Transport Engineering | Structural Engineering | Transport Engineering | Automotive Safety Engineering | Environmental and Occupational Health and Safety | Automotive Engineering | Biomechanics | Automotive Engineering | Information Systems Management | Psychology | Interdisciplinary Engineering Not Elsewhere Classified | Research, Science And Technology Policy | Interdisciplinary Engineering | Health Promotion | Psychological Methodology, Design and Analysis | Transport Planning | Biomechanical Engineering | Civil Engineering Not Elsewhere Classified | Alloy Materials | Road And Rail Transportation | Geotechnical Engineering | Public Health And Health Services Not Elsewhere Classified | Urban Policy |
ANZSRC Socio-Economic Objective (SEO)
Road safety | Other | Road Safety | Injury control | Civil | Injury Control | Technological and organisational innovation | Automotive equipment | Automotive Equipment | Ground transport not elsewhere classified | Civil | Health education and promotion | Other road transport | Occupational health (excl. economic development aspects) | Computer software and services not elsewhere classified | Civil | Transport not elsewhere classified | Behaviour and health | Electricity, gas and water services and utilities | Occupational Health
Related Links
Publications
Predicting impact loads of a car crashing into a concrete roadside safety barrier
Publisher: Informa UK Limited
Date: 2004
Cyclists’ self-reported experiences of, and attributions about, perceived aggressive behaviour while sharing roads and paths in New South Wales, Australia
Publisher: Elsevier BV
Date: 07-2019
Head and neck responses in oblique motorcycle helmet impacts: A novel laboratory test method
Publisher: Informa UK Limited
Date: 06-2011
Strength and ductility of concrete filled double skin (SHS inner and SHS outer) tubes
Publisher: Elsevier BV
Date: 02-2002
Modelling a quad-bike rollover mechanism when traversing an asymmetric bump
Publisher: Informa UK Limited
Date: 14-12-2018
Non-linear analysis to predict the moment–curvature response of CFRP-strengthened steel CHS tubular beams
Publisher: Elsevier BV
Date: 08-2011
Bending tests to determine slenderness limits for cold-formed circular hollow sections
Publisher: Elsevier BV
Date: 11-2002
The effectiveness of helmets in bicycle collisions with motor vehicles: A case-control study
Publisher: Elsevier BV
Date: 04-2013
DOI: 10.1016/J.AAP.2013.01.005
Abstract: There has been an ongoing debate in Australia and internationally regarding the effectiveness of bicycle helmets in preventing head injury. This study aims to examine the effectiveness of bicycle helmets in preventing head injury amongst cyclists in crashes involving motor vehicles, and to assess the impact of 'risky cycling behaviour' among helmeted and unhelmeted cyclists. This analysis involved a retrospective, case-control study using linked police-reported road crash, hospital admission and mortality data in New South Wales (NSW), Australia during 2001-2009. The study population was cyclist casualties who were involved in a collision with a motor vehicle. Cases were those that sustained a head injury and were admitted to hospital. Controls were those admitted to hospital who did not sustain a head injury, or those not admitted to hospital. Standard multiple variable logistic regression modelling was conducted, with multinomial outcomes of injury severity. There were 6745 cyclist collisions with motor vehicles where helmet use was known. Helmet use was associated with reduced risk of head injury in bicycle collisions with motor vehicles of up to 74%, and the more severe the injury considered, the greater the reduction. This was also found to be true for particular head injuries such as skull fractures, intracranial injury and open head wounds. Around one half of children and adolescents less than 19 years were not wearing a helmet, an issue that needs to be addressed in light of the demonstrated effectiveness of helmets. Non-helmeted cyclists were more likely to display risky riding behaviour, however, were less likely to cycle in risky areas the net result of which was that they were more likely to be involved in more severe crashes.
Strength of circular hollow sections (CHS) tubular beams externally reinforced by carbon FRP sheets in pure bending
Publisher: Elsevier BV
Date: 10-2009
Concrete-filled circular steel tubes subjected to pure bending
Publisher: Elsevier BV
Date: 11-2001
Void-Filled Cold-Formed Rectangular Hollow Section Braces Subjected to Large Deformation Cyclic Axial Loading
Publisher: American Society of Civil Engineers (ASCE)
Date: 06-2002
Reconstruction of a Rollover Crash for Thoracic Injury Etiology Investigation
Publisher: MDPI AG
Date: 22-11-2017
Abstract: The cause of serious and fatal thoracic injuries in passenger vehicle rollover crashes is currently not well understood. Previous research on thoracic injuries resulting from rollover crashes have focused primarily on statistical analysis of crash data. This study seeks to develop a better understanding of where in the rollover sequence thoracic injuries may occur. To do this, a real-world passenger vehicle rollover crash where the driver sustained serious bilateral thoracic injuries was reconstructed. Multi-body analysis was used to determine the vehicle’s pre-trip trajectory and to obtain the vehicle’s position and kinematics at the point of trip. This information was then used to prescribe the motion of the vehicle in a finite element analysis. A finite element model of the EuroSID-2re anthropomorphic test device was placed in the driver’s seat. Four simulations, each with the anthropomorphic test device positioned in different postures, were performed. Rib deflection, spinal acceleration, and thoracic impact velocity were obtained from the anthropomorphic test device and compared to existing thoracic injury assessment reference values. From the analysis, lateral thoracic impact velocity indicates that a serious thoracic injury is likely to have occurred when the driver impacted the centre console during the vehicle’s fourth quarter-turn.
The relationship between impact speed and the probability of pedestrian fatality during a vehicle-pedestrian crash: A systematic review and meta-analysis
Publisher: Elsevier BV
Date: 08-2019
DOI: 10.1016/J.AAP.2019.05.033
Abstract: Pedestrians struck in motorised vehicle crashes constitute the largest group of traffic fatalities worldwide. Excessive speed is the primary contributory factor in such crashes. The relationship between estimated impact speed and the risk of a pedestrian fatality has generated much debate concerning what should be a safe maximum speed limit for vehicles in high pedestrian active areas. Four electronic databases (MEDLINE, EMBASE, COMPENDEX, and SCOPUS) were searched to identify relevant studies. Records were assessed, and data retrieved independently by two authors in adherence with the PRISMA statement. The included studies reported data on pedestrian fatalities from motorised vehicle crashes with known estimated impact speed. Summary odds ratios (OR) were obtained using meta-regression models. Time trends and publication bias were assessed. Fifty-five studies were identified for a full-text assessment, 27 met inclusion criteria, and 20 were included in a meta-analysis. The analyses found that when the estimated impact speed increases by 1 km/h, the odds of a pedestrian fatality increases on average by 11% (OR = 1.11, 95% CI: 1.10-1.12). The risk of a fatality reaches 5% at an estimated impact speed of 30 km/h, 10% at 37 km/h, 50% at 59 km/h, 75% at 69 km/h and 90% at 80 km/h. Evidence of publication bias and time trend bias among included studies were found. The results of the meta-analysis support setting speed limits of 30-40 km/h for high pedestrian active areas. These speed limits are commonly used by best practice countries that have the lowest road fatality rates and that practice a Safe System Approach to road safety.
The impact of compulsory cycle helmet legislation on cyclist head injuries in New South Wales, Australia
Publisher: Elsevier BV
Date: 11-2011
DOI: 10.1016/J.AAP.2011.05.029
Abstract: The study aimed to assess the effect of compulsory cycle helmet legislation on cyclist head injuries given the ongoing debate in Australia as to the efficacy of this measure at a population level. We used hospital admissions data from New South Wales, Australia, from a 36 month period centred at the time legislation came into effect. Negative binomial regression of hospital admission counts of head and limb injuries to cyclists were performed to identify differential changes in head and limb injury rates at the time of legislation. Interaction terms were included to allow different trends between injury types and pre- and post-law time periods. To avoid the issue of lack of cyclist exposure data, we assumed equal exposures between head and limb injuries which allowed an arbitrary proxy exposure to be used in the model. As a comparison, analyses were also performed for pedestrian data to identify which of the observed effects were specific to cyclists. In general, the models identified a decreasing trend in injury rates prior to legislation, an increasing trend thereafter and a drop in rates at the time legislation was enacted, all of which were thought to represent background effects in transport safety. Head injury rates decreased significantly more than limb injury rates at the time of legislation among cyclists but not among pedestrians. This additional benefit was attributed to compulsory helmet legislation. Despite numerous data limitations, we identified evidence of a positive effect of compulsory cycle helmet legislation on cyclist head injuries at a population level such that repealing the law cannot be justified.
A case–control study of vehicle panel damage and thoracic injury in rollover crashes
Publisher: Informa UK Limited
Date: 15-06-2016
Maximum strength of square thin-walled sections subjected to combined loading of torsion and bending
Publisher: Elsevier BV
Date: 1993
Plastic mechanism analysis of circular tubes under pure bending
Publisher: Elsevier BV
Date: 06-2002
Bicycle helmets and risky behaviour: A systematic review
Publisher: Elsevier BV
Date: 2019
Analysis of CFRP externally-reinforced steel CHS tubular beams
Publisher: Elsevier BV
Date: 11-2010
Fatality Risk for Motorcyclists in Fixed Object Collisions
Publisher: Informa UK Limited
Date: 09-2011
Review of flail-space's lateral impact velocity criterion for thoracic impacts
Publisher: Informa UK Limited
Date: 11-05-2016
What are the differences in management characteristics of heavy vehicle operators with high insurance claims versus low insurance claims?
Publisher: Elsevier BV
Date: 12-2014
Tests of cold-formed circular tubular braces under cyclic axial loading
Publisher: American Society of Civil Engineers (ASCE)
Date: 04-2003
Validation of a dynamic rollover test device
Publisher: Informa UK Limited
Date: 06-2013
Response of Far-Side Occupants in Car-to-Car Impacts with Standard and Modified Restraint Systems using Hybrid III and US-SID
Publisher: SAE International
Date: 03-1999
DOI: 10.4271/1999-01-1321
Estimating bicyclist into pedestrian collision speed
Publisher: Informa UK Limited
Date: 21-08-2007
Development of a side facing seat and seat belt system for the Australian Army Perentie 4×4
Publisher: Informa UK Limited
Date: 1999
Safety aspects of riding with children: Descriptive analysis of adult riders’ self-report
Publisher: Elsevier BV
Date: 10-2019
DOI: 10.1016/J.AAP.2019.06.012
Abstract: Active transport, including cycling, is promoted as an effective way of increasing children's physical activity and health. Parents can support children's riding by riding with them and it is important to address relevant safety issues. Little is known about parents' experience of safety-relevant aspects of riding with children. Participants in the Safer Cycling Study in New South Wales, Australia, who reported that they had ridden with children in the last 12 months were questioned about how they ride with children, and their experience of safety issues and crashes. Among the 187 respondents who had ridden with children on their bicycle, the most common form of carrier was a rear-mounted seat (48%) followed by a trailer (29%). Many respondents (79%) identified risks specific to riding carrying children, including those linked with specific carrier types and with use of footpaths. Most (92%) indicated that they change their behaviour when carrying a child on their bicycle for ex le, riding more slowly, more carefully, and away from roads. Among crashes with a child on the bicycle, most were falls. Among the 345 participants who had ridden to accompany a child on a bicycle, approximately three quarters identified risks specific to accompanying children, such as managing the child's limited skill, awareness and predictability. Ninety-seven percent reported behavioural changes including positioning themselves as a barrier for their child and caution crossing roads. Findings suggest strategies to support parents in riding safely with children.
Near miss experiences of transport and recreational cyclists in New South Wales, Australia. Findings from a prospective cohort study
Publisher: Elsevier BV
Date: 04-2017
DOI: 10.1016/J.AAP.2017.01.020
Abstract: This paper investigates events in which cyclists perceive a cycling crash is narrowly avoided (henceforth, a near miss). A cohort of 2038 adult transport and recreational cyclists from New South Wales (Australia) provided self-reported prospectively collected data from cycling diaries to allow the calculation of an exposure-based rate of near misses and investigation of near miss circumstances. During 25,971days of cycling, 3437 near misses were reported. For a given time cycling, cyclists who rode mainly for transport (compared with those who rode mainly for recreation), and cyclists with less experience (compared to those with more experience) were more likely to report a near miss older cyclists (60+ years) were less likely to report a near miss than younger cyclists (25-59 years). Where type of near miss was recorded, 72.0% involved motor vehicles, 10.9% involved pedestrians and 6.9% involved other cyclists. Results indicate some similarities between near misses and crashes reported by this cohort during the same reporting period. A bias toward reporting near misses with motor vehicles was suggested, which likely reflects cyclists' perceptions that crashes involving motor vehicles are particularly serious, and highlights their impact on perceived safety. Given the relative rarity of crashes, and the limited breadth and depth of administrative data, collection of near miss data may contribute to our understanding of cycling safety by increasing the volume and detail of information available for analysis. Addressing the causes of near misses may offer an opportunity to improve both perceived and actual safety for cyclists.
Capture and surveillance of quad-bike (ATV)-related injuries in administrative data collections
Publisher: Informa UK Limited
Date: 07-01-2016
DOI: 10.1080/17457300.2014.992353
Abstract: Identifying quad-bike-related injuries in administrative data collections can be problematic. This study sought to determine whether quad-bike-related injuries could be identified in routinely collected administrative data collections in New South Wales (NSW), Australia, and to determine the information recorded according to World Health Organization (WHO) injury surveillance guidelines that could assist injury prevention efforts. Five routinely collected administrative data collections in NSW in the period 2000-2012 were reviewed. The WHO core minimum data items recorded in each of the five data collections ranged from 37.5% to 75.0%. Age and sex of the injured in idual were the only data items that were recorded in all data collections. The data collections did not contain detailed information on the circumstances of quad bike incidents. Major improvements are needed in the information collected in these data-sets, if their value is to be increased and used for injury prevention purposes.
Review of the Jordan Rollover System (JRS) vis-à-vis other dynamic crash test devices
Publisher: Informa UK Limited
Date: 08-11-2010
Cyclic bending tests to determine fully ductile section slenderness limits for cold-formed circular hollow sections
Publisher: American Society of Civil Engineers (ASCE)
Date: 07-2004
Are drivers aware of sleepiness and increasing crash risk while driving?
Publisher: Elsevier BV
Date: 09-2014
DOI: 10.1016/J.AAP.2014.04.007
Abstract: Drivers are advised to take breaks when they feel too tired to drive, but there is question over whether they are able to detect increasing fatigue and sleepiness sufficiently to decide when to take a break. The aim of this study was to investigate the extent to which drivers have access to cognitive information about their current state of sleepiness, likelihood of falling asleep, and the implications for driving performance and the likelihood of crashing. Ninety drivers were recruited to do a 2h drive in a driving simulator. They were ided into three groups: one made ratings of their sleepiness, likelihood of falling asleep and likelihood of crashing over the next few minutes at prompts occurring at 200s intervals throughout the drive, the second rated sleepiness and likelihood of falling asleep at prompts but pressed a button on the steering wheel at any time if they felt they were near to crashing and the third made no ratings and only used a button-press if they felt a crash was likely. Fatigue and sleepiness was encouraged by monotonous driving conditions, an imposed shorter than usual sleep on the night before and by afternoon testing. Drivers who reported that they were possibly, likely or very likely to fall asleep in the next few minutes, were more than four times more likely to crash subsequently. Those who rated themselves as sleepy or likely to fall asleep had a more than 9-fold increase in the hazards of a centerline crossing compared to those who rated themselves as alert. The research shows clearly that drivers can detect changes in their levels of sleepiness sufficiently to make a safe decision to stop driving due to sleepiness. Therefore, road safety policy needs to move from reminding drivers of the signs of sleepiness and focus on encouraging drivers to respond to obvious indicators of fatigue and sleepiness and consequent increased crash risk.
Injury typology of fatal motorcycle collisions with roadside barriers in Australia and New Zealand
Publisher: Elsevier BV
Date: 11-2012
DOI: 10.1016/J.AAP.2011.06.016
Abstract: Motorcyclists contribute significantly to road trauma around the world through the high incidence of serious injuries and fatalities. The role of roadside safety barriers in such trauma is an area of growing concern amongst motorcyclists, road authorities and road safety researchers and advocates. This paper presents a case series analysis of motorcyclists that were fatally injured following a collision with a roadside barrier during the period 2001-2006 in Australia and New Zealand. Injury profiles and severities are detailed, and associations with crash characteristics are investigated. It is shown that the thorax region had the highest incidence of injury and the highest incidence of maximum injury in fatal motorcycle-barrier crashes, followed by the head region. This is in contrast to fatal motorcycle crashes in all single- and multi-vehicle crash modes, where head injury predominates. The injury profiles of motorcyclists that slid into barriers and those that collided with barriers in the upright posture were similar. However, those that slid in were more likely to receive thorax and pelvis injuries.
Occupant Injuries and Roof Strength in Rollover Crashes
Publisher: ASMEDC
Date: 2008
Abstract: This paper shows how a mathematical relationship can be derived linking serious neck injuries to excessive roof deformation and that this relationship depends on the vehicle’s Centre of Gravity (COG) lateral velocity at the moment of touchdown of the vehicle’s roof structure. The relationships have been greatly simplified for an idealized condition to facilitate derivation of the equations. In the case of a very strong roof, occupant neck loading resulting from torso augmentation reaches a threshold value that depends on the coefficient of friction between the road surface and the vehicle’s steel body or tires and the height the vehicle’s COG drops during a quarter turn impact sequence.
Ambulance Vehicle Crashworthiness and Passive Safety Design: A Comparative Evaluation
Publisher: SAE International
Date: 07-10-2008
DOI: 10.4271/2008-01-2695
What contextual and demographic factors predict drivers’ decision to engage in secondary tasks?
Publisher: Institution of Engineering and Technology (IET)
Date: 02-04-2019
Variable amplitude cyclic pure bending tests to determine fully ductile section slenderness limits for cold-formed CHS
Publisher: Elsevier BV
Date: 07-2006
Tests on concrete filled double-skin (CHS outer and SHS inner) composite short columns under axial compression
Publisher: Elsevier BV
Date: 05-2002
Steel spot-welded hat sections with perforations subjected to large deformation pure bending
Publisher: Elsevier BV
Date: 11-2009
Reconciliation of ATV/UTV Handling Characteristics and the Operator
Publisher: SAE International
Date: 04-2014
DOI: 10.4271/2014-01-0095
Lower extremity injuries in side-impact vehicle crashes
Publisher: Informa UK Limited
Date: 2003
Computer modelling of vehicle rollover crash tests conducted with the UNSW Jordan Rollover System
Publisher: Informa UK Limited
Date: 16-12-2015
Cervical and thoracic spine injury from interactions with vehicle roofs in pure rollover crashes
Publisher: Elsevier BV
Date: 2013
DOI: 10.1016/J.AAP.2012.10.006
Abstract: Around one third of serious injuries sustained by belted, non-ejected occupants in pure rollover crashes occur to the spine. Dynamic rollover crash test methodologies have been established in Australia and the United States, with the aims of understanding injury potential in rollovers and establishing the basis of an occupant rollover protection crashworthiness test protocol that could be adopted by consumer new car assessment programmes and government regulators internationally. However, for any proposed test protocol to be effective in reducing the high trauma burden resulting from rollover crashes, appropriate anthropomorphic devices that replicate real-world injury mechanisms and biomechanical loads are required. To date, consensus regarding the combination of anthropomorphic device and neck injury criteria for rollover crash tests has not been reached. The aim of the present study is to provide new information pertaining to the nature and mechanisms of spine injury in pure rollover crashes, and to assist in the assessment of spine injury potential in rollover crash tests. Real-world spine injury cases that resulted from pure rollover crashes in the United States between 2000 and 2009 are identified, and compared with cadaver experiments under vertical load by other authors. The analysis is restricted to contained, restrained occupants that were injured from contact with the vehicle roof structure during a pure rollover, and the role of roof intrusion in creating potential for spine injury is assessed. Recommendations for assessing the potential for spine injury in rollover occupant protection crash test protocols are made.
The Crash Mechanics of Fatal Motorcycle–Barrier Collisions in Australasia
Publisher: Informa UK Limited
Date: 03-2013
Exploring differential trends in severe and fatal child pedestrian injury in New South Wales, Australia (1997–2006)
Publisher: Elsevier BV
Date: 11-2010
DOI: 10.1016/J.AAP.2010.04.010
Abstract: The study explores trends in severe and fatal child pedestrian injuries in New South Wales (NSW), over the 10-year period 1997-2006, in comparison to adults and for various subgroups. Data on pedestrian injury (reported as fatalities or hospitalisations) were obtained from the Traffic Accident Database System (TADS Roads and Traffic Authority of New South Wales) which captures road traffic events reported to police, and from the NSW Admitted Patients Data Collection (APDC) which captures all hospital inpatient separations. Annual percentage changes in injury counts and rates were compared using Poisson regression. A substantial drop in the pedestrian injury rate was observed however, the rate of decline was steeper for children (aged less than 15 years) than for adults. The drop in child pedestrian injury was manifest in both the police report data and the hospital admission data. The annual percentage decrease was significantly greater for boys than for girls, and the three major urban centres compared with elsewhere in the state. No differences were detected in the annual rate decrease between school days and non-school days (a proxy for safe school zones), or between different road types (a proxy for restricted speed limits). Past research suggests that injury rate reductions are not solely due to decreased exposure. There remains, however, limited data on the extent of pedestrian mobility. Differences in relative reduction in pedestrian injury rates suggest a differential benefit arising from road safety initiatives.
Has cycling decreased in Australia? A comparison of 1985/86 and 2011 surveys
Publisher: Australasian College of Road Safety
Date: 05-2020
Abstract: There has historically been very little data on cycling in Australia. This lack of data has made it difficult to track whether cycling has changed over a long period of time. The number of cycling trips per day per person increased by 25.1% from the Day-to-Day Travel in Australia 1985/86 Survey to the 2011 National Cycling Participation Survey, while the Australian population 9 years of age and older has increased by 58.5%. The crude rate estimates a 20% reduction in cycling relative to population however, this analysis does not account for changing Australian demographics during that time. When the rates of cycling are age-sex standardised, cycling trips in Australia increased by an estimated 11.0% (95% CI: 10.8%, 11.1%). The estimated increases in cycling trips, both in raw numbers and age-sex adjusted rates, support increased investments in cycling in Australia.
Plastic mechanism analysis of concrete-filled double-skin (SHS inner and SHS outer) stub columns
Publisher: Elsevier BV
Date: 10-2002
The static behaviour of struts with initial kinks at their centre point
Publisher: Elsevier BV
Date: 1985
Factors associated with cyclists’ self-reported choice of lane position
Publisher: Elsevier BV
Date: 05-2018
Structural Response of Submerged Air-Backed Plates by Experimental and Numerical Analyses
Publisher: Hindawi Limited
Date: 2000
DOI: 10.1155/2000/984015
Abstract: This paper presents the results of a series of small-scale underwater shock experiments that measured the structural responses of submerged, fully cl ed, air-backed, steel plates to a range of high explosive charge sizes. The experimental results were subsequently used to validate a series of simulations using the coupled LS-DYNA/USA finite element/boundary element codes. The modelling exercise was complicated by a significant amount of local cavitation occurring in the fluid adjacent to the plate and difficulties in modelling the boundary conditions of the test plates. The finite element model results satisfactorily predicted the displacement-time history of the plate over a range of shock loadings although a less satisfactory correlation was achieved for the peak velocities. It is expected that the predictive capability of the finite element model will be significantly improved once hydrostatic initialisation can be fully utilised with the LS-DYNA/USA software.
Exposure-based cycling crash, near miss and injury rates: The Safer Cycling Prospective Cohort Study protocol
Publisher: BMJ
Date: 20-09-2019
DOI: 10.1136/INJURYPREV-2011-040160
Abstract: There are clear personal, social and environmental benefits of cycling. However, safety concerns are among the frequently cited barriers to cycling. In Australia, there are no exposure-based measures of the rates of crash or 'near miss' experienced by cyclists. A prospective cohort study over 12 months, with all data collected via web-based online data entry. Two thousand adults aged 18 years and older, living in New South Wales (Australia), who usually bicycle at least once a month, will be recruited from March to November 2011. In the 12 months following enrolment, cyclists will be surveyed on six occasions (weeks 8, 16, 24, 32, 40 and 48 from the week of the enrolment survey). In these survey weeks, cyclists will be asked to provide daily reports of distance travelled time, location and duration of trips infrastructure used crashes, near misses and crash-related injuries. Information on crashes and injuries will also be sought for the intervening period between the last and current survey. A subs le of participants will receive bicycle trip computers to provide objective measurement of distance travelled. This study protocol describes the prospective cohort study developed to assess near misses, crashes and injuries among cyclists by time and distance travelled and by type of infrastructure used, with recruited participants entering data remotely using the internet. We expect to be able to calculate event rates according to exposure overall and for different infrastructure types and to report in-depth information about event causation.
Long term bicycle related head injury trends for New South Wales, Australia following mandatory helmet legislation
Publisher: Elsevier BV
Date: 2013
DOI: 10.1016/J.AAP.2012.09.003
Abstract: Since the 1991 enactment of mandatory helmet legislation (MHL) for cyclists in New South Wales (NSW), Australia, there has been extensive debate as to its effect on head injury rates at a population level. Many previous studies have focused on the impact of MHL around the time of enactment, while little has been done to examine the ongoing effects. We aimed to extend prior work by investigating long-term trends in cyclist head and arm injuries over the period 1991-2010. The counts of cyclists hospitalised with head or arm injuries were jointly modelled with log-linear regression. The simultaneous modelling of related injury mechanisms avoids the need for actual exposure data and accounts for the effects of changes in the cycling environment, cycling behaviour and general safety improvements. Models were run separately with population counts, bicycle imports, the average weekday counts of cyclists in Sydney CBD and cycling estimates from survey data as proxy exposures. Overall, arm injuries were higher than head injuries throughout the study period, consistent with previous post-MHL observations. The trends in the two injury groups also significantly erged, such that the gap between rates increased with time. The results suggest that the initial observed benefit of MHL has been maintained over the ensuing decades. There is a notable additional safety benefit after 2006 that is associated with an increase in cycling infrastructure spending. This implies that the effect of MHL is ongoing and progress in cycling safety in NSW has and will continue to benefit from focusing on broader issues such as increasing cycling infrastructure.
Hybrid III ATD in Inverted Impacts: Influence of Impact Angle on Neck Injury Risk Assessment
Publisher: Springer Science and Business Media LLC
Date: 08-05-2009
DOI: 10.1007/S10439-009-9711-4
Abstract: The purpose of this paper is to present a protocol of inverted drop-tests using a 50th percentile Hybrid III Anthropomorphic Test Device (ATD) and investigate the influence of angle and velocity at impact on neck injury risk assessment. The tests were based on existing cadaveric experimental protocols for inverted seated positions. In this study selected ATD impact orientations were also assessed in both the sagittal and coronal planes. Twenty-six tests were performed at impact velocities from 1.4 to 3.1 m s(-1). The drop tests confirmed previously described behavior of the ATD in axial loading of its head/neck/thorax complex. They also showed a significant influence of the initial impact angle on neck injury criteria currently used by researchers in rollover crashworthiness tests. At 1.4 m s(-1), the peak upper neck axial force of 4350 N was reduced by an average 1760 +/- 80 N for configurations with 30 degrees initial impact angle in any plane, compared to a reference inverted vertical configuration. The N(ij) was also significantly influenced. For a given impact velocity, an out-of-both-planes initial configuration resulted in the highest combined outputs. Based on these results, similar dynamic conditions (intrusion velocity, impact duration) may result in significantly different loadings of the Hybrid III neck.
Welcome to Safety—A New Open Access Journal Helping Shape a Safer World
Publisher: MDPI AG
Date: 15-05-2015
Quasi-static axial compression of thin-walled circular aluminium tubes
Publisher: Elsevier BV
Date: 09-2001
Sensitivity of Head and Cervical Spine Injury Measures to Impact Factors Relevant to Rollover Crashes
Publisher: Informa UK Limited
Date: 06-2015
DOI: 10.1080/15389588.2015.1012585
Abstract: Serious head and cervical spine injuries have been shown to occur mostly independent of one another in pure rollover crashes. In an attempt to define a dynamic rollover crash test protocol that can replicate serious injuries to the head and cervical spine, it is important to understand the conditions that are likely to produce serious injuries to these 2 body regions. The objective of this research is to analyze the effect that impact factors relevant to a rollover crash have on the injury metrics of the head and cervical spine, with a specific interest in the differentiation between independent injuries and those that are predicted to occur concomitantly. A series of head impacts was simulated using a detailed finite element model of the human body, the Total HUman Model for Safety (THUMS), in which the impactor velocity, displacement, and direction were varied. The performance of the model was assessed against available experimental tests performed under comparable conditions. Indirect, kinematic-based, and direct, tissue-level, injury metrics were used to assess the likelihood of serious injuries to the head and cervical spine. The performance of the THUMS head and spine in reconstructed experimental impacts compared well to reported values. All impact factors were significantly associated with injury measures for both the head and cervical spine. Increases in impact velocity and displacement resulted in increases in nearly all injury measures, whereas impactor orientation had opposite effects on brain and cervical spine injury metrics. The greatest cervical spine injury measures were recorded in an impact with a 15° anterior orientation. The greatest brain injury measures occurred when the impactor was at its maximum (45°) angle. The overall kinetic and kinematic response of the THUMS head and cervical spine in reconstructed experiment conditions compare well with reported values, although the occurrence of fractures was overpredicted. The trends in predicted head and cervical spine injury measures were analyzed for 90 simulated impact conditions. Impactor orientation was the only factor that could potentially explain the isolated nature of serious head and spine injuries under rollover crash conditions. The opposing trends of injury measures for the brain and cervical spine indicate that it is unlikely to reproduce the injuries simultaneously in a dynamic rollover test.
Relative injury severity among vulnerable non-motorised road users: Comparative analysis of injury arising from bicycle–motor vehicle and bicycle–pedestrian collisions
Publisher: Elsevier BV
Date: 2010
DOI: 10.1016/J.AAP.2009.08.006
Abstract: With the expansion of bicycle usage and limited funding and/or space for segregated pedestrian and bicycle paths, there is a need for traffic, road design and local government engineers to decide if it is more appropriate for space to be shared between either cyclists and pedestrians, or between cars and cyclists, and what restrictions need to be applied in such circumstances. To provide knowledge to aid engineers and policy makers in making these decisions, this study explored death and morbidity data for the state of New South Wales, Australia to examine rates and severity of injury arising from collisions between pedestrians and cyclists, and between cyclists and motor vehicles (MVs). An analysis of the severity of hospitalised injuries was conducted using International Classification of Diseases, Version 10, Australian Modification (ICD-10-AM) diagnosis-based Injury Severity Score (ICISS) and the Disability Adjusted Life Year (DALY) was used to measure burden of injury arising from collisions resulting in death or hospitalisation. The greatest burden of injury in NSW, for the studied collision mechanisms, is for cyclists who are injured in collisions with motor vehicles. Collisions between cyclists and pedestrians also result in significant injuries. For all collision mechanisms, the odds of serious injury on admission are greater for the elderly than for those in other age groups. The significant burden of injury arising from collisions of cyclists and MVs needs to be addressed. However in the absence of appropriate controls, increasing the opportunity for conflict between cyclists and pedestrians (through an increase in shared spaces for these users) may shift the burden of injury from cyclists to pedestrians, in particular, older pedestrians.
Investigation of when quad bikes rollover in the farming environment
Publisher: Elsevier BV
Date: 07-2018
Proceedings of the 2021 Australasian Road Safety Conference - Melbourne
Publisher: Australasian College of Road Safety
Date: 27-09-2021
DOI: 10.33492/ARSC-2021
Abstract: These proceedings describe research, educational and policing program implementation and policy and management strategies related to all aspects of road safety and especially related to the conference theme of Towards Zero: A Fresh Approach. The 2021 conference covers a comprehensive range of topics including speed, infrastructure and road design, education, licensing, vehicle design, impairment due to alcohol, drugs and mobile phones. The conference also presents innovative symposium sessions including interdisciplinary approaches combining safety, the law and design and showcasing successful programs involving at-risk youth, older drivers and safety approaches for non-occupants, specifically when we walk and ride a bicycle. Around 600 delegates from 28 countries attended the on-line virtual conference, held in this format because of COVID 19 restrictions. Authors of accepted Extended Abstracts and Full Papers represented international and local institutions from all aspects of their respective communities including research centres, private companies, government agencies and community groups. The Extended Abstracts and links to Full Papers presented in these Proceedings provide an indication of the important work being done in Australia, New Zealand and internationally as part of the United Nations, One UN Vision for Road Safety to reduce the number of crashes roads by 50 percent by 2030.
Side Impact Protection - Occupants in the Far-Side Seat
Publisher: Informa UK Limited
Date: 1998
Void-Filled SHS Beams Subjected to Large Deformation Cyclic Bending
Publisher: American Society of Civil Engineers (ASCE)
Date: 09-1999
Buckling of wide struts/plates resting on isotropic foundations
Publisher: Elsevier BV
Date: 11-1999
Development of a multidisciplinary method to determine risk factors for arm fracture in falls from playground equipment
Publisher: BMJ
Date: 09-2003
DOI: 10.1136/IP.9.3.279
Abstract: To present the development of a novel multidisciplinary method to investigate physical risk factors for playground related arm fracture. Previous playground injury research has been limited in its ability to determine risk factors for arm fractures, despite their common and costly occurrence. Biomechanical studies have focused exclusively on head injury. Few epidemiological studies have quantified surface impact attenuation and none have investigated specific injury outcomes such as arm fracture. An unmatched case-control study design was developed. An instrumented child dummy and rig were designed to simulate real playground falls in situ. Validated output from the dummy was used to quantify arm load. Other field measurements included equipment height, fall height, surface depth, headform deceleration, and head injury criterion. Validated methods of biomechanics and epidemiology were combined in a robust design. The principle strength of this method was the use of a multidisciplinary approach to identify and quantify risk and protective factors for arm fracture in falls from playground equipment. Application of this method will enable countermeasures for prevention of playground related arm fracture to be developed.
The impact of environmental factors on cycling speed on shared paths
Publisher: Elsevier BV
Date: 2018
DOI: 10.1016/J.AAP.2017.09.017
Abstract: Despite the importance of cycling speed on shared paths to the amenity and safety of users, few studies have systematically measured it, nor examined circumstances surrounding it. Speed was measured for 5421 riders who were observed cycling on shared paths across 12 metropolitan and regional locations in Sydney, Australia. Multivariate regression analysis was carried out to examine rider and environmental factors that contribute to riders cycling above the median speed. The study found that observed riders travelled at a median speed of 16km/h (mean 18.4km/h). Nearly 80% of riders travelled at 20km/h or less and 7.8% at speeds of more than 30km/h. Riders were significantly less likely to cycle above the median speed on shared paths that had an average volume of over 20 pedestrians/hour. Riders were significantly more likely to travel above the median speed on paths that had a centreline (OR: 1.71, 95% CI: 1.41-2.07), on wider paths (over 3.5m) (OR: 1.34, 95% CI: 1.12-1.59) and on paths with visual segregation between cyclists and pedestrians. Visual segregation, where cycling and walking areas are differentiated by the type of material or by paint colour used, was the strongest predictor of travelling above median speed on shared paths (OR: 3.9, 95% CI: 3.1-4.8). The findings suggest that riders adjust their speeds to accommodate pedestrians and path conditions. Path characteristics that support separation from pedestrians may allow relatively higher speeds, and associated amenity, without substantial loss of safety.
Roof Damage Patterns and Serious Head Injuries in Pure Rollover Crashes
Publisher: SAGE Publications
Date: 2014
DOI: 10.3141/2425-08
Abstract: This study evaluated the association between the pattern of roof damage resulting from a pure rollover crash and the incidence of serious head injuries (SHIs) for contained, restrained occupants. As part of a larger project with the goal of developing a dynamic crash test protocol for rollover occupant protection, these associations will help to define the initial conditions of a rollover test that produce the damage patterns that are most likely to result in SHI. Pure rollover crashes from the U.S. National Automotive S ling System's Crashworthiness Data System were used in the study. The roof damage pattern above the seat position of each occupant in the data set was identified by the photographs included in each case file and coded to one of eight specified patterns 1,151 cases in which the damage pattern could be determined for a relevant rollover occupant were identified. SHIs were observed only for cases with evidence of a roof-to-ground impact. Although the results indicated that this pattern of roof damage was associated with the occurrence of SHI, the pattern was rarely more significant than other crash outcome parameters.
Characteristics, cycling patterns, and crash and injury experiences at baseline of a cohort of transport and recreational cyclists in New South Wales, Australia
Publisher: Elsevier BV
Date: 05-2015
DOI: 10.1016/J.AAP.2015.02.008
Abstract: This paper examines self-reported retrospective data for a 12 month period from 2038 adult cyclists from New South Wales (Australia), and compares cyclists according to whether they self-identify as riding mainly for transport or mainly for recreation. Statistically significant differences were found in the demographic characteristics, cycling patterns, and crash experiences between these two groups of cyclists. Transport cyclists tended to be younger, travel more days per week, and within morning and evening peak hours than recreational cyclists recreational cyclists were more likely to identify fitness as a purpose for cycling. The proportion of cyclists experiencing a crash or crash-related injury in the previous 12 months was similar for transport and recreational cyclists, but there were differences in crash types and location which likely reflect different cycling environments. Heterogeneity within transport and recreational cyclists was also found, based on self-reported riding intensity. An understanding of the different cycling patterns and experiences of various types of cyclists is useful to inform road safety, transport and health promotion policy.
International Journal of Imapct Engineering: Preface
Publisher: Elsevier BV
Date: 10-2002
An exposure based study of crash and injury rates in a cohort of transport and recreational cyclists in New South Wales, Australia
Publisher: Elsevier BV
Date: 05-2015
DOI: 10.1016/J.AAP.2015.02.009
Abstract: This paper examines self-reported prospectively collected data from 2038 adult transport and recreational cyclists from New South Wales (Australia) to determine exposure-based incident crash and injury rates. During 25,971 days of cycling, 198 crashes were reported, comprising approximately equal numbers of falls and collisions. The overall crash rate was 0.290 (95% CI, 0.264-0.319) per 1000km or 6.06 (95% CI, 5.52-6.65) per 1000h of travel. The rate of crashes causing any injury (self-treated, or medically attended without overnight hospital stay) was 0.148 (95% CI, 0.133-0.164) per 1000km or 3.09 (95% CI, 2.79-3.43) per 1000h of travel. The rate of crashes causing a medically attended injury (without overnight hospital stay) was 0.023 (95% CI, 0.020-0.027) per 1000km or 0.49 (95% CI, 0.43-0.56) per 1000h of travel. No injuries requiring an overnight stay in hospital were reported on days meeting the inclusion criteria. After adjustment for exposure in hours, or for the risks associated with different infrastructure utilisation, the rates of crashes and medically attended injuries were found to be greater for females than males, less experienced than more experienced cyclists, and for those who rode mainly for transport rather than mainly for recreation. Comparison of estimated crash and injury rates on different infrastructure types were limited by the small number of events, however findings suggest that the separation of cyclists from motorised traffic is by itself not sufficient to ensure safe cycling.
Characteristics of single vehicle rollover fatalities in three Australian states (2000–2007)
Publisher: Elsevier BV
Date: 05-2011
DOI: 10.1016/J.AAP.2010.10.028
Abstract: An analysis of 2000-2007 single vehicle rollover fatalities in three Australian states was carried out using data from the Australian National Coroners Information System. In this paper, successive selection criteria were applied to the initial dataset to analyse:overall, rollovers accounted for 35% of all occupant fatalities in a single vehicle transport injury event. For these fatalities, the occupant was ejected or stayed contained in equal proportions. However, results showed strong disparities between the more urban and densely populated states of New South Wales and Victoria, compared to the Northern Territory in terms of crash type distribution and containment of the occupant. Differences were also found in rollover initiation, speed at initiation and number of turns. Overall, the strongest association of fatal neck/thoracic spine injuries with head injuries was found for the contained, restrained occupant. This analysis of single vehicle rollover fatalities is consistent with previous findings. It also shows that in Australia, strategies for rollover injury risk mitigation will need to take into account a broad range of characteristics to be effective.
Thoracic injuries to contained and restrained occupants in single-vehicle pure rollover crashes
Publisher: Elsevier BV
Date: 2013
DOI: 10.1016/J.AAP.2012.03.033
Abstract: Around one in three contained and restrained seriously injured occupants in single-vehicle pure rollover crashes receive a serious injury to the thorax. With dynamic rollover test protocols currently under development, there is a need to understand the nature and cause of serious thoracic injuries incurred in rollover events. This will allow decisions to be made with regards to adoption of a suitable crash test dummy and appropriate thoracic injury criteria in such protocols. Valid rollover occupant protection test protocols will lead to vehicle improvements that will reduce the high trauma burden of vehicle rollover crashes. This paper presents an analysis of contained and restrained occupants involved in single-vehicle pure rollover crashes that occurred in the United States between 2000 and 2009 (inclusive). Serious thoracic injury typology and causality are determined. A logistic regression model is developed to determine associations between the incidence of serious thoracic injury and the human, vehicle and environmental characteristics of the crashes. Recommendations are made with regards to the appropriate assessment of potential thoracic injury in dynamic rollover occupant protection crash test protocols.
Go-kart-related injuries and fatalities in Australia
Publisher: Informa UK Limited
Date: 08-2013
Factors That Influence Chest Injuries in Rollovers
Publisher: Informa UK Limited
Date: 26-09-2014
DOI: 10.1080/15389588.2014.930737
Abstract: The design of countermeasures to reduce serious chest injuries for belted occupants involved in rollover crashes requires an understanding of the cause of these injuries and of the test conditions to assure the effectiveness of the countermeasures. This study defines rollover environments and occupant-to-vehicle interactions that cause chest injuries for belted drivers. The NASS-CDS was examined to determine the frequency and crash severity for belted drivers with serious (Abbreviated Injury Scale [AIS] 3+) chest injuries in rollovers. Case studies of NASS crashes with serious chest injuries sustained by belted front occupants were undertaken and damage patterns were determined. Vehicle rollover tests with dummies were examined to determine occupant motion in crashes with damage similar to that observed in the NASS cases. Computer simulations were performed to further explore factors that could contribute to chest injury. Finite element model (FEM) vehicle models with both the FEM Hybrid III dummy and THUMS human model were used in the simulations. Simulation of rollovers with 6 quarter-turns or less indicated that increases in the vehicle pitch, either positive or negative, increased the severity of dummy chest loadings. This finding was consistent with vehicle damage observations from NASS cases. For the far-side occupant, the maximum chest loadings were caused by belt and side interactions during the third quarter-turn and by the center console loading during the fourth quarter-turn. The results showed that the THUMS dummy produced more realistic kinematics and improved insights into skeletal and chest organ loadings compared to the Hybrid III dummy. These results suggest that a dynamic rollover test to encourage chest injury reduction countermeasures should induce a roll of at least 4 quarter-turns and should also include initial vehicle pitch and/or yaw so that the vehicle's axis of rotation is not aligned with its inertial roll axis during the initial stage of the rollover.
Adopting Recommendations of a Road Safety Management Capacity Review: addressing a tragic decade of road safety in Romania
Publisher: Australasian College of Road Safety
Date: 08-2020
Abstract: This article outlines a capacity review of Romania’s national road infrastructure and road safety in general. Romania’s road fatality rate per 100,000 population has improved overall from a 2008 high of around 15 to the current 2019 value of 9.6. However, the rate has flat-lined with no real improvement for the last decade, stalling at around 9.7 over the period 2011- 2019 and around double the EU rate. Moreover, Romania’s total annual number of road deaths has remained at an average of around 1900 fatalities per annum over this period. Romania has been the worst performing country in the European Union (EU) in recent years, and one of the worst performing countries compared to Organisation for Economic Co-operation and Development (OECD) nations in terms of road safety. The review performed in 2016 found inadequate political leadership and commitment to effective actions to reduce road fatalities, fragmented government road safety activities across a number of regulatory entities, speed limits set at levels that exceed internationally accepted survivable limits, weak traffic law enforcement including a lack of speed enforcement cameras resulting in a failure of drivers to comply with speed limits, and a lack of structured programs to implement human error tolerant road infrastructure constructed according to Safe System principles. A series of recommendations from the capacity review were adopted (as described here) since 2016, although much remains to improve road safety in Romania.
Concrete-filled steel circular tubes subjected to constant amplitude cyclic pure bending
Publisher: Elsevier BV
Date: 12-2004
Diving versus roof intrusion: a review of rollover injury causation
Publisher: Informa UK Limited
Date: 17-12-2007
Safety management for heavy vehicle transport: A review of the literature
Publisher: Elsevier BV
Date: 02-2014
Head Injuries to Restrained Occupants in Single-Vehicle Pure Rollover Crashes
Publisher: Informa UK Limited
Date: 25-03-2013
DOI: 10.1080/15389588.2012.722735
Abstract: Studies performed previously of seat-belted occupants in real-world passenger vehicle rollover-only crashes have identified the head as one of the body regions most often seriously injured. However, there have been few studies investigating how these head injuries occur in any detail. This study aims to investigate the characteristics and patterns of head injury to seat-belted occupants in real-world rollover-only crashes and to identify possible biomechanical mechanisms responsible for head injury to aid in the development of a dynamic rollover test protocol. National Automotive S ling System-Crashworthiness Data System (NASS-CDS) data were used to generate summary statistics and perform logistic regression analysis of restrained and contained occupants in U.S. pure trip-over rollover crashes. Specific information from selected CDS cases focused on identifying potential mechanisms and patterns of serious head injury and the rollover conditions under which the injury occurred are also presented. Twenty-one percent of seriously injured occupants in pure trip-over rollovers had a serious head injury. On average, occupants seated on the far side of the rollover sustained serious head injuries more frequently and were more likely to receive injuries to the inboard side of the head than near-side occupants. Serious head injuries appear to be decoupled from serious injuries to other body regions except for a relationship found between basal skull fractures and cervical spine fractures. Serious head injuries were sustained by some occupants who had less than 15 cm of roof crush above their seated position. Serious brain injuries appear to occur frequently as a result of loading to the periphery of the head from contact with the roof assembly. Two mechanisms of injury for basal skull fractures in rollover crashes were identified. The injury patterns and locations of contact to the head are sensitive to the seated position of the occupant.
The protective effect of roadside barriers for motorcyclists.
Publisher: Informa UK Limited
Date: 14-08-2013
DOI: 10.1080/15389588.2012.752077
Abstract: Roadside barriers are often deployed between road users and fixed hazards to protect users from injury. However, the United States and Australian Roadside Design Guides do not consider motorcyclists in the risk-based decision process for the deployment of a barrier, because the severity indices for barriers and fixed hazards were developed for passenger vehicles. The aim of the present article is to quantify the protective effect of barriers with regards to motorcyclist injury and to thereby inform the Roadside Design Guides as to the relative severity of roadside hazards and infrastructure for motorcyclists. A retrospective case series study, using linked police-reported road crash and hospital admission data in New South Wales, Australia, from 2001 to 2009 was performed. Crude and adjusted relative risks of motorcyclist serious injury were determined for various fixed objects compared to barriers, using serious injury rates and multiple variable logistic regression. Calculated relative risks compared with guardrail for motorcyclists were compared with those determined from the United States and Australian Roadside Design Guides for passenger vehicle occupants. The study identified 1364 motorcyclists injured as a result of single-vehicle collisions with roadside barriers, trees, utility poles, and other fixed roadside infrastructure. Trees, posts, and utility poles were shown to provide significantly higher risks of serious injury to motorcyclists compared to barriers. This was also found to be true for serious injuries to particular body regions, such as the head, spine, and torso. The results for motorcyclists were in reasonable agreement with those derived from severity indices in the United States and Australian Roadside Design Guides for passenger vehicle occupants. Roadside barriers provide a significant reduction in the risk of serious injury to motorcyclists compared to various roadside hazards. The provisions in the United States and Australian Roadside Design Guides for passenger vehicle occupants are generally applicable to motorcyclists and support the prior and ongoing use of such guides for designing roadsides that reduce the risk of injury to motorcyclists. However, a more realistic estimation might be derived by increasing the severity indices for barriers by around 25 percent for motorcyclists.
Reducing the rate of serious injuries to cyclists
Publisher: AMPCo
Date: 09-2017
DOI: 10.5694/MJA17.00565
Road Safety into the Next Decade: Greater commitment and actions in LMICs (Editorial)
Publisher: Australasian College of Road Safety
Date: 08-2020
Abstract: In this Special Issue, we encouraged authors to submit papers on road safety in LMICs for peer review. The four peer-reviewed papers cover: • Lack of pedestrian safety in Chennai, India • Impact of density and urban design features on road safety outcomes in Bogota, Colombia • Availability and usage rates of seat belts in Malawi and • Analyses of the context of speed management in Cambodia to improve implementation. In addition, we have three contributed articles: • Good practice road safety ex les in LMICs • Features of LMICs making road safety more challenging and • Review of road safety management and infrastructure in Romania and recommended actions. We hope you find this Special Issue interesting and helpful in your work.
Injury mechanisms in fatal Australian quad bike incidents
Publisher: Informa UK Limited
Date: 29-10-2015
DOI: 10.1080/15389588.2015.1091073
Abstract: The ability to determine risk management controls for quad bike use is confounded by limitations in crash and injury information. The aim of this article is to identify the injury mechanisms, crash characteristics, and contributing factors in fatal quad bike incidents in Australia by activity (recreation and work). An in-depth case series study was undertaken of 106 Australian quad bike fatalities that had occurred between 2000 and 2013. All case material held by Australian coroners was obtained and reviewed. One hundred and six cases were categorized as occurring during recreation (53) and work (53). Fifty-two of the work cases occurred during farmwork. The mean age for those killed during a work activity was 56 years compared to 27 years for recreational riders. Two children under 16 years died while performing farmwork and 13 children under 16 years during recreational activities. The analyses show a very clear pattern for farmwork-related deaths: quad bike rolls or pitches over (farmworker, 85% recreational rider, 55%), rider becomes pinned under quad bike (farmworker, 68% recreational rider, 30%), and death by asphyxia (farmworker, 42% recreational rider, 11%). In contrast, recreational riders suffered complex impact injuries to the head and chest that occurred when the rider was traveling at speed, lost control, was ejected, and collided with an object in the environment and/or interacted with the moving quad bike. The analyses support the need to improve safe quad bike operation through consideration of the age of the rider, training, helmet use, reducing the propensity of quad bikes to roll, and improving handling so that loss of control events are reduced and to prevent crushing and pinning by the vehicle during and after a rollover crash.
Energy absorption of an initially imperfect strut subjected to an impact load
Publisher: Elsevier BV
Date: 1986
An advanced methodology for estimating vehicle rollover propensity
Publisher: Informa UK Limited
Date: 2003
International Journal of Mechanical Sciences: Editorial note
Publisher: Elsevier BV
Date: 06-2002
Proposal for a dynamic rollover protective system test
Publisher: Informa UK Limited
Date: 2003
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.
Plastic collapse analysis of slender circular tubes subjected to large deformation pure bending
Publisher: SAGE Publications
Date: 10-2002
DOI: 10.1260/136943302320974617
Abstract: This paper presents a plastic mechanism analysis for thin-walled circular hollow section (CHS) tubes deforming in a multi-lobe or diamond collapse mode under large deformation pure bending. The fold formation process was such that the shell curvature flattened on the compression side transforming into a definite number of flat triangles attached to each other. The collapse proceeded progressively by folding about the base and sides of these triangular planes and over traveling hinge lines. The collapse mechanism was similar to the diamond crush mode. An existing kinematic model for an axially compressed thin-walled circular tube was modified to predict the collapse curve of a thin-walled tube under bending. Inextensional deformation and rigid plastic material behaviour were assumed in the derivation of the deformation energy. Ovalisation was observed during the test and its deformation energy was determined and found significant. An expression for the plastic collapse moment was obtained by equating the total energy absorbed in bending, rolling and ovalisation to the external work carried out during a given cycle of deformation. Comparisons of the predicted post-buckling moments and slopes of the collapse curves with those obtained from experiments carried out by the authors on cold-formed circular hollow sections show very good agreement.
Does the Australian Bureau of Statistics Method of Travel to Work data accurately estimate commuter cycling in Australia?
Publisher: Australasian College of Road Safety
Date: 05-2020
Abstract: The Australian Census of Population and Housing includes a responder’s Method of Travel to Work for Persons (MTWP) on Census Day. With some exceptions, responders can select multiple modes of transport. In Australia and overseas, this data has been used to estimate mode share and the proportion of Australians who utilize various active transport modes. This is especially true for cycling as there are scant data sources for Australian cycling exposure. The aims of this paper are to discuss weaknesses of MTWP data and the appropriateness of MTWP data to estimate cycling in Australia, and to assess changes in MTWP data relative to the introduction of bicycle helmet legislation. The use of MTWP data to estimate Australian cycling is limited due to: (1) data collection occurring on single days in winter once every five years, (2) it is not possible to identify a primary mode of transport, and (3) the 1976 data was not a full enumeration. MTWP data estimates about 1.5% of Australians cycle while other data sources are much higher ranging from 10% to 36%. With regard to bicycle helmet legislation, comparisons were made for each state/territory for the census immediately preceding helmet legislation and the following census. Overall, the proportion of cyclists among active transport users is similar from pre- to post-legislation (relative change=+1%, 95% CI: -13%, +18%), although all but two states/territories estimate an increase in cycling. In conclusion, the Australian government should invest in routinely collecting high-quality mobility data for all modes of travel to assist in the decision-making and assessment of road safety policies.
Characterization of Opposite-Direction Road Departure Crashes in the United States
Publisher: SAGE Publications
Date: 2013
DOI: 10.3141/2377-02
Abstract: Opposite-direction crashes can be extremely severe because opposing vehicles often have high relative speeds. The objective of this study was to characterize the overall frequency of opposite-direction crashes as well as the frequency of crashes involving fatalities and serious injuries. The results of the study will guide future research and investment in infrastructure-based countermeasures to opposite-direction crashes, such as centerline rumble strips. The study used data from the National Automotive S ling System (NASS) General Estimates System for 2010, the NASS Crashworthiness Data System for 2006 to 2010, and the Fatality Analysis Reporting System for 2010. The most common opposite-direction crash scenario was a driver departing the road driving over the centerline or the road edge to the left, which accounted for only 5% of nonjunction vehicle-to-vehicle crashes but 44% of serious injury and 49% of fatal crashes of the same type. Of the cross-over-to-left crashes, 72% of fatal crashes occurred on rural, un ided, two-lane roads and accounted for 1,659 fatal crashes in 2010. In cross-over-to-left crashes on rural two-lane roads, the driver was going straight or negotiating a curve in 88% to 94% of the crashes. The driver was overtaking another vehicle in only 2% of serious injury crashes and 6% of fatal crashes. Cross-over-to-left crashes on curves were to the outside of the curve more often than to the inside of the curve. This research suggests that countermeasures to opposite-direction crashes should focus on rural two-lane roads.
Effectiveness of cargo barriers to protect front seat occupants inrearimpacts - crash test evaluation
Publisher: Informa UK Limited
Date: 2001
The impact of compulsory helmet legislation on cyclist head injuries in New South Wales, Australia: A response
Publisher: Elsevier BV
Date: 03-2013
DOI: 10.1016/J.AAP.2012.11.028
Abstract: This article responds to criticisms made in a rejoinder (Accident Analysis and Prevention 2012, 45: 107-109) questioning the validity of a study on the impact of mandatory helmet legislation (MHL) for cyclists in New South Wales, Australia. We systematically address the criticisms through clarification of our methods, extension of the original analysis and discussion of new evidence on the population-level effects of MHL. Extensions of our analysis confirm the original conclusions that MHL had a beneficial effect on head injury rates over and above background trends and changes in cycling participation. The ongoing debate around MHL draws attention away from important ways in which both safety and participation can be improved through investment in well-connected cycling infrastructure, fostering consideration between road users, and adequate legal protection for vulnerable road users. These are the essential elements for providing a cycling environment that encourages participation, with all its health, economic and environmental benefits, while maximising safety.
Out on a limb: risk factors for arm fracture in playground equipment falls
Publisher: BMJ
Date: 04-2005
An alternative method for determining the behaviour of round stocky tubes subjected to an axial crush load
Publisher: Elsevier BV
Date: 1990
Tank instructor module crash simulation
Publisher: Informa UK Limited
Date: 09-2004
No strong evidence bicycle helmet legislation deters cycling
Publisher: AMPCo
Date: 07-2016
DOI: 10.5694/MJA16.00193
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