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In Australia, one significant cause of the imprisonment and disadvantage of First Nations people relates to transport injustice. First Nations people face obstacles in becoming lawful road users, particularly in relation to acquiring driver licences, with driving unlicensed a common pathway into the criminal justice system. This paper identifies that while some programs focus on increasing driver licensing for First Nations people, there are significant limitations in terms of coverage and access. Further, very few diversionary or support programs proactively address the intersection between First Nations people’s driver licensing and the criminal justice system. Nevertheless, it is argued that scope does exist within some state and territory criminal justice programs to enhance transport justice by assisting First Nations people to secure driver licensing. This paper highlights the need for accessible, available and culturally safe driver licencing support programs in First Nations communities led by First Nations people. [ABSTRACT FROM AUTHOR]

Background: While comorbidities and types of road users are known to influence survival in people hospitalised with injury, few studies have examined the association between comorbidities and survival in people injured in road traffic crashes. Further, few studies have examined outcomes across different types of road users with different types of pre-existing comorbidities. This study aims to examine differences in survival within 30 days of admission among different road user types with and without different pre-existing comorbidities.Method: Retrospective cohort study using data for all major road trauma cases were extracted from the NSW Trauma Registry Minimum Dataset (1 January 2013 - 31 July 2019) and linked to the NSW Admitted Patient Data Collection, and the NSW Registry of Births, Deaths and Marriages - death dataset. Pre-existing comorbidities and road user types were identified by the International Statistical Classification of Diseases and Related Health Problems, Tenth Revision, Australian Modification (ICD-10-AM) codes and Charlson Comorbidity Index in the Trauma Registry, hospital admission, and death datasets. Logistic regression was used to assess the associations between six types of road users (pedestrian, pedal cycle, two- and three-wheel motorcycle, car and pick-up truck, heavy vehicle and bus, and other types of vehicle) and death within 30 days of hospital admission while controlling for comorbidities. All models used 'car and pick-up truck driver/passenger' as the road user reference group and adjusted for demographic variables, injury severity, and level of impaired consciousness.Results: Within 6253 traffic injury person-records (all aged ≥15 years old, ISS>12), and in final models, injured road users with major trauma who had a history of cardiovascular diseases (including stroke), diabetes mellitus, and higher Charlson Comorbidity Index score, were more likely to die, than those without pre-existing comorbidities. Furthermore, in final models, pedestrians were more likely to die than car occupants (OR: 1.68 - 1.77, 95CI%: 1.26 - 2.29 depending on comorbidity type).Conclusions: This study highlights the need to prioritize enhanced management of trauma patients with comorbidities, given the increasing prevalence of chronic medical conditions globally, together with actions to prevent pedestrian crashes in strategies to reach Vision Zero. [ABSTRACT FROM AUTHOR]

Background: Serious injuries and fatalities among vulnerable road users on two wheeled motorised vehicles have increased across Australia and internationally in the past decade yet fallen for motor vehicle occupants. Almost half of all reported motorcycle injury crashes cause serious injury or death, nearly double that of motor vehicle police-reported crashes. This study explores associations with sociodemographic and pre-injury health characteristics and health outcomes after a road traffic injury; aiming to compare motorcyclists with other road users and inform recovery care.Methods: An inception cohort study recruited 1854 individuals aged > 17 years, injured following land-transport crashes in New South Wales, Australia (July 2013-November 2016). Interviews conducted at baseline, 6-and 12-months post-injury elicited demographic, socioeconomic, and self-reported health conditions.Results: Primary analysis involved 1854 participants who were recruited at baseline as three distinct road user groups; 628 (33.9%) motorcyclists, 927 (50%) vehicle occupants and 299 (16.1%) bicyclists. At baseline, injury patterns differed significantly between road user groups; motorcyclists were more than twice as likely to sustain lower extremity injury (p < 0.001); to have more severe injury severity scores (p < 0.001) and longer hospital stays versus vs vehicle occupants and bicyclists (< 0.001) across these measures. Injured motorcyclists were predominantly male (88.1%, p < 0.001), were younger on average (38 years) than bicyclists (41.5 years), had lower income and education levels, and poorer pre-injury physical health than other road user groups. Despite these differences, at 12 months post-injury motorcyclists had better physical health (SF12-PCS 2.07 (0.77, 3.36), p = 0.002) and reported lower pain scores (- 0.51 (- 0.83, - 0.2), p < 0.001) than vehicle occupants. Motorcyclists displayed less evidence of psychological distress than vehicle occupants, but more than bicyclists across several measures used.Conclusions: Road user types differ in important characteristics, including pre-injury health status and recovery after injury. As vulnerable road users experiencing transport crash and considering their higher initial injury severity, the degree of recovery among motorcyclists compared with other user types is remarkable and unexplained. Health and recovery outcomes after land-transport crashes is least favourable among vehicle occupants despite their higher levels of protection in a crash. This information is valuable for targeting early intervention strategies by road user type during the post-crash care phase, to improve long-term recovery. [ABSTRACT FROM AUTHOR]

Road crash fatality is a universal problem of the transportation system. A massive death toll caused annually due to road crash incidents, and among them, vulnerable road users (VRU) are endangered with high crash severity. This paper focuses on employing machine learning-based classification approaches for modelling injury severity of vulnerable road users—pedestrian, bicyclist, and motorcyclist. Specifically, this study aims to analyse critical features associated with different VRU groups—for pedestrian, bicyclist, motorcyclist and all VRU groups together. The critical factor of crash severity outcomes for these VRU groups is estimated in identifying the similarities and differences across different important features associated with different VRU groups. The crash data for the study is sourced from the state of Queensland in Australia for the years 2013 through 2019. The supervised machine learning algorithms considered for the empirical analysis includes the K-Nearest Neighbour (KNN), Support Vector Machine (SVM) and Random Forest (RF). In these models, 17 distinct road crash parameters are considered as input features to train models, which originate from road user characteristics, weather and environment, vehicle and driver condition, period, road characteristics and regions, traffic, and speed jurisdiction. These classification models are separately trained and tested for individual and unified VRU to assess crash severity levels. Afterwards, model performances are compared with each other to justify the best classifier where Random Forest classification models for all VRU modes are found to be comparatively robust in test accuracy: (motorcyclist: 72.30%, bicyclist: 64.45%, pedestrian: 67.23%, unified VRU: 68.57%). Based on the Random Forest model, the road crash features are ranked and compared according to their impact on crash severity classification. Furthermore, a model-based partial dependency of each road crash parameters on the severity levels is plotted and compared for each individual and unified VRU. This clarifies the tendency of road crash parameters to vary with different VRU crash severity. Based on the outcome of the comparative analysis, motorcyclists are found to be more likely exposed to higher crash severity, followed by pedestrians and bicyclists. [ABSTRACT FROM AUTHOR]

• On average, Victorians exhibit moderate level of nomophobia. • 20% of drivers are unaware of laws concerning smartphone use while driving. • 37% of drivers have used a smartphone illegally in past 31 days. • Nomophobia does not usefully predict illegal smartphone use while driving. • Knowledge of law and age group predict illegal smartphone use. In Australia, illegal smartphone use while driving is on the rise, increasing the likelihood drivers could be distracted and crash. Smartphones avail users a sense of belonging, connectedness, and access to information. As such, the sensation of being without one's smartphone has developed into the prevalence of nomophobia, defined as the fear and anxiety associated with being without smartphone. The aim of the current study was to specifically examine the relationship between smartphone use while driving and nomophobia by 1) determining the types and frequency of illegal phone use while driving and, 2) exploring the relationship between nomophobia and illegal phone use while driving. The sample consisted of 2,774 Victorian smartphone users (47.0% male) with a valid driver's licence. Driver's nomophobia levels were measured using the Nomophobia Questionnaire (NMP-Q), while driver's smartphone use was measured using an original scale developed by the authors. A binary logistic regression was conducted which showed that the longer average time spent per day on a smartphone and a lack of knowledge of the mobile phone road law were the strongest positive predictors of illegal use (OR = 1.32, 95% CI = 1.09–1.60; OR = 1.84, 95% CI = 1.48–2.28, respectively). However, only one nomophobia factor (i.e., access to information) significantly predicted illegal smartphone use (OR = 1.06, 95% CI = 1.04–1.09). Smartphone use is a complex and contextual behaviour, therefore, focusing on the fear of being without in dependency overlooks the nuances of the need to be with. This study offered several practical interventions that may mitigate illegal smartphone use and reduce the likelihood of crashes among Victorian road users. [ABSTRACT FROM AUTHOR]

• Cohort study of crash risk factors for novice motorcycle riders. • Investigated 30 potential crash risk factors. • Measures of riding experience, training and behaviour were associated with crash. • Recommend systematically reviewing the safety benefits of voluntary versus mandatory pre-learner and learner courses. • Recommend lengthening the time a rider stays on a novice licence. Background: Motorcycle riders have the highest injury and fatality rates among all road users. This research sought in-depth understanding of crash risk factors to help in developing targeted measures to reduce motorcycle crash injuries and fatalities. Methods: We used interview data from a study of 2,399 novice motorcycle riders in Victoria, Australia from 2010 to 2012 linked with their police-recorded crash and offence data. The outcome measure was self and/or police reported crash. The association between potential risk factors and crashes was explored in multivariable logistic regression models. Results: In the multivariable analysis, riders who reported being involved in three or more near crashes had 1.74 times (95% CI 1.11–2.74) higher odds of crashing compared to riders who reported no near-crash events, and riders who participated in a pre-learner course had 1.41 times higher odds of crashing (95% CI 1.07–1.87) compared with riders who did not attend a pre-learner course. Riders who had been involved in a crash before the study had 1.58 times (95% CI 1.14–2.19) higher odds of crashing during the study period compared with riders who were not involved in a crash. Each additional month of having held a license and learner permit decreased the odds of crashing by 2%, and each additional 1,000 km of riding before the study increased the odds of crashing by 2%. Conclusion: Measures of pre-learner training and riding experience were the strongest predictors of crashing in this cohort of novice motorcycle riders. At the time of the study there was no compulsory rider training to obtain a learner permit in Victoria and no on-road courses were available. It may be plausible that riders who voluntarily participated in an unregulated pre-learner course became or remained at high risk of crash after obtaining a rider license. We suggest systematically reviewing the safety benefits of voluntary versus mandatory pre-learner and learner courses and the potential need to include on-road components. [ABSTRACT FROM AUTHOR]

Objectives: Vehicle crashes in work zones are significantly underreported in official crash datasets of many countries, including Australia. This leads to underestimations of work zone crash frequencies and limited understanding of crash causation factors. To address this important gap in the literature, this paper examines historical data from two different sources - police-reported crash data and organizational Workplace Health and Safety (WHS) records - to understand work zone crashes and their characteristics in Queensland, Australia.Methods: WHS data including text fields were cleaned and coded to match police-reported crash data variables for comparative descriptive analysis of a 45-month period. involvement of a moving vehicle that collided with another vehicle, pedestrian, object, or overturned, at a work zone accessible to public traffic.Results: There were more work zone crashes in the WHS data (N = 820) than the police-reported data (N = 128) and the WHS data offered a deeper understanding of incident causes due to the greater breadth of information available. The two data sets varied in terms of the patterns of crash type, the mixes of road users and vehicles involved, and the contributing factors that were identified, highlighting dangers of relying on single sources for understanding crash characteristics. The WHS data appear relatively consistent with the overall work zone safety literature, but their use has limitations regarding processing and reliability. Conversely, police-reported crash data can be analyzed efficiently but they suffer from underreporting and selective reporting.Conclusions: The WHS dataset is a valuable alternative to police-reported crash data for understanding vehicle crash characteristics in work zones, particularly where restrictive reporting criteria lead to inability to identify these crashes in police data. Reliability and utility of WHS data could be improved through advanced reporting systems and procedures, potentially including development of an app-based system for use on mobile electronic devices. [ABSTRACT FROM AUTHOR]

Uncertainty of how fully automated vehicles (AVs) will interact with other road users, including vulnerable road users and other manual automated operated vehicles in towns is one major concern with introducing these vehicles. Based on Walker, Rahman, and Cave's (2001) adaptive policymaking model, this paper illustrates how the adaptive approach can be applied to trial fully automated private vehicles. Specifically, the focus is on policy elements which surround consumer acceptance and other road users' acceptability of private AVs. The State of Queensland, Australia was selected as the focus of this paper given that there are no current policies for fully AVs in this country. It is acknowledged, however, that similar frameworks may also be applied outside of Australia. This paper will also briefly discuss legislation barriers for trialling private AVs in Australia, whilst reviewing the regulations which have been introduced to overcome these barriers at an international level. It was concluded that private AV policymaking is required to be flexible in order to keep up with continued advancements in technology, both in Australia and beyond. • Case study of an adaptive approach for fully AVs in Australia and beyond. • Automated vehicle policymaking required to be flexible and adaptable to change. • Amendments to current legislation are required to facilitate on-road trials. [ABSTRACT FROM AUTHOR]

• The perception of aggression from other road and path users is a common experience for cyclists. • Most encounters (85.7%) reported were from MVDs, and most occurred on the road. • Younger, female or transport cyclists are more likely to report aggressive encounters from MVDs. • Cylists often attribute MVD aggression to internal and stable factors in the MVD. • Interventions to reduce the apparently hostile environment may be warranted. This paper examines the self-reported data from 1404 adult transport and recreational cyclists from New South Wales (Australia) on their experiences of behaviour they perceived to be intentionally aggressive in the previous week, from motor vehicle drivers (MVDs), pedestrians and other cyclists. The perception of aggression appears to be a common experience for cyclists, with about one in two cyclists reporting an aggressive encounter in the previous week. Most encounters (85.7%) were from MVDs, and most occurred on the road. After adjustment for exposure (time travelled) and environmental factors (proportion of cycling time on the road, and region in which most cycling was undertaken), younger cyclists (18–44 yrs), female cyclists and transport cyclists were more likely to report aggressive encounters from MVDs than older (60+ years), male, and recreational cyclists, respectively. The majority of cyclists who perceived aggression from a MVD attributed the behaviour to internal and stable factors in the MVD (such as an anti-cyclist, selfish or arrogant disposition or deliberately careless behaviour), followed by internal and unstable factors (such as ignorance of cyclists' rights or the road rules). These findings may have implications for initiatives by governments wishing to promote cycling. [ABSTRACT FROM AUTHOR]

Introduction: Road traffic crash (RTC) burden is typically reported using hospitalisations or fatalities, yet alternative measures such as work absence provide further insight into RTC impacts. This study aimed to quantify work absence due to compensable RTCs in Victoria, and to determine the characteristics associated with prolonged work absence.Methods: In Victoria, Australia, two systems provide income support whilst unable to work, among other benefits, to those injured during RTCs either at work (workers' compensation: WC) or elsewhere (RTC compensation). Administrative data of accepted claims between July 1 2003 and June 30, 2013 were included from working age people (15-65 years) if at least one day of income support was paid. Total time (in weeks) on income support, and hence absent from work, was calculated for each person and for each predictor (age group, sex, compensation system, length of hospital stay, injury type and road user type). Cox regression was used to determine the likelihood of prolonged work absence by predictor, presented as hazard ratios (HR) with 95% confidence intervals.Results: For 36,640 injured people, 1,121,863 weeks were compensated (median 10 weeks). Median work absence was shortest among those involved in a train/tram crash (2.9 weeks, HR:0.57[0.51-0.64]) and those with contusions/abrasions (3.7 weeks, HR:0.66[0.64,0.69]). Median work absence was longest among those with spinal cord injury (115.9 weeks, HR:1.56[1.26,1.92]) or severe acquired brain injury (129.6 weeks, HR:1.60[1.44,1.77]). Work absence likelihood increased with length of hospital stay. Median work absence was similar between compensation systems (WC: 10.1 weeks, RTC: 10.0 weeks) yet likelihood of greater work absence was higher in the RTC compensation system (HR:1.12[1.08,1.17]).Conclusions: Work absence is both a measureable and important metric for assessing the impact of RTC injury in those working at the time of injury. Work absence was at least ten weeks for more than half of all injured persons, reinforcing need for road safety, injury prevention, and return to work services. Furthermore, this study identified those most at risk of prolonged work absence, providing the opportunity to target specific individuals to develop strategies to reduce work absence, such as occupation-specific rehabilitation or graduated return to work. [ABSTRACT FROM AUTHOR]

• Cyclists are often seen as illegitimate road users who should not use roads. • Perceived (il)legitimacy was found to predict driver anger. • Legitimacy mediated effects of knowledge of rules and reckless cycling. • Drivers who cycle perceive cyclists to be legitimate and hence show less anger. • Legitimacy provides a target for intervention to reduce hostility towards cyclists. Aggression towards cyclists by other road users likely contributes to the recent decline in participation and safety of cyclists on Australian roads. In the current study we examined the role of the perceived legitimacy of cyclists as road users on driver anger towards cyclists. 273 drivers in Australia responded to an online survey assessing anger towards cyclists, perceived legitimacy of cyclists as road users, and a range of other variables theoretically related to driver anger. As predicted, legitimacy was a strong predictor of driver anger specifically towards cyclists. Legitimacy, in turn, was predicted by identification with cyclists, knowledge of road rules, and observations of reckless cycling. This study suggests that interventions designed to increase the perceived legitimacy of cyclists as road users could be an effective way to reduce aggression towards cyclists and thus increase cycling participation and safety. [ABSTRACT FROM AUTHOR]

• We applied the Cycling Anger Scale (CAS) to a cohort of Australia cyclists. • Confirmatory factor analysis confirmed the four-subscale model for the CAS. • We found that the most anger provoking situations involved interactions with cars. • Identified a significant difference between the cyclist anger and self-reported levels of cycling confidence. Over the past two decades, there has been a substantial amount of research showing the detrimental influence of trait driver anger on road safety. However, very few studies have investigated this phenomenon in more vulnerable road user groups, such as cyclists. This study administered the Cycling Anger Scale (CAS) to a sample of 636 active cyclists (who regularly ride on-road) to understand the situations that provoke anger in cyclists, and whether this anger differed according to their comfort levels with cycling. A Confirmatory Factor Analysis on the CAS showed that a four-factor solution fit the data. These were: (1) interactions with cars, (2) interactions with pedestrians, (3) interactions with other cyclists, and (4) police presence. The least anger provoking situations involved interactions with police. In contrast, the most anger provoking situations involved interactions with cars. This is likely to be due to the higher level of danger associated with collisions with motor vehicles for cyclists. Anger also differed according to levels of cycling confidence. Cyclists with higher levels of confidence generally reported lower levels of anger, particularly when interacting with cars and other cyclists. This study represents one of the few to use the CAS to measure cyclist anger and the findings align with previous applications of the CAS. Further research is warranted amongst a more diverse sample of cyclists to strengthen our understanding of cyclists' behaviours. [ABSTRACT FROM AUTHOR]

Background: This study aimed to investigate the relationship between road users' attitudes and their travel behaviors, to explore the acceptability of traffic measures for sustainable transport promotion, and to investigate predictors of intention to reduce car use.Method: Using a cross-sectional survey, 381 residents in Adelaide were interviewed via a computer-assisted telephone interviewing system. Descriptive analysis was used to describe demographic, travel behavior, and effectiveness of potential traffic measures. Attitude statements relating to transport use were factor-analyzed into four factors: “sustainable transport benefits awareness,” “traffic problems awareness,” “cycling safety concerns and car use comfort” and “public transport negative emotion.” Scores on these factors were analyzed with Spearman's correlation and logistic regression.Results: In general, “push” measures (e.g. more expensive petrol) were considered less effective than “pull” measures (e.g. cheaper public transport). “Cycling safety concerns and car use comfort” and “public transport negative emotion” factors were positively related to the annual driving distance of the participants. Both “sustainable transport benefits awareness” and “traffic problems awareness factors” were positively associated with the acceptance of measures for sustainable transport promotion. Furthermore, participants who used cars more frequently, had high sores on “cycling safety concerns and car use comfort,” and had a bachelor degree or higher would be less likely to reduce car use.Conclusion: These findings indicate the importance of increasing public awareness of traffic problems and perceived benefits of sustainable transport as a potential strategy to reduce car use. [ABSTRACT FROM AUTHOR]

This study describes motorized mobility scooter (MMS) rider-related fatalities in the older Australian population during the years 2000–2011, identified from the National Coronial Information System. Seventy-seven fatalities were identified, most aged 80 years or older (74.1%) and males predominated (76.6%). Most deaths (88.3%) resulted from collisions with motor vehicles or falling from the MMS. These findings are consistent with the reported morbidity data. Challenges to MMS case identification included lack of specification in reports to Coroners and inadequate codes. Improved specificity and coding are necessary to fully describe the extent of MMS-related injury. This study raises the issue of emerging largely unregulated consumer products. Further research is required to understand the uptake and use of MMS in the ageing population. Strategies are needed to decrease rider injuries whilst meeting community mobility needs. [ABSTRACT FROM PUBLISHER]

• Two novel approaches of transferring Multivariate Extreme value models among similar sites are proposed. • Rear-end crash frequency-by-severity prediction models are transferred. • Simple calibration of conflict thresholds of indicators is adequate for transferring peak-over threshold models. • The proposed threshold calibration approach yields more accurate and precise results than the uncalibrated model transfer approach. • Both uncalibrated and threshold calibration approaches outperform the complete re-estimation. Traffic conflict techniques represent the state-of-the-art for road safety assessments. However, the lack of research on transferability of conflict-based crash risk models, which refers to applying the developed crash risk estimation models to a set of external sites, can reduce their appeal for large-scale traffic safety evaluations. Therefore, this study investigates the transferability of multivariate peak-over threshold models for estimating crash frequency-by-severity. In particular, the study proposes two transferability approaches: (i) an uncalibrated approach involving a direct application of the uncalibrated base model to the target sites and (ii) a threshold calibration approach involving calibration of conflict thresholds of the conflict indicators. In the latter approach, the conflict thresholds of the Modified Time-To-Collision (MTTC) and Delta-V indicators were calibrated using local data from the target sites. Finally, the two transferability approaches were compared with a complete re-estimation approach where all the model parameters were estimated using local data. All three approaches were tested for a target set of signalized intersections in Southeast Queensland, Australia. Traffic movements at the target intersections were observed using video cameras for two days (12 h each day). The road user trajectories and rear-end conflicts were extracted using an automated artificial intelligence-based algorithm utilizing state-of-the-art Computer Vision methods. The base models developed in an earlier study were then transferred to the target sites using the two transferability approaches and the local data from the target sites. Results show that the threshold calibration approach provides the most accurate and precise predictions of crash frequency-by-severity for target sites. Thus, for peak-over threshold models, the threshold parameter is the most important, and its calibration improves the performance of the base models. The complete re-estimation of models for individual target sites yields inferior fits and less precise crash estimates than the two transferability approaches since they utilize fewer traffic conflict extremes in their development than the larger dataset utilized in base model development. Therefore, the study results can significantly advance the applicability of traffic conflict models for crash risk estimation at transport facilities. [ABSTRACT FROM AUTHOR]

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. [Copyright &y& Elsevier]

Abstract: Various systems for rating secondary safety of particular makes and models of vehicles have been developed internationally. These measures generally evaluate crashworthiness (the ability of the vehicle to protect its own occupants in the event of a crash) separately from aggressivity (the harm a vehicle is liable to impose on other road users into which it crashes). This paper describes an approach using Australian and New Zealand data that combines these two facets of secondary safety into one ‘Total Secondary Safety Index’ estimated from real world crash outcomes. The Index estimates the risk of death or serious injury to all key road users in crashes involving light passenger vehicles across the full range of crash types. This paper describes the rationale and method for producing this Index, together with some estimates for common Australian and New Zealand makes and models of light passenger vehicles. [Copyright &y& Elsevier]

The performance of Australia’s unbound granular pavements with a wearing surface of stone aggregate embedded in a thin bituminous binder seal is highly dependent on maintaining a serviceable surface for the road users. Experimental pavement deterioration data gathered by means of accelerated load testing (ALT) was used to estimate relative performance factors for cumulative rutting and roughness deterioration for various surface maintenance treatments. The ALT experiments were on various surface treatments over separate test pavements undertaken in an enclosure to control the environment, which was either dry or continuously wet. The experimental deterioration data was also used to establish the limit of gradual pavement deterioration prior to the onset of rapid deterioration. The relative performance factors can be applied to the observed deterioration of given surface treatments to develop network level road deterioration (RD) models that predict the influence of various surface treatments on deterioration. Several long term pavement performance studies, including a study directed specifically at maintenance treatments, have collected observational data for the purpose of network level RD model development. [ABSTRACT FROM AUTHOR]

• 1094 cyclists from Australia, China and Colombia completed the CBQ survey. • Cyclists reported more frequent positive behaviours than risky behaviours. • Australian cyclists reported more positive behaviours and fewer violations. • Males and younger cyclists had more risky behaviours and more crashes. • Cyclists who rode more often reported more frequent risky riding. Cyclists are vulnerable road users and face disproportionately high rates of road trauma, especially in low- and middle-income countries. Behaviour of road users is a system outcome, and thus studying cyclist behaviours can identify problems in the whole road transport system and assist in generating long-lasting, cost-effective solutions to promote cyclist safety. This study aims to investigate the similarities and disparities of cycling behaviour among countries with different income levels and cycling prevalence, and the relationships among cyclist demographic characteristics, behaviours and crash involvement. It applies the Cycling Behaviour Questionnaire (CBQ) to measure the behaviour of cyclists in three countries: Australia (high-income, emerging cycling country), China (mid-income, traditional cycling country) and Colombia (low-income, emerging cycling country). A total of 1094 cyclists (Australia 347, China 368, and Colombia 379) with a mean age of 31.8 years completed the online questionnaire. Confirmatory Factor Analysis was used to examine the factorial structure of the CBQ. The results showed that the three-factor CBQ (i.e., Traffic Violations, Errors and Positive Behaviours) had a stable and uniform factorial structure across all three countries. Cyclists reported more frequent positive behaviours than risky behaviours across all three countries. The Australian cyclists reported more positive behaviours and fewer violations than cyclists from the other countries, which is likely to reflect the road environment, policy and enforcement differences. Male cyclists tended to engage in more risky riding than females and reported more crash involvement. Older cyclists reported less risky riding and less involvement in crashes than younger cyclists. Cyclists who rode more often reported more frequent risky riding. The study helps understand the prevalence of risky/positive cyclist behaviours among countries and provides insights for developing systematic countermeasures to improve cycling environment and cyclist safety. [ABSTRACT FROM AUTHOR]

Objectives: The objectives of this study were to identify the prevalence of pre-crash factors that were present in fatal road transport crashes for the deceased and counterpart road user.Methods: The study is a retrospective population-based case series study of transport-related deaths reported to coroners in Australia from 2013 to 2016. Data was extracted from the National Coronial Information System.Results: In total, 6,137 fatality crashes occurred during the study period. Police reports were available for 5,523 crashes (89.9%). The most frequently reported pre-crash factors reported behaviour specifically drivers (e.g., driving without a license or while license was disqualified). Presence of intoxicating substances were also reported in the deceased and counterparts. Analyses of toxicology reports are continuing to determine if rates are comparable to level of use in community.Conclusions: Coronial report provide detailed information that may be pertinent to understanding and potentially preventing crashes. Also emerging from the data is the extent of pre-crash factors that relate to illegal or deviant behavior and whether these are contextual or contributory factors. [ABSTRACT FROM AUTHOR]