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Introduction: There is growing evidence to suggest the importance of self-regulatory practices amongst older adults to sustain mobility. However, the decision to self-regulate driving is a complex interplay between an individual's preference and the influence of their social networks including spouse. To our best knowledge, the influence of an older adult's spouse on their decisions during driving transition has not been explored. Materials and methods: This qualitative descriptive study was conducted amongst married older adults aged 60 years and above. All interview responses were transcribed verbatim and examined using thematic approach and interpretative description method. Results: A total of 11 married couples were interviewed. Three major themes emerged: [1] Our roles in driving; [2] Challenges to continue driving; and, [3] Our driving strategies to ensure continued driving. Older couples adopted driving strategies and regulated their driving patterns to ensure they continued to drive safely. Male partners often took the active driving role as the principal drivers, while the females adopted a more passive role, including being the passenger to accompany the principal drivers or becoming the co-driver to help in navigation. Other coping strategies include sharing the driving duties as well as using public transportation or mixed mode transportation. Discussion: Our findings suggest spouse play a significant role in their partners' decision to self-regulate driving. This underscores a need to recognise the importance of interdependency amongst couples and its impact on their driving decisions and outcomes. [ABSTRACT FROM AUTHOR]

• Combining GPS and video footage data offers unique and objective data to examine in-depth and real-time insight into route choice decisions at critical points during trips. • In addition to previously identified factors, additional dynamic traffic conditions (high traffic density, public transport, congestion, and traffic signal phasing) can impact route choice decisions. • Cyclists may be sensitive to features of the transport network at the micro level and continually negotiate their route. These influences may sometimes override broad factors and lead a cyclist to choose a less safe option. • These findings have implications for route planning strategies and technologies that may improve cyclists' awareness of the importance of route choice, especially in terms of safety. The choices cyclists make on which roads to travel on can have a significant impact on their safety. This paper aims to improve our understanding of the broad and subtle influences in route choice amongst cyclists, and describe the strengths and limitations of using naturalistic observational data for this purpose. Naturalistic cycling observational data (GPS and video footage) were accessed from a sample of 97 cyclists riding in their natural setting on urban roads in Melbourne, Australia. Using GIS software, GPS traces were utilised in combination with video footage to map and define routes taken by the participants over two weeks (or up to 6 h) of cycling. The findings showed that most cyclists travelled on two to three routes and that safety and the environment were important factors. The findings also revealed route variations within the same origin-destination pair, and found that subtle real-time traffic and operational conditions can may influence route choice, with the potential for cyclists to choose less safe routes. These findings have implications for route planning strategies and technologies that may improve cyclists' awareness of the importance of route choice, especially in terms of safety, and inform development of potential resources and technologies that can provide real-time information on specific routes. [ABSTRACT FROM AUTHOR]

Introduction : The ability to remain safe behind the wheels can become arduous with aging, yet important for sustaining local travel needs. This review aimed to explore safe mobility issues involving older adults and gain a broad understanding of older drivers' self-regulatory driving practices and motivators behind such behavioral changes, including strategies adopted to reduce or cease driving while maintaining safe mobility. Methods : A systematic literature search was performed on 11 online databases for quantitative studies describing self-regulation of driving amongst older adults aged 60 years and above from database inception until December 2018. Data were described narratively and, where possible, data were pooled using random-effects meta-analysis. Results : Of the 1556 studies identified, 54 studies met the inclusion criteria and 46 studies were included in the meta-analyses. All included studies examined car drivers only. Older adults who were single or female were found to be at higher odds of driving cessation. Physical fitness, mental health, social influence, and support systems received by older adults were important driving forces influencing mobility and adjustments made in their travel patterns. Conclusions : Driving self-regulation amongst older adults is a multifaceted decision, impacting mobility and mental health. Therefore, future interventions and support systems should not only create opportunities for retaining mobility for those who have ceased driving, but also promote better psychological and social well-being for regulators and for those who are transitioning from driving to non-driving status. Practical applications: (a) Engage and educate older adults about self-regulation, including strategies that can be adopted and non-car mobility options available. (b) Expand the research focus to explore potential interactions of factors facilitating or hindering the transition process to develop a more comprehensive framework of self-regulation. (c) Encourage ongoing research to formulate, monitor, and evaluate the effectiveness of policies and interventions implemented. (d) Expand the research horizon to explore and understand the perspectives of older adults from developing countries. • Older adults who were single or female were more likely to cease driving. • Aging can affect the feelings and perceptions of older adults, which were important precursors to adopt and practice self-regulation. • Gradual driving reduction was favored over abrupt driving cessation to ensure healthy aging amongst older adults. • A research gap in developing countries exists, where mixed travel modes are common and largely involved in road crashes. [ABSTRACT FROM AUTHOR]

It is well established that accidental and non-accidental injuries/child abuse and neglect (CAN) are a major public health problem globally. Not only do they affect individuals, injuries affect families, the community, government and internationally as well. Injuries span throughout childhood and into adulthood. Purpose of this study is to identify what are the difficulties and challenges in identifying and reporting CAN cases at the emergency department (ED) in Malaysian hospitals. Thirty in-depth interviews were conducted at the ED in three major hospitals in the Klang Valley, Malaysia which consists of specialists, medical officers, nurses and medical assistants. The study found that there is a significant gap identified in medical professionals' knowledge and skills related to understanding, identifying and detecting CAN, particularly among medical officers who are in charge of diagnosis and reports in the hospital. Those who had previous experience or encounters in dealing with CAN cases would have higher suspicion index compared to those who have not. Other medical professionals such as nurses and medical assistants although do not have the mandate to diagnose or report of CAN cases, needed to have the basic knowledge and awareness and play more active role in their respective settings. [ABSTRACT FROM AUTHOR]

Quality of Life (QoL) is frequently understood as subjective well-being at both individual and population levels and specific to a country or context. For individuals, mobility afforded by transport is an important predictor of QoL. This paper aims to provide an overview of theoretical approaches, particularly the selection, optimization, compensation (SOC) model, the scales used to measure quality of life, and the scale development of Mobility-related Quality of Life (M-QoL) among older drivers. A pool of items was developed from three sources: i) literature review, ii) Instrumental Activities of Daily Living (IADL) scale and iii) focus group discussion with older drivers. A survey amongst 498 older Malaysian drivers was administered to confirm internal consistency of the scale. Exploratory factor analysis revealed that the developed M-QoL scale consists of 12 items with good internal consistency (α = 0.90), and consists of two subfactors addressing functions of driving and accessibility for independent living. Implications of the findings are discussed, including encouraging continuation of driving for those who are able to drive safely, and provision and use of alternatives to driving to help them achieve maximum mobility. Suggestions for future research are also recommended. [ABSTRACT FROM AUTHOR]

Unrestrained and unhelmeted occupants are at increased risk of severe injury or death in the event of a crash, and there is evidence that children, particularly in low and middle income countries, have low restraint and helmet wearing rates. Roadside observations of occupants of passing vehicles (7247 cars, vans and taxis and 2897 motorcycles) in nearside lanes were made at seven selected road sites located around the Klang Valley (greater Kuala Lumpur) area representing a variety of demographic locations. The findings revealed an overall low rate of seat-belt wearing in vehicles (front seat drivers: 44.6%; front seat adult passengers: 33.8%; front seat child passengers: 11.8%; rear seat adult passengers: 5.2%; and, rear seat child passengers: 5.8%). For motorcyclists, the majority of adult riders and pillions wore helmets (93.4% and 85.8%, respectively), however a substantial proportion (40%) did not fasten their helmet properly. Of children observed on motorcycles, only 30.5% wore helmets. This study shows low seat-belt and helmet wearing rates, despite enactment of legislation that requires all vehicle passengers to be restrained and for all motorcyclists to wear helmets. This was particularly evident for children (front and rear seating positions) and rear seat adult passengers. It is suggested there is a general lack of awareness of safety and the benefits of restraint/helmet use, and lack of adequate and appropriate enforcement. The implications of the findings are discussed in terms of promoting restraint/helmets use, enforcement of legislation and implementation of technologies to increase appropriate restraint/helmet use. [ABSTRACT FROM AUTHOR]

Background: A critical policy issue in Australia and worldwide is the escalating rates of work-related mental injury that have been linked to the lack of help-seeking behaviours of at-risk workers. Strategic alliances between community organisations, statutory bodies, and mental health service providers could expand the efficacy and reach of mental health literacy and peer support initiatives that can encourage help-seeking, however, there is limited evidence to support the development of such approaches. This study used a qualitative design based on collaboration theory to explore the factors influencing community organisation leaders' decisions to provide such initiatives through collaboration with relevant third parties. Methods: Repositories of submissions into mental health reviews and publicly available registers in Australia were used to identify twenty-two participant organisations (n = 22), which were categorised according to the International Classification of Non-Profit Organisations (Culture & Recreation, Social Services, and Development & Housing). Eleven of these organisations demonstrated an interest in collaborating with third parties and extending efforts to deliver work-related mental health initiatives through contributions to mental health reviews. Leaders were interviewed to understand differences in perspectives on potential collaborations. Results: Organisations that did not make submissions were reluctant to engage in such efforts due to limitations in expertise/capacity, and perceived mission misalignment. Third-party support from statutory bodies and mental health service providers addressing these perceived limitations may improve their confidence, and willingness to engage. Regardless of their category, all considered the benefit of such collaboration included improving the acceptability, approachability, availability, and efficacy of work-related mental health initiatives. Equity was seen as supporting decision-making/leadership, while power imbalance was a barrier. Third-party contributions that could facilitate collaboration included expert support/credibility, administration, formal structures, supportive policy, and joining networks, however, red tape was a challenge. Shared values, vision, practice, and networking were identified as supporting positive communication and interpersonal relations. Conclusion: The study establishes that, adequately supported and resourced, community organisations are willing to align strategically with statutory bodies and mental health service providers to use their unique position in the community to deliver work-related mental health literacy and peer support programmes for at-risk workers to improve help-seeking behaviours. Highlights: This is the first study that used a qualitative approach guided by collaboration theory to explore the motivations influencing Community Organisation (CO) leaders' decisions to work with statutory bodies and mental health service providers and deliver programmes aimed to improve workers' access to mental health literacy resources and peer support. Understanding the beliefs that differentiate COs that provided submissions into mental health reviews from those that did not is imperative in the design of effective strategies to facilitate future engagement. The use of a theory-based decision-making model (the Strategic Alliances Framework) was critical in determining the scale, and types of initiatives that different categories of COs may be able to provide, and potential levels of engagement with relevant third parties. COs must be adequately guided, resourced, and supported by statutory bodies/regulators and organisations with mental health expertise if they are to meet the contemporary needs of their communities and achieve impact beyond work-related mental health awareness raising. [ABSTRACT FROM AUTHOR]

Abstract: For many older adults in most of the Western world, continued mobility (with associated health, well-being, independence and quality of life) means access to a private vehicle, either as a driver or as a passenger. However older driver serious injury and fatality rates per distance travelled are higher than middle-aged drivers, and crash and injury rates are likely to increase in the coming decades as a result of the ageing population, increased car ownership and overall travel amongst older people. Evidence suggests that contributory factors to this high risk are (for most) frailty, (for some) the high proportion of driving in urban areas, and (for a few) reduced fitness to drive as a result of medical conditions and associated functional limitations. Australasia has recently adopted the ‘Safe System’ approach which aims to manage vehicles, the road infrastructure, speeds, and the interactions between these components, to ensure that when crashes do occur, crash energies will remain at levels that minimize the probability of death and serious injury. A system which aspires to achieving Safe System objectives cannot ignore the challenges that older road users pose – and will pose – to the transport system. This paper discusses the so-called ‘older driver problem’, presents crash data and evidence of the impacts of driving location and reduced fitness to drive on crash risk, and recommends countermeasures within the ‘Safe System’ context, with particular reference to urban road design and operation. [ABSTRACT FROM AUTHOR]

Abstract: This paper describes an investigation of safety, mobility and travel patterns in a sample of older women drivers and former drivers aged 60 years and over. Participants provided information on general health and functional abilities, travel and driving patterns, driving experiences and confidence, difficulty with and avoidance of driving situations, self-assessment of driving ability, crash and infringement history, the process and experiences leading up to stopping driving, and satisfaction with current mobility. The sample was a fairly active group, travelling frequently and substantial distances, and generally satisfied with their level of mobility. Current drivers were strongly interested in keeping driving for as long as possible, expressed strong concerns about the prospect of stopping driving and reported little evidence of self-regulation. In contrast, former drivers were less negative about driving cessation and mostly reported successful retirement from driving with few negative mobility consequences. Further, a number of relationships between crash involvement and driving experience, confidence of being a safe driver, and problems in driving situations were found. These findings have added to our understanding of the issues concerning the safety and mobility of older women. Implications for the promotion of safe driving practices are discussed. [Copyright &y& Elsevier]

Abstract: This paper describes a survey of self-regulatory driving practices of 656 drivers aged 55 years and older. Types and prevalence of self-regulatory behaviours were examined and key characteristics of self-regulators were identified. Overall, the majority of drivers reported being very confident in potentially difficult driving situations and relatively few avoided these situations. The most commonly avoided situations were driving at night (25%), on wet nights (26%) and in busy traffic (22%). There was a strong association between drivers’ avoidance of and confidence in specific driving situations (e.g. night driving) and ratings of relevant functional abilities (e.g. vision for night driving). Logistic regression modelling revealed that those most likely to adopt avoidance behaviour were female, 75 years and older, not the principal driver in the household, had been involved in a crash in the last 2 years, reported vision problems and had lower confidence ratings. Implications for promotion of safe driving practices are discussed. [Copyright &y& Elsevier]

Abstract: Older drivers are currently over-represented in severe injury crashes at intersections due in part to increases in frailty and functional disabilities that occur with age. Moreover, this rate is expected to increase as older people drive more and the population ages. Road design plays a major role in road safety and is likely to contribute to the driving difficulties of the elderly because of the general lack of consideration of the needs of older road users. Intersections, in particular, stand out as a major problem for older road users. This paper reviews age-related performance deficits that affect driving and describes a crash ‘black-spot’ site analysis that examined the relationship between intersection design features (believed to influence the safety of older drivers) and the older driver crash experience in Australasia. A number of intersection design problems for older drivers were identified and recommendations for changes in road design features and traffic management practices that have the potential to reduce crash and injury risk for older drivers at intersections are made. [Copyright &y& Elsevier]

Abstract: The over-representation of intoxicated pedestrians in serious injury and fatal crashes compared to non-intoxicated pedestrians may be due, in part, to the effects of alcohol on the ability to select gaps in the traffic for safe road-crossing. An experiment is described that tests the effectiveness of an experimental approach to elicit road-crossing responses among groups of intoxicated (BAC=between 0.05% and 0.10%, mean=0.07%) and sober adults (BAC=0.00%). Some subtle effects of alcohol on road-crossing decisions were found, particularly at higher BAC levels of 0.07–0.10%. Highly intoxicated participants showed some lack of awareness of impairment, a tendency to engage in risky road-crossings, and difficulty integrating speed and distance information in a timely manner, necessary to select safe gaps in the traffic. These results are discussed in terms of the effect of alcohol impairment on perceptual and cognitive capacities and the ability to compensate for impairment. Importantly, this study has established a methodology on which further research can be conducted to examine the road-crossing behaviour of those with high levels of BAC and other forms of impairment. [Copyright &y& Elsevier]

Abstract: The over-representation of older pedestrians in serious injury and fatal crashes compared to younger adults may be due, in part, to age-related diminished ability to select gaps in oncoming traffic for safe road-crossing. Two experiments are described that examine age differences in gap selection decisions in a simulated road-crossing environment. Three groups of participants were tested, younger (30–45 years), young–old (60–69 years) and old–old (>75 years). The results showed that, for all age groups, gap selection was primarily based on vehicle distance and less so on time-of-arrival. Despite the apparent ability to process the distance and speed of oncoming traffic when given enough time to do so, many of the old–old adults appeared to select insufficiently large gaps. These results are discussed in terms of age-related physical, perceptual and cognitive limitations and the ability to compensate for these limitations. Practical implications for road safety countermeasures are also highlighted, particularly the provision of safe road environments and development of behavioural and training packages. [Copyright &y& Elsevier]

• Confirmed the three factor 23-item MAD. • MAD was invariant across gender, age group, aggressive driving tendencies. • Men had higher anger means than women. • Younger drivers had higher anger than older drivers. • Anger tendencies were related to greater aggression. Introduction: Driver anger and aggression have been linked to crash involvement and injury outcomes. Improved road safety outcomes may be achieved through understanding the causes of driver anger, and interventions designed to reduce this anger or prevent it from becoming aggression. Scales to measure anger propensities will be an important tool in this work. The measure for angry drivers (MAD; Stephens et al., 2019) is a contemporary scale designed to measure tendencies for anger across three types of driving scenarios: perceived danger from others, travel delays, and hostility or aggression from other drivers. Method: This study aimed to validate MAD using a representative sample of Australian drivers, stratified across age, gender, and location. Participants completed a 10-minute online survey that included MAD, sought demographic information (age, gender, driving purpose, crash history), as well as the frequency of aggressive driving. Multigroup confirmatory factor analyses (MGCFA) assessed how stable the structure of the MAD was across drivers of different ages, gender, purposes for driving and those who do or do not display anger aggressively. MAD was invariant across all groups, showing that all drivers interpreted and responded to MAD in the same way. Results: A comparison of latent means showed anger tendencies were higher for men compared to women, for younger drivers compared to older drivers, and for those who drive mainly for work compared to those who mainly drive for other reasons. When controlling for driver factors, driving anger was associated with increased odds of being aggressive while driving. Practical Applications : Overall, this study demonstrated that MAD is an appropriate scale to measure anger tendencies and can be used to support interventions, and evaluation of interventions, to reduce anger and aggressive driving. [ABSTRACT FROM AUTHOR]

• A pioneering study exploring self-regulatory practices amongst motorcycle riders. • Motorcycle riders were found to be at risk of crash involvement and riding cessation. • Behavioural and psychological factors were important contributors to self-regulation. • Interventions should be customised to cater for populations with mixed travel modes. The ability to drive longer and safely are crucial for many older adults. There is a growing evidence on self-regulatory practices amongst older drivers in developed countries, but limited studies are conducted in developing countries. This study aimed to explore self-regulatory practices amongst older Malaysian car drivers and motorcycle riders. A cross-sectional study was conducted amongst older adults aged 60 years and above residing in two states located in the west coast of Peninsular Malaysia using a self-administered questionnaire. Stepwise regressions were performed to identify for key factors associated with driving/riding self-regulation and crash involvement. Multilevel modelling was conducted to examine the clustering effect of respondents recruited from the two states. Six-hundred and thirty-seven respondents completed the questionnaire, with over three-quarters of them still driving/riding at the time of data collection. Physical fitness, behavioural and psychological changes experienced with advancing age were important motivators towards self-regulation. Motorcycle riders were found to be at a higher risk of crash involvement, and they were more prone to cease riding compared to car drivers. Self-regulatory practices amongst older car drivers and motorcycle riders were found to be different. As such, there is a need to customise evidenced-based approaches to cater for specific age groups and road users, particularly in a developing country like Malaysia, where motorcycle is often considered as an affordable mode of transport and is largely involved in road traffic crashes. [ABSTRACT FROM AUTHOR]

Background: Emotional distress is becoming a great concern and is more common in both developed and developing countries. It is associated with several disease conditions. Objective: To determine the prevalence of self-perceived emotional distress and its relation to work-related musculoskeletal disorders (WRMSDs) in nurses. Methods: A self-administered questionnaire survey was carried out on 660 female nurses working in public hospitals in the Klang Valley, Malaysia. The validated Malay version of the standardized Nordic musculoskeletal questionnaire (M-SNMQ) was used to identify the annual prevalence of WRMSDs; perceived emotional distress was assessed using the validated Malay short version, depression, anxiety, and stress (M-DASS) instrument. In addition, socio-demographic and occupational profiles of the participants were considered. Factors associated with WRMSDs were identified using logistic regression analysis. Results: A total of 376 nurses completed the survey (response rate 83.3%). 73.1% of the nursing staffs experienced WRMSDs in at least one anatomical site 12 months prior to the study. 75% of nurses expressed emotional distress. Of these, over half also reported anxiety and stress. Multiple logistic regression analysis showed that stress and anxiety significantly increased the risk of WRMSDs by approximately twofold. Conclusion: There were significant associations between emotional distress and WRMSDs. Future longitudinal studies are therefore needed to investigate and identify the sources of emotional distress (non-occupational and occupational) to be used to establish preventive strategies to reduce the risk of WRMSDs. [ABSTRACT FROM AUTHOR]

• The role Safe System plays in Victoria's public policy environment has been under-researched. • Safe System forms an implicit part of the policy development process. • Victoria has partially integrated Safe System into its policy environment. • Consistent, dedicated application of Safe System into road safety policy is required. The Safe System approach has globally become the dominant means to address road trauma, with bodies such as the Organisation for Economic Co-operation and Development, European Union, World Bank, World Health Organization, National and State Australian Governments and the United Nations encouraging its uptake. However, whilst there has been significant growth in its application, limited attention has been paid to the extent to which Safe System is integrated into public policy. Anecdotally, as an early adopter of the Safe System approach, Victoria's experience acts an instructive case for other jurisdictions applying the concept to policy. Using an interpretive qualitative case study approach, this study explored whether a) Safe System has influenced Victoria's road safety policy development to date, and b) if the extent to which Safe System has been integrated into public policy. Semi-structured interviews were conducted with Victoria's strategic, government-based, road safety decision-makers. Interviews were structured around the World Health Organization's Policy Development Process framework. The results indicate that Safe System has an implicit role in Victoria's road safety policy. When viewed through the lens of a policy integration framework, the analysis found only partial integration of the Safe System concept within road safety policy in Victoria, with limited flow-on effects of the framework on the policy frame, subsystems, goals and instruments. Governance frameworks, management structures and policy objectives are all influenced by Safe System, with the road safety problem having clearly been established as a cross-cutting issue. However, additional refinement of policy instruments to articulate the role of Safe System as well actively employing the approach in the policy development process is required. These findings confirm that while Victoria's use of Safe System is noteworthy, it may be beneficial for the framework to feature more prominently in policy for it to have the intended effect on road safety. [ABSTRACT FROM AUTHOR]

Self-regulatory driving is a term used to describe a strategy used by older drivers to preserve mobility and safety, through the adjustment of driving behaviors to match declining physical functions. It can be regarded as a way to prolong driving, or as a process leading to the cessation of driving. Previous studies have striven to explore and understand how older drivers self-regulate their driving. This paper aims to provide an overview of the relevant theories, to explicate the factors that contribute to the adoption of self-regulated driving and the scales used to measure self-regulatory behaviors. This paper also reports on the development and psychometric testing of a Self-Regulatory Driving Practices (SRDP) scale in the Malaysian context. Based on the reviewed theories, adoption of self-regulatory driving practices is a process and involves cognitive thinking that reflects a set of actions. Existing instruments to measure self-regulatory driving practices have been developed and used to identify the behavioral components of self-regulation. Based on literature reviews and a thematic analysis from focus group discussions, a SRDP scale was developed, accommodating the Malaysian context. There were 498 surveys completed by older drivers for further psychometric testing purposes. Results revealed that the final 12-item SRDP scale (α = 0.81) consists of four subscales that are planning, avoidance, reduction and alternatives. Suggestions for future research are also recommended. [ABSTRACT FROM AUTHOR]

Passenger collaboration offers a potential compensatory strategy to assist older drivers who have difficulty driving in unfamiliar areas (wayfinding). This article describes a survey of 194 healthy, community-dwelling older drivers and their regular passengers to investigate how passengers assist drivers, and to identify the characteristics of drivers and passengers who regularly collaborate to assist with wayfinding. Three aspects of passenger assistance were investigated: Pre-trip planning, directional guidance and searching for visual cues. Results revealed a high incidence of collaboration amongst drivers and passengers who regularly drive together. Collaboration was dependent on the perceived wayfinding abilities of the driver by both passenger and driver, suggesting that passengers are more likely to help if they think they will be of assistance. This information provides baseline information on which future research can examine the safety benefits of passenger assistance in wayfinding. [ABSTRACT FROM PUBLISHER]

Highlights: [•] Older drivers were more likely to report wayfinding difficulties. [•] Self-reported cognition and health were related to perceived wayfinding ability. [•] Some participants with perceived wayfinding difficulties avoided unfamiliar areas. [•] Drivers with perceived wayfinding difficulties were more likely to use passenger-guidance. [ABSTRACT FROM AUTHOR]

Highlights: [•] The study examined the effects of functional declines on older pedestrians safety. [•] Older-old made more decisions that would have led to collisions with approaching cars. [•] Several functional performance measures were predictors of these dangerous choices. [•] That is, walking speed, time-to-arrival estimates, UFOV thresholds and attention shifting. [•] The findings have implications in terms of speed limits, road design, and training. [Copyright &y& Elsevier]

Abstract: This study investigated the behavioural, attitudinal and traffic factors contributing to red light infringement by Australian cyclists using a national online survey. The survey was conducted from February to May 2010. In total, 2061 cyclists completed the survey and 37.3% reported that they had ridden through a signalised intersection during the red light phase. The main predictive characteristics for infringement were: gender with males more likely to offend than females (OR: 1.54, CI: 1.22–1.94); age with older cyclists less likely to infringe compared to younger cyclists 18–29 years (30–49 yrs: OR: 0.71, CI: 0.52–0.96; 50+ yrs: OR: 0.51, CI: 0.35–0.74), and; crash involvement with cyclists more likely to infringe at red lights if they had not previously been involved in a bicycle–vehicle crash while riding (OR: 1.35; CI: 1.10–1.65). The main reasons given for red light infringement were: to turn left (32.0%); because the inductive loop detector did not detect their bike (24.2%); when there was no other road users present (16.6%); at a pedestrian crossing (10.7%); and ‘Other’ (16.5%). A multinomial logistic regression model was constructed to examine the associations between cyclist characteristics and reasons for infringement. Findings suggest that some cyclists are motivated to infringe by their perception that their behaviour is safe and that infrastructure factors were associated with infringement. Ways to manage this, potentially risky, behaviour including behaviour programmes, more cyclist-inclusive infrastructure and enforcement are discussed. [Copyright &y& Elsevier]

• Psychosocial Safety Behaviour is a behaviour-based approach to workplace psychosocial safety that may provide a new avenue for improving safety outcomes in high-risk occupations. • Police officers, supervisors and peer support officers were interviewed via semi-structured interviews to identify perceptions of context-specific psychosocial hazards and requisite psychosocial safety behaviours performed on a day-to-day basis in their workplace. • Individual, social and environmental enablers & barriers to PSB enactment are discussed, including implications for future research on workplace mental health intervention design. Recent behaviour-based approaches to workplace safety have articulated the need to operationalise psychosocial safety behaviour (PSB) as a unique construct within the safety behaviour literature. Research has yet to operationalise PSB according to context-specific psychosocial hazards, nor to identify the individual, interpersonal and systemic enablers and barriers to PSB performance. The present study addresses this gap by identifying the day-to-day psychosocial safety-focused actions and perceptions of psychosocial hazards within a cohort of road policing officers. Semi-structured interviews were conducted in a sample of frontline officers, supervisors, and peer support officers to operationalise context-specific psychosocial safety behaviours. Officer attitudes, control and normative beliefs associated with psychosocial safety behaviour domains were examined according to Ajzen's (1991) Theory of Planned Behaviour. While examples of both compliance and participatory safety behaviours were cited across all work roles, PSB enactment was more likely characterised as participatory and interpersonally driven in nature. Participant responses consistently referenced the intergenerational effects of PSB role modelling and positive supervisor attitudes towards mental health on PSB awareness and enactment. Positive attitudes towards mental health, perceptions of behavioural control and trust in leadership were nominated as salient factors influencing PSB enactment. The findings of our study extend the existing nomological network of PSB by considering the influences of socio- cognitive and workplace systems influences on psychosocial safety enactment. [ABSTRACT FROM AUTHOR]

This study aimed to assess the feasibility of recruiting injured pedestrians from the emergency department of a major trauma centre, using an in-depth interview shortly post collision. Convenience sampling was used to prospectively recruit injured pedestrians from the Alfred Hospital Emergency and Trauma Centre. Of the 102 injured pedestrians, 39 met eligibility criteria and of these, 30 (77%) consented and completed the questionnaire. Over half of the collisions occurred at an intersection (57%), and of these the most common pre-impact vehicle manoeuvre was a vehicle turning into the street the pedestrian was crossing. In-depth interview during the early post-crash period was a feasible and effective method of collecting detailed data in an accessible sample. However, only 38% of patients met eligibility criteria. To enhance representativeness, supplementing interview data with police-reported crash data, recruiting from hospital wards and crash location assessment is recommended. [ABSTRACT FROM AUTHOR]

Background: Good vision is essential for safe driving and studies have associated visual impairment with an increased crash risk. Currently, there is little information about the medical review of drivers with visual field loss. This study examines the prevalence of visual field loss among drivers referred for medical review in one Australian jurisdiction and investigates factors associated with licence outcome in this group.Methods: A random sample of 10,000 (31.25 per cent) medical review cases was extracted for analysis from the Victorian licensing authority. Files were screened for the presence of six visual field-related medical conditions. Data were captured on a range of variables, including referral source, age, gender, health status, crash history and licence outcome. Prevalence analyses were univariate and descriptive. Logistic regression was used to assess factors associated with licence outcomes in the visual field loss group.Results: Approximately 1.9 per cent of the 10,000 medical review cases screened had a visual field loss condition identified (n = 194). Among the visual field loss group, 57.2 per cent were permitted to continue driving (conditional/unconditional licence). Primary referral sources were the police, self-referrals and general medical practitioners. Key factors associated with licence test outcomes were visual field condition, age group, crash involvement and referral to the Driver Licensing Authority's Medical Advisors. Those who were younger had a crash involvement triggering referral and those who were referred to the Medical Advisors were more likely to have a positive licensing outcome.Conclusion: The evidence base for making licensing decisions is complicated by the variable causes, patterns, progressions and measuring technologies for visual field loss. This study highlighted that the involvement of an expert medical advisory service in Victoria resulted in an increased likelihood that drivers with visual field loss will be allowed to continue driving. Further research is warranted to explore issues relating to severity of field loss and the capacity for compensation. [ABSTRACT FROM AUTHOR]

Abstract: This study determined the rate and associated factors of red light infringement among urban commuter cyclists. A cross-sectional observational study was conducted using a covert video camera to record cyclists at 10 sites across metropolitan Melbourne, Australia from October 2008 to April 2009. In total, 4225 cyclists faced a red light and 6.9% were non-compliant. The main predictive factor for infringement was direction of travel, cyclists turning left (traffic travels on the left-side in Australia) had 28.3 times the relative odds of infringement compared to cyclists who continued straight through the intersection. Presence of other road users had a deterrent effect with the odds of infringement lower when a vehicle travelling in the same direction was present (OR=0.39, 95% CI 0.28–0.53) or when other cyclists were present (OR=0.26, 95% CI 0.19–0.36). Findings suggest that some cyclists do not perceive turning left against a red signal to be unsafe and the opportunity to ride through the red light during low cross traffic times influences the likelihood of infringement. [ABSTRACT FROM AUTHOR]