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OBJECTIVE Evaluate injury patterns from wheeled recreational devices (WRD) in the public space and explore risk factors for hospital admission. METHOD A cross-sectional analysis of WRD injury prevalence and risk factors for hospital admissions was conducted using data from the Queensland Injury Surveillance Unit (QISU) database for 2007 to 2017. Descriptive statistics and a log-binomial regression model were used to calculate adjusted relative risk for hospital admission. RESULTS Most WRD injury in the public space was related to stand-alone WRD injury events such as falls, with few reported WRD users being hit by vehicles from 2007 to 2017. Stand-alone WRD injury events had a higher independent risk of hospital admissions when injured in the head/neck/face (RR 2.08, 95%CI 1.6 to 2.8, p

Equal access to safe transport is increasingly conceptualised as a fundamental right for women, with demonstrated impact on health outcomes, social and economic mobility, and societal participation. This study analysed qualitative and quantitative data to examine travel patterns and experiences among 200 women (aged between 18-64 years) using paid transport for work or educational purposes in Bangladesh. Results showed that the women faced multiple threats to their safety, including gender-based violence, harassment and crime, and traffic and non-traffic injury and that the use of paid transport was associated with high levels of anxiety and fear. Despite these circumstances, the women were captive travellers, forced to make transport choices based on price, availability, and ease of travel rather than safety. Unable to choose safe transports, the women attempted to mitigate risks by changing their travel pattern and behaviour, and by restricted their travel frequency. These findings are discussed within the context of women’s rights and mobility justice.

The numerous advantages of driving simulators make them a useful research tool. However, validation studies need to be conducted before extrapolating driving simulator results from the laboratory to a real-world driving environment. In this study, validation of mean speeds on curves obtained in a driving simulator was performed by monitoring speed on corresponding real-world curves. A mountainous two-lane rural road in Iran was simulated and the driving speeds of 30 participants were collected at the beginning, middle and end of five curves in the simulator. The driving speeds of 40 different participants were also measured at specified points of five curves in the real road using a radar gun. The curves studied included a horizontal curve on a positive grade, three combined crest curves and one combined sag curve. The results of bilateral z-tests indicated that both experiments belonged to the same population and independent t-tests indicated equality of variances for all curves. In most curves, except the combined crest curve with a radius of 300 m, the mean speeds in the driving simulator were higher than the real-road condition. The trends in speed variation from the beginning to the end of the curve were similar in both experiments.

Poor conspicuity increases the risk of cyclists and pedestrians being involved in collisions with vehicles under low light conditions. Retroreflective strips in biomotion configuration significantl...

Cambodia has one of the highest road crash rates amongst low-and middle-income countries (LMICs), with speeding a major contributor. Best practice speed management has been promoted internationally, and transfer of knowledge and best practices from high income countries (HICs) to LMICs has been recommended. However there is a need to take account of the physical, social and political environment of the LMIC concerned. The aims of this study were to analyse the context of speed management in Cambodia using the Road Safety Space Model (RSSM), and to recommend how best practice speed management could be implemented. Secondary sources were reviewed, and semi-structured interviews were conducted with 13 key informants with professional experience in speed management and enforcement in Cambodia. The interviews were recorded, transcribed, translated and thematic analysis was undertaken. The findings were interpreted using RSSM, within the categories of economic, institutional and social/cultural factors. Although there are Cambodian government initiatives to address speeding issues, many challenges were revealed. Recommendations are made, aligned with best practice recommendations for speed management. They include establishment of a functional road hierarchy and a review of provisions for different road users; a move away from the current complex vehicle-based speed limit scheme; improved databases to support enforcement, monitoring and evaluation; a review of current legislation and practices around fines and implementation of the licence points system; improvement of the spatial and temporal coverage of enforcement; public education to support enforcement; workplace safety measures to address speeding; and better coordination and funding across government agencies.

Distracted driving is one of the most prevalent risky behaviours worldwide. Research has highlighted that current approaches to distracted driving based on education and police enforcement have shown low effectiveness. Smartphone applications to reduce distracted driving are an emerging technology with the potential to prevent road crashes. However, recent evidence has shown that the adoption of these applications has been limited. A qualitative study was carried out to investigate the acceptability of smartphone applications that are designed to prevent distracted driving. A total of 35 drivers (57% females) aged 19–44 years (Mean = 28.43) participated in interviews which explored acceptability constructs for in-vehicle intelligent technology as defined by Regan et al. (2012): usefulness, usability, effectiveness, social acceptability, affordability, and willingness to use the application functions. Generally, drivers perceived that these applications have the potential to increase safety and reduce voluntary and involuntary mobile phone interactions while driving. Nonetheless, it was also found that drivers want to retain some of the functionalities of their mobile phone, such as music playing applications, accessing GPS/maps and being able to interact with certain groups of people through their phones while driving. Finally, barriers to the uptake of the applications among drivers who use their mobile phone while driving are discussed. A frequent barrier that needs to be overcome is the perceived need and pressure to respond to their phone while driving to communicate for work purposes or with people with strong social ties to the driver, for example, a parent or spouse.

This paper presents aspects of policy and practice observed in low and middle-income countries (LMICs) and the lessons which can be learned from these and similar initiatives. The role of non-government organisations in capacity building programs and advocacy is identified as a strong foundation for road safety reform. Political will is discussed as a critical component of reform together with the need for a holistic approach to ensure sustainability. The requirement for a strong evidence-base to support evaluation is discussed and the need to ensure strong governance over law enforcement is profiled. Good practice programs are described as well as the importance of harnessing the enthusiasm and dedication of youth in developing and championing initiatives for safer community outcomes. While the lack of resources and financial support may appear as an impediment to some, if viewed as a surmountable challenge, safety outcomes can be achieved. The findings demonstrate that there is a rich environment in LMICs from which to source and undertake key and critical research to stimulate continuous road safety improvement especially in those countries where road trauma remains at a comparatively high level.

The present study investigates the impact of different sources of task complexity such as driving demands and secondary task demands on driver behaviour. Although much research has been dedicated to understanding the impact of secondary task demands or specific road traffic environments on driving performance, there is little information on how drivers adapt their behaviour to their combined presence. This paper aims to describe driver behaviour while negotiating different sources of task complexity, including mobile phone use while driving (i.e., calling and texting) and different road environments (i.e., straight segments, curves, hills, tunnels, and curves on hills). A driving simulator experiment was conducted to explore the effects of different road scenarios and different types of distraction while driving. The collected data was used to estimate driving behaviour through a Generalized Linear Mixed Model (GLMM) with repeated measures. The analysis was divided into two phases. Phase one aimed to evaluate driver performance under the presence and absence of pedestrians and oncoming traffic, different lanes width and different types of distraction. The second phase analysed driver behaviour when driving through different road geometries and lane widths and under different types of distraction. The results of the experiment indicated that drivers are likely to overcorrect position in the vehicle lane in the presence of pedestrians and oncoming traffic. The effect of road geometry on driver behaviour was found to be greater than the effect of mobile phone distraction. Curved roads and hills were found to influence preferred speeds and lateral position the most. The results of this investigation also show that drivers under visual-manual distraction had a higher standard deviation of speed and lateral position compared to the cognitive distraction and the non-distraction condition.

Background: The current levels of air pollution in European countries reduces life expectancy by an average of 8 months. People who actively travel by walking have a higher level of exposure to air pollution than those who use motor vehicles or electric buses. Some routes have higher air pollution levels than others, but little is known about pollution-aware route choice and intentions to actively avoid walking near polluted roads. An improved understanding of how air pollution influences intentions to walk or avoid polluted routes can inform interventions to decrease exposure. The present investigation has three aims: (1) compare experiences walking near roads with high levels of air pollution across countries; (2) identify groups of countries based on perceptions of air quality; and (3) examine how pedestrians develop their intentions of avoiding pollution using the extended TPB (demographics, social norms, attitudes, perceived control, and perceived risk).Methods: A cross-sectional design was applied. Pedestrians were asked about their experiences walking near roads with high levels of air pollution. To identify groups of countries with different levels of air pollution, a cluster analysis was implemented based on the perceptions of air quality. Finally, regressions were used to predict pedestrians’ intentions to avoid polluted roads per country group using the extended TPB.Results: 6180 respondents (Age M(SD)= 29.4(14.2); Males= 39.2%) ranging from 12.6% from Russia to 2.2% from Finland completed the questionnaire. The proportion of participants who reported never walking near air polluted roads was 12.4% (from 3% in Brazil to 54% in Japan). Seven groups of countries were identified using perceptions of air quality: G1(Japan, Mexico, Colombia, Turkey, Malaysia & Brazil), G2(Spain, Romania & Czechia), G3(Chile, Russia & Peru), G4(China), G5(Australia), G6(Finland), and G7(Portugal). Participants in China (G4) and Australia (G5) reported the worst and best air quality respectively. Across all countries, intentions to avoid polluted roads were associated with perceptions of risk. TPB-psychosocial factors such as social norms and perceived behavioural control also influenced intention in most groups. Favourable TPB-beliefs and low perceived risk increase intentions to avoid polluted routes.Conclusions: The willingness of pedestrians to walk on or near roads with high levels of air pollution differs significantly among countries in this study. Countries can be grouped based on their perceived air quality. Perceived risk was the only common predictor of intention to avoid polluted routes across the different groups of countries.

Alcohol is a global risk factor for road trauma. Although drink driving has received most of the scholarly attention, there is growing evidence of the risks of alcohol-impaired walking. Alcohol-impaired pedestrians are over-represented in fatal crashes compared to non-impaired pedestrians. Additionally, empirical evidence shows that alcohol intoxication impairs road-crossing judgements. Besides some limited early research, much is unknown about the global prevalence and determinants of alcohol-impaired walking. Understanding alcohol-impaired walking will support health promotion initiatives and injury prevention. The present investigation has three aims: (1) compare the prevalence of alcohol-impaired walking across countries; (2) identify international groups of pedestrians based on psychosocial factors (i.e., Theory of Planned Behaviour (TPB) and perceptions of risk); and (3) investigate how segments of pedestrians form their intention for alcohol-impaired walking using the extended TPB (i.e. subjective norm, attitudes, perceived control, and perceived risk). A cross-sectional design was applied. The target behaviour question was “have you been a pedestrian when your thinking or physical ability (balance/strength) is affected by alcohol?” to ensure comparability across countries. Cluster analysis based on the extended TPB was used to identify groups of countries. Finally, regressions were used to predict pedestrians’ intentions per group. A total of 6,166 respondents (Age M(SD) = 29.4 (14.2); Males = 39.2%) completed the questionnaire, ranging from 12.6% from Russia to 2.2% from Finland. The proportion of participants who reported never engaging in alcohol-impaired walking in the last three months ranged from 30.1% (Spain) to 83.1% (Turkey). Four groups of countries were identified: group-1 (Czech Republic, Spain, and Australia), group-2 (Russia and Finland), group-3 (Japan), and group-4 (final ten countries including Colombia, China, and Romania). Pedestrian intentions to engage in alcohol- impaired walking are predicted by perceptions of risk and TPB-psychosocial factors in group-1 and group-4. Favourable TPB-beliefs and low perceived risk increased alcohol-impaired walking intentions. Conversely, subjective norms were not significant in group-2 and only perceived risk predicted intention in group-3. The willingness of pedestrians to walk when alcohol-impaired differs significantly across the countries in this study. Perceived risk was the only common predictor among the 16 countries.

Mobile phone distracted driving has been identified as a significant contributor to road trauma. The use of voluntary smartphone applications (or mobile phone functions) which are designed to prevent certain phone behaviours while driving is an emerging countermeasure for distracted driving. Despite the potential for voluntary smartphone applications to reduce crashes associated with mobile phone distracted driving, there has been limited research assessing how effective these applications are in reducing mobile phone use while driving, and the perceived acceptance of such applications. The overall aim of this study is to investigate factors that influence the use of voluntary smartphone applications to reduce the distraction associated with mobile phone use while driving. A total of 712 drivers from Australia participated in an online questionnaire about their preferences and opinions regarding smartphone applications to prevent mobile phone distracted driving. Statistical analyses including a random-effects logistic regression model were conducted to analyse the impact of the application functions on the participants’ willingness to install and activate the application. The willingness of participants to install and activate a mobile phone app was determined by the facility to disable visual-manual tasks and notifications and allow hands-free conversations. The facility to set up automatic responses to inform contacts that they are driving was also important. Females were significantly more likely to install and activate the app. Preferred functions included the blocking of visual-manual interactions such as texting and browsing but allowing applications that support driving such as GPS and Bluetooth. Participants also wanted to retain the ability to use music-playing functions. The ability to give commands to the phone exclusively through audio using a hands-free device or Bluetooth was also favoured. Some age-related differences were evident when examining preferred functions. Overall, findings suggest that the use of app-based technology is a potential intervention opportunity to reduce exposure to high-risk behaviours among motorists and particularly young drivers.

Mobile phone use while driving is a pervasive problem that continues to increase, notwithstanding the large crash risk this behaviour constitutes. A number of phone applications have been developed with the intention of utilising the technology to prevent dangerous phone behaviours while driving. Despite the potential these applications have in preventing crashes associated with distracted driving, research is yet to explore these emergent applications. Therefore, this study provided a review of the current smartphone applications developed to prevent distracted driving. A content analysis was conducted to identify the smartphone applications targeted at stopping, preventing or reducing phone use behaviour while driving. Their functionality was determined based on the ecosystem of smartphone applications: application-mobile phone interaction, application-driver interaction, and application-context interaction. A total of 29 relevant applications in English language were identified. Most of these applications focused on blocking specific phone functions (e.g. texting or calling) while allowing more desirable driving phone functions to be accessed (e.g. music applications and GPS functions). The specific functions which are blocked or allowed varied greatly between applications. Out of the different application interactions, the function which sends an automatic text message to a contact who texts the driver (associated with external communicator interactions) was the most common feature. A major limitation of the applications was their reliance on blocking specific phone functions as opposed to managing workload while driving or simplifying specific phone tasks to be more compatible with driving. Simply blocking phone functions may not be attractive to drivers who view their phone as a necessity. As such, these drivers are unlikely to use these voluntary applications at all while driving. Smartphone applications designed to prevent phone use while driving show potential for playing a large role in a systemic intervention to prevent mobile phone distracted driving, yet there is a substantial need for further development of these applications.

The adaptive behaviour of mobile phone distracted drivers has been a topic of much discussion in the recent literature, but the mechanisms of behavioural adaptation are still unclear. This study investigated the influence of driving demands, secondary task characteristics, and personal characteristics on behavioural adaptation of mobile phone distracted drivers. In particular, distracted drivers' self-regulation at strategic, tactical, and operational levels was investigated through a driving simulator experiment. In a high-fidelity driving simulator, participants driving through various driving conditions (e.g. interactions with pedestrian crossings, signalized intersections, merging ramps, roundabouts, etc.) needed to decide where and how to perform the following four mobile phone tasks: (a) ring a doctor and cancel an appointment, (b) text a friend and tell him/her that the participant will be arriving 10 min late, (c) share the doctor's phone number with a friend, and (d) take a 'selfie'. At a strategic level, the decision to pull over was modelled as a function of self-reported personal/attitudinal characteristics with a logistic regression model. Similarly, tactical self-regulation (decision to engage in a task while driving in a specific situation) and operational self-regulation (decision to temporarily stop the mobile phone task) were modelled as a function of driving demands and personal/attitudinal characteristics using a random-effects logistic regression model, which accounts for correlations resulting from multiple observations of a driver. Results suggest that tactical self-regulation is more common among distracted drivers followed by operational and strategic self-regulation. Personal beliefs regarding how safe it is to use the mobile phone for texting/browsing while driving were predictors of self-regulation for all levels. Drivers were observed to use the mobile phone more when the driving demands are low, e.g. while stopped at an intersection. This research suggests that distracted drivers engage in various levels of self-regulation, and future research could be focused on further theoretical refinement and development of technology-based interventions.

The main objective of this study was to establish the blood alcohol concentrations (BACs) of bar patrons relative to the legal (BAC) limit for Ghana and the international guideline on alcohol consumption.A cross-sectional study design and a convenience sampling technique were used to collect data at selected bars in 2 cities, namely; Bolgatanga and Wa, in northern Ghana. A breathalyzer was used to measure the breath alcohol concentrations of participants exiting bars and face-to-face questionnaires were administered to participants to capture their accident histories, alcohol consumption patterns, and modes of transport they usually use to travel to their next destination after alcohol consumption.The mean BAC of bar patrons was 0.143 ± 0.096% (95% confidence interval, 0.127 to 0.160%). The mean BAC of males (0.156%) was significantly higher than the mean BAC of females (0.103%; p = 0.004). Sixty-two percent of participants were exiting the bars with BACs of more than the legal BAC limit and 44% of this proportion was at 0.150% or more. Fifty-one percent of participants indicated that they usually consume a mixture of alcoholic beverages consisting of homemade and factory-made drinks. Fifty-seven percent of participants who usually consume a mixture of drinks had BACs of 0.150% or above. Only 22% of females and 6% of males consume alcohol within their respective recommended low risk of 1 to 2 units and 1 to 4 units, respectively. A vast majority of participants (96%) reported that they usually engage in risky behaviors such as riding, walking, or driving to their next destination after consuming alcohol.Motorists were more likely to exit the bars with very high BACs. It is recommended that police should enforce the BAC law. In addition, in order to prevent harmful use of alcohol, the introduction of an alcohol consumption guideline in Ghana is recommended. Because alcohol consumption is increasing currently with motorization, it is also necessary to educate alcohol users about the number of drinks required to stay below the legal limit if they are motorists as well as other road users or to prevent long-term illnesses associated with excessive alcohol use.

Background Wheeled recreational vehicles (WRV) are becoming a popular transportation choice among younger commuters. While users of WRV such as skateboards, scooters, and roller-blades are legally regarded as pedestrians in some jurisdictions, injuries occurring due to the use of these devices are not often classified as pedestrian injuries unless a motor vehicle is involved. Methods We seek to describe non-vehicle WRV accidental injury when used in public roads and footpaths. We retrospectively reviewed data from the Queensland Injury Surveillance Unit (QISU) for calendar years 2008–2017. Results There was a total of 1922 non-intentional WRV single events occurring in the traffic environment treated in emergency departments. The mean age of the injured was 13 (SD = 7) with 99% of the events been a fall. Males (73%) were most commonly injured and the trauma most frequently occurred on weekdays (60%) compare to weekends (40%). Upper extremity (54%) and the head (16%) was the most common injured body part while fractures (40%) and sprain-strains (21%) were the most common type of injury. Brain Injury was found to be an important risk factor for hospital admissions. Conclusions Head and brain injuries due to WRV non-vehicle injury could be an important contributor to considerable health care costs and long-term disabilities for young Queenslanders. Learning Outcomes The findings support a revision of Queensland legislation currently not requiring WRV helmet use in the traffic environment.

Background Older pedestrians 60+ (OP) have worse health outcomes due to pedestrian trauma. There is no available systematic evaluation of OP injury outcomes. This becomes increasingly important as the global population ages. We conducted a systematic review, meta-analysis and GRADE assessment of OP injury severity and compare them with those of younger age groups. Methods We searched PubMed, Embase, Scopus, CINAHL, PsycInfo, AMED, Web of Science, LILACS and TRID to identify studies assessing OP crashes and falls. Reporting was evaluated using STROBE, and GRADE was used to assess evidence quality. Random-effect model meta-analysis served to obtain pooled estimates. The review is registered in PROSPERO(#CRD42019140786). Results We included 60 studies (1,012,041 pedestrians). The pooled incidence proportion of OP crashes was 25% (95% CI: 22.3 – 28.5). OP were found to have higher severe injury, more critical care admissions, and higher fatality than younger pedestrians. OP also have higher incidence rates and severe injury from pedestrian falls. The overall quality of the evidence supporting the findings was low. Conclusions OP risks may offset some of the health gains from active ageing strategies, especially for developing economies with high numbers of vulnerable road users and with rapid population ageing. Learning Outcomes There is a need for research to improve the quality of evidence in regard to short and medium-term health outcomes and address long-term health outcomes for OP trauma.

Rural highways are an important component of highway networks in developing countries. The high fatality rates of single-vehicle crashes in these highways recently attracted increasing attention. Given that most studies on the factors that affect the severity of single-vehicle crashes in rural highways were conducted in developing countries, the present study investigated this issue in a Chinese setting by analyzing the single-vehicle crash data of rural highways in Anhui Province, China from 2014 to 2017. First, in consideration of the unobserved heterogeneity of crash data, a method that combines latent class analysis (LCA) and binary logistic regression (BLR), which is called LC-BLR, was applied to identify the significant factors that affect the severity of single-vehicle crashes in rural highways. Second, the goodness-of-fit and prediction accuracy of the LC-BLR model and the BLR model were compared. Results revealed that the performance of the former was more satisfactory than that of the latter. Finally, countermeasures were proposed based on the analysis of the main factors that affect each sub-class crash in the LC-BLR model. The LC-BLR model results indicated that collision typewas significant in all three sub-class models considered in the analysis, but the effects on crash severity varied. Several variables (e.g., driving license state, time of week, driver age) demonstrated a significant effect in a specific sub-class model, thereby indicating that these factors were only effective in mitigating the crash severity of one sub-class. The findings of this study can facilitate the development of cost-effective policies or countermeasures for reducing the severity of single-vehicle crashes in rural highways.

With the development and maturation of vehicle-based data acquisition technology, in-vehicle data is increasingly being used to explore road safety. This paper reports on research that analyzed the real-time tire force data (kinetic response) obtained from vehicle kinetic experiments, and constructed a new approach for identifying the high-risk of crashes on freeway segments with horizontal curvature. First, the road was divided into 1km units. Then, taking into account the characteristics of freeway alignment, each segment with horizontal curve was selected as the object of subsequent analysis. Automotive instrumentation was used to obtain a measure of tire force in the course of normal driving. The entire data set was preprocessed according to rate of change and the density of the data was reduced. By defining the outliers of the kinetic data and conducting factor analysis, two representative crash risk indicators of longitudinal and lateral stability were obtained. Negative binomial regression model (NBR model) and random effects negative binomial regression model (RENBR model) were constructed and jointly applied based on the new indicators to predict the risk value of horizontal curve segments. The method showed good prediction performance (71.8 %) for high-risk road segments with design flaws, but the predicted effect for low-risk road segments was not ideal. This study not only illustrated the effectiveness of in-vehicle data in assessing road crash risk by coupling multiple kinetic parameters, but also provided support for freeway safety research using surrogate measures of risk when there is a lack of crash statistics.

Pedestrians and cyclists are at significant risk of being killed as a result of a collision with a vehicle at night-time because of their poor conspicuity. Retroreflective strips positioned on the moveable joints, in a biological motion configuration (biomotion), greatly enhance the night-time conspicuity of pedestrians and cyclists, but it is not clear how widely this strategy is adopted among those running and cycling under low light levels (dawn and dusk or at night). This study explored runners’ and cyclists’ beliefs about their own conspicuity, and the strategies they use to increase their conspicuity and safety under low light levels. Nine focus groups involving 50 participants (mean age = 39.5 ± 13.9 years) were held with individuals who ran and/or cycled under low light conditions or at night-time. The strategies that participants used to increase their conspicuity and enhance their personal safety, and the importance they placed on increased conspicuity to other road users at night was explored. Data were analysed thematically, with two main themes identified. Strategies describes the different approaches used to increase conspicuity when running or cycling in low light, some of which are ineffective. Importance describes how conspicuity relates to other considerations that influence cyclists and runners. While they may believe that conspicuity is essential for their safety, they may compromise their own conspicuity by prioritising style or comfort, or because they believe that being more conspicuous is of limited value because it cannot compensate for the behaviour of other road users. In summary, cyclists and runners are largely unaware of effective strategies to increase their night-time conspicuity, particularly the use of biomotion reflective strips. Garment manufacturers should ensure that conspicuity features (with supporting educative product information on labels) are incorporated into cyclists’ and runners’ clothing or accessories to improve wearer conspicuity and hence safety in low light conditions.

Motor vehicle training demand in China is beginning to change. Traditional forecasting methods are unable to adapt to the changing context and therefore cannot correctly predict the future trend. This paper (i) provides an analysis of the characteristics of driver training demand in China and (ii) proposes a new forecasting method based on an S-curve and saturation theory. A case study of small car driver training volume in the city of Huai’an is used as an example to validate this method and compare its predictive value with the traditional method. The traditional method shows continued growth in demand, while the new model indicates a turning point following which demand declines. Given the conditions applying in 2013, the new method provides a more accurate match with the actual situation.

In Tanzania in 2014, 3,760 people were killed on the roads, and 14,530 were injured (Tanzania Traffic Police, 2015). One barrier to addressing this problem is the fatalistic belief, common in Africa, that a road crash happens ‘because it has to happen’. However, another possible reason is a lack of knowledge about sources of risk when using the road. The purpose of this research was to test a traffic psychology training program designed to improve risk perception regarding road use among school children in a rural area in Tanzania. 211 Students at a school in the Arusha region of Tanzania received a 2-hour lesson developed and conducted by a traffic psychologist about road safety. The effectiveness of training in improving risk perception was measured through a Static Hazard Perception Task (SHPT) administered pre and post lesson. Results show that students identified a higher average number of hazards in the SHPT after the training than before. Notwithstanding limitations of the research, the results strongly suggest that applying a traffic psychology approach to road safety education fostered reflection in the students, about their experiences as road users. Implications for more effective road safety education in Africa are discussed.

Mobile phone distracted driving is a major risk factor for crashes. However, this behaviour has been increasing in recent years. Effective enforcement of mobile phone bans while driving faces several obstacles; as such, it is important to consider additional countermeasures. Applications designed to prevent distracted driving are a promising solution, yet more research is needed that examines their effectiveness in reducing dangerous phone use while driving behaviours. Additionally, these applications are voluntary in nature; therefore, an understanding of drivers’ perceptions of the applications is necessary to determine how to improve uptake. A mixed methods design was utilised to examine these factors in a comprehensive manner. A total of 40 participants used the smartphone application “Do Not Disturb While Driving” for iOS phone operating systems or “Android Auto” for Android phone operating systems for approximately one week and completed three diary entries reporting on their experience. Two questionnaires that examined phone use while driving behaviours were also administered to participants; one before and one after completing the study. The quantitative results found that engagement in 1) visual-manual, 2) cognitive-auditory and 3) music mobile phone interactions significantly decreased while using the application. Distraction engagement and mental workload while driving also significantly decreased while using the application. The qualitative results identified a number of areas of improvement that need to be addressed, e.g. activation of the application and Bluetooth connection reliability. The features that required improvement presented an obstacle for effective use of the applications, and in some cases resulted in drivers deciding to stop using the application. Positive perceptions of the application were associated with the experiences of the application functioning appropriately and activating automatically. These results show that applications designed for voluntary use to prevent mobile phone distracted driving are a promising countermeasure, although current applications require several improvements.

This study investigated how situational characteristics typically encountered in the transport system influence drivers’ perceived likelihood of engaging in mobile phone multitasking. The impacts of mobile phone tasks, perceived environmental complexity/risk, and driver’s individual differences were evaluated as relevant individual predictors within the behavioural adaptation framework. An innovative questionnaire, which includes randomized textual and visual scenarios, was administered to collect data from a sample of 447 drivers in South East Queensland-Australia (66% female; n = 296). The likelihood of engaging in a mobile phone task across various scenarios was modelled by a random parameters ordered probit model. Results indicated that drivers who are female, are frequent users of phones for texting/answering calls, have negative attitudes towards safety, and are highly disinhibited were more likely to report stronger intentions of engaging in mobile phone multitasking. However, more years with a valid driving license, self-efficacy towards self-regulation in demanding traffic conditions and police enforcement, texting tasks, and demanding traffic conditions were negatively related to self-reported likelihood of mobile phone multitasking. The unobserved heterogeneity warned of riskier groups among female drivers and participants who need a lot of convincing to believe that multitasking while driving is dangerous. This research concludes that behavioural adaptation theory is a robust framework explaining self-regulation of distracted drivers.

Electric bicycles (EBs) are increasingly popular around the world. In April 2014, EB ownership in China reached 181 million. While some aspects of the impact of EBs have been studied, most of the literature analyzing the cost of EBs has been conducted from the buyer's point of view and the perspective of social cost has not been covered, which is therefore the focus of this paper. From the consumer's point of view, only the costs paid from purchase until retirement are included in the cost of EBs, i.e., the EB acquisition cost, battery replacement cost, charging cost, and repair and maintenance cost are included. Considered from the perspective of the social cost (including impact on the environment), costs that are not paid directly by consumers should also be included in the cost of EBs, i.e., the lead-acid battery scrap processing cost, the cost of pollution caused by wastewater, and the traffic-related costs. Data are obtained from secondary sources and surveys, and calculations demonstrate that in the life cycle of an EB, the consumer cost is 6386.2 CNY, the social cost is 10,771.2 CNY, and the ratio of consumer to social cost is 1:1.69. By comparison, the ratio for motor vehicles is 1:1.06, so that the share of the life cycle cost of EBs that is not borne by the consumer is much higher than that for motor vehicles, which needs to be addressed.

ObjectiveMotor vehicle overloading is correlated with the possibility of road crash occurrence and severity. Although overloading of motor vehicles is pervasive in developing nations, few empirical analyses have been performed on factors that might influence the occurrence of overloading. This study aims to address this shortcoming by seeking evidence from several years of crash data from Guangdong province, China.MethodsData on overloading and other factors are extracted for crash-involved vehicles from traffic crash records for 2006–2010 provided by the Traffic Management Bureau in Guangdong province. Logistic regression is applied to identify risk factors for overloading in crash-involved vehicles and within these crashes to identify factors contributing to greater crash severity. Driver, vehicle, road and environmental characteristics and violation types are considered in the regression models. In addition to the basic logistic models, association analysis is employed to identify the potential interactions among different risk factors during fitting the logistic models of overloading and severity.ResultsCrash-involved vehicles driven by males from rural households and in an unsafe condition are more likely to be overloaded and to be involved in higher severity overloaded vehicle crashes. If overloaded vehicles speed, the risk of severe traffic crash casualties increases. Young drivers (aged under 25 years) in mountainous areas are more likely to be involved in higher severity overloaded vehicle crashes.ConclusionsThis study identifies several factors associated with overloading in crash-involved vehicles and with higher severity overloading crashes and provides an important reference for future research on those specific risk factors.

Introduction Studies have shown that perceived security discourages pedestrians from walking, which in turn reduces physical activities and associated health benefits. However, there is a dearth of research about what elements of the built environment contribute to perceived security among pedestrians and, in particular, how the perception varies amongst women and amongst men in suburban environments. The present study aims to address this gap in the literature. Methods A range of scenarios (i.e. more/less diversity of land use, presence/absence of trees) were presented in an online experiment to 995 participants in Brisbane (Australia). Participants reported their perceptions of being assaulted/robbed/harassed in each scenario. Random effects ordered probit models were estimated for men and women to identify the association between perceived security and built environment factors, controlling for other confounders such as age and attitudes. Results Women have a higher perceived risk of being assaulted/robbed/harassed compared with men in all scenarios tested in the present study. Importantly, the results indicated that while residential, commercial, and mixed land use provide a sense of security for pedestrians compared to vacant land, the effect was larger for women compared to men. There were no significant differences between vacant and recreational land use in terms of perceived security. At night, pedestrians perceived suburban environments as insecure, and the change in the level of security was higher for women than men. Also, night time security varied over different land-use types between men and women. Conclusions The findings suggest that targeted urban design practices (e.g., functional use of vacant land, increasing diversity of land use, adequate street lights) could be used to improve perceived security and also reduce gender inequality in security perceptions. In turn, improved perceptions of security can help to increase walking as a mode of transport.

Introduction Walking is a healthy, environmentally sustainable, and economically profitable transportation strategy for citizens and governments. Despite these benefits, it is also important to understand, and to inform health professionals, policymakers, and public infrastructure planners about, the preventable injury potential of walking in the transportation system and the distribution of injury by gender and age. This is especially important for non-vehicle pedestrian trauma, given that is more prevalent and there is less information available about its injury outcomes in comparison to pedestrian injury caused by vehicle collisions. Method A retrospective cohort study, and cross-sectional bivariate and multivariate analyses of non-vehicle pedestrian trauma in the traffic environment (NVPTE) were conducted. Relative risks (RR) of the incidence of injury and prevalence of injury outcomes by age and gender were calculated using data collected by the Queensland Injury Surveillance Unit (QISU) in Australia. Results Pedestrians aged 60+ have a consistently higher risk of NVPTE incidence when compared with pedestrians aged Conclusion Promoting walking for transport requires the incorporation of prevention strategies that consider key differences in injury outcomes. Clinical fall risk assessments and protective pedestrian infrastructure could play an important role in reducing the health and economic burden of pedestrian falls to the health system.

Background Road traffic injuries (RTIs) are a serious epidemic that claims more than a million lives across the globe each year. The burden of RTIs is particularly pronounced in Africa and other low- and middle-income countries. The unfavorable disparity of the burden of road trauma in the world is largely attributable to unsafe vehicles, lack of appropriate road infrastructure, and the predominance of vulnerable road users (VRUs) in developing countries. However, little research exists in northern Ghana to highlight the scale and risk of death among road users. Objective The objective of this research was to establish the relative risk of death among road users in northern Ghana. Methods Crash data from police reports between 2007 and 2011 were analyzed for the Upper Regions of Ghana. Conditional probabilities and multivariable logistic regression techniques were used to report proportions and adjusted odds ratios (AORs), respectively. Results Generally, crashes in northern Ghana were extremely severe; that is, 35% of all injury related collisions were fatal. The proportion of fatal casualties ranged between 21% among victims of sideswipe collisions and 41% among pedestrians and victims of rear-end collisions. Though males were 6 times more likely to die than females overall, females were more likely to die as pedestrians (90% of all female casualty deaths) and males were more likely to die as riders/drivers (78% of all male casualty deaths). Pedestrians were 3 times more likely to die (odds ratio [OR] = 3.1; 95% confidence interval [CI], 2.4 to 4.1) compared with drivers/riders. Compared with drivers, the odds of death among cyclists was about 4 times higher (AOR = 3.6; 95% CI, 2.3 to 5.6) and about 2 times higher among motorcyclists (AOR = 1.6; 95% CI, 1.2 to 2.2). Compared with casualties aged between 30 and 59 years, children under 10 years and those aged 60 years and above were independently 2 times more likely to die in traffic collisions. Conclusion Provision of requisite road infrastructure is vital for the safety of VRUs in northern Ghana. Cycle paths and lanes (for cyclists) as well as sidewalks (for pedestrians) in particular will separate VRUs from motorists and improve their safety. Enforcement of traffic laws particularly regarding helmet use, speeding, and alcohol use will be beneficial. Introduction of the demerit points system in the enforcement of traffic regulations may have significant deterrent effects on road users who have the penchant for violating traffic regulations. Road safety education is also required to create responsible road users.

Self-regulation of driving has been proposed as an effective strategy to keep older adults driving safely for longer. Little is known of what influences older adults’ decision to adopt self-regulatory driving behaviours. Hassan et al. (2015) developed an initial model of self-regulation using the Precaution Adoption Process Model (PAPM) as a theoretical framework. The present study aims to build on the previous research by investigating whether a sample of older drivers can accurately be assigned to the PAPM stages of change. Further, the study aims to identify the psychosocial and environmental factors associated with different stages of the PAPM and those that predict the decision to adopt self-regulatory behaviour. Logistic regression analysis indicated that self-rated driving confidence, family feedback, self-rated quality of driving and driving relinquishment expectation were significant predictors of PAPM stages. Findings from this research have practical and theoretical applications for improving our understanding of the self-regulatory behaviours of older drivers.

The use of mobile phones while driving remains a major human factors issue in the transport system. A significant safety concern is that driving while distracted by a mobile phone potentially modifies the driving speed leading to conflicts with other road users and consequently increases crash risk. However, the lack of systematic knowledge of the mechanisms involved in speed adaptation of distracted drivers constrains the explanation and modelling of the extent of this phenomenon. The objective of this study was to investigate speed adaptation of distracted drivers under varying road infrastructure and traffic complexity conditions. The CARRS-Q Advanced Driving Simulator was used to test participants on a simulated road with different traffic conditions, such as free flow traffic along straight roads, driving in urbanized areas, and driving in heavy traffic along suburban roads. Thirty-two licensed young drivers drove the simulator under three phone conditions: baseline (no phone conversation), hands-free and handheld phone conversations. To understand the relationships between distraction, road infrastructure and traffic complexity, speed adaptation calculated as the deviation of driving speed from the posted speed limit was modelled using a decision tree. The identified groups of road infrastructure and traffic characteristics from the decision tree were then modelled with a Generalized Linear Mixed Model (GLMM) with repeated measures to develop inferences about speed adaptation behaviour of distracted drivers. The GLMM also included driver characteristics and secondary task demands as predictors of speed adaptation. Results indicated that complex road environments like urbanization, car-following situations along suburban roads, and curved road alignment significantly influenced speed adaptation behaviour. Distracted drivers selected a lower speed while driving along a curved road or during car-following situations, but speed adaptation was negligible in the presence of high visual cutter, indicating the prioritization of the driving task over the secondary task. Additionally, drivers who scored high on self-reported safe attitudes towards mobile phone usage, and who reported prior involvement in a road traffic crash, selected a lower driving speed in the distracted condition than in the baseline. The results aid in understanding how driving task demands influence speed adaptation of distracted drivers under various road infrastructure and traffic complexity conditions.

Objective: The adaptive behaviour of mobile phone distracted drivers has been a topic of much discussion in the recent literature. Both simulator and naturalistic studies suggests that distracted drivers generally select lower driving speeds; however, speed adaptation is not observed among all drivers, and the mechanisms of speed selection are not well understood. The aim of this research was to apply a driver behavioural adaptation model to investigate the speed adaptation of mobile phone distracted drivers. Methods: The speed selection behaviour of drivers was observed in three phone conditions including baseline (no conversation), hands-free and handheld phone conversations in a high-fidelity driving simulator. Speed adaptation in each phone condition was modelled as a function of secondary task demand and self-reported personal/psychological characteristics with a system of seemingly unrelated equations (SURE) accounting for potential correlations due to repeated measures experiment design. Results: Speed adaptation is similar between hands-free and handheld phone conditions, but the predictors of speed adaptation vary across the phone conditions. While perceived workload of secondary task demand, self-efficacy, attitude towards safety, and driver demographics were significant predictors of speed adaptation in the handheld condition, drivers’ familiarity with the hands-free interface, attitude towards safety, and sensation seeking were significant predictors in the hands-free condition. Drivers who reported more positive safety attitudes selected lower driving speeds while using phones. Conclusion: This research confirmed that behavioural adaptation models are suitable for explaining speed adaptation of mobile phone distracted drivers, and future research could be focused on further theoretical refinement.

Safety of the national highways (NHs) has been a major concern in India. Using 5 years of crash data from a 65-km stretch of a divided multilane NH, this study employs random parameter panel data m...

Addis Ababa, with a population of 4 million, is the largest urban centre in Ethiopia. Recently, road traffic crashes, and particularly pedestrian crashes, have become a challenging problem within the city. Walking is the principal mode of transportation in Addis Ababa, accounting for about 60% of daily trips, whereas pedestrian injuries account for about 85% of total injury crashes. Noting this disparity, the objective of this study was to examine the influence of roadway geometric, traffic features, spatial characteristics and driver/pedestrian demographics on injury severities of pedestrians in Addis Ababa. Police-reported pedestrian crashes in Addis Ababa from 2009 to 2012 are modelled using a mixed logit model to account for unobserved heterogeneity potentially resulting from crash underreporting, non-linear effects of operational and geometric features, and omitted driver behaviour factors. Factors associated with increased probability of fatal pedestrian injury include crashes that occur on high speed roads, at intersections, during darkness, and which involve heavy vehicles. Relatively less-educated drivers were more likely to be involved in fatal crashes involving pedestrians. Interestingly, pedestrian injuries are more severe when a car is driven by family, friends or relatives of the vehicles owner as compared to the vehicle’s owner. The detailed findings of this research are contrasted with findings from developed countries, and their implications are discussed in relation to suggested infrastructure and policy interventions.

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 examples 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.

The use of mobile phones while driving—one of the most common driver distractions—has been a significant research interest during the most recent decade. While there has been a considerable amount research and excellent reviews on how mobile phone distractions influence various aspects of driving performance, the mechanisms by which the interactions with mobile phone affect driver performance is relatively unexamined. As such, the aim of this study is to examine the mechanisms involved with mobile phone distractions such as conversing, texting, and reading and the driving task, and subsequent outcomes. A novel human-machine framework is proposed to isolate the components and various interactions associated with mobile phone distracted driving. The proposed framework specifies the impacts of mobile phone distraction as an inter-related system of outcomes such as speed selection, lane deviations and crashes; human-car controls such as steering control and brake pedal use and human-environment interactions such as visual scanning and navigation. Eleven literature-review/meta-analyses papers and 62 recent research articles from 2005 to 2015 are critically reviewed and synthesised following a systematic classification scheme derived from the human-machine system framework. The analysis shows that while many studies have attempted to measure system outcomes or driving performance, research on how drivers interactively manage in-vehicle secondary tasks and adapt their driving behaviour while distracted is scant. A systematic approach may bolster efforts to examine comprehensively the performance of distracted drivers and their impact over the transportation system by considering all system components and interactions of drivers with mobile phones and vehicles. The proposed human-machine framework not only contributes to the literature on mobile phone distraction and safety, but also assists in identifying the research needs and promising strategies for mitigating mobile phone-related safety issues. Technology based countermeasures that can provide real-time feedback or alerts to drivers based on eye/head movements in conjunction with vehicle dynamics should be an important research direction.

The Traffic Safety Culture (TSC) approach has been applied primarily in high-income countries (HICs), yet the great majority of the burden of road trauma falls on low- and middle-income countries (LMICs), where it constitutes a humanitarian crisis. The UN Decade of Action for Road Safety established road safety in LMICs as a priority issue and launched a plan to address it. Road safety has subsequently been incorporated into the international development agenda via the Sustainable Development Goals. Characteristics of road user behaviour, governance, infrastructure, enforcement and health services in LMICs have led to assertions that many lack a “safety culture” or, more specifically, a “traffic safety culture”. While this invites the suggestion that a TSC approach would have value in LMICs, the question raised in this chapter is whether a psychosocial approach like TSC, developed and applied in HICs, is transferable to LMICs. This is first explored by examining the critique of the assumption that commonly studied psychological processes are universal, noting examples that are relevant to road safety. Cross-cultural psychology studies show that some of the psychological processes commonly studied in HICs differ in important ways in LMICs, while broader comparative research based on anthropology and sociology demonstrates the important influence of religious and cultural factors, economic and infrastructure conditions, institutional capacity and governance. The sociological construct of governmentality provides insight into why public compliance with traffic safety law may be lower in LMICs, and why this situation is likely to take a protracted period of time to change. Given the broader context of road safety in LMICs, the Road Safety Space Model (RSSM) provides a useful framework for identifying the economic, institutional, social and cultural factors that influence a particular road safety issue in a particular country. This has implications for methodological approaches to TSC in LMICs, as less structured, more ethnographic methods are arguably more appropriate. An analysis of a typical TSC model, drawing on research from LMICs, demonstrates that the model assumes a particular hierarchy of elements (values, behavioural beliefs, normative beliefs, prototypical image, control beliefs), and relationships between them, that may not be true in LMICs. It is therefore more challenging to apply TSC in LMICs, particularly making the transition from identification of the TSC values and beliefs that lead to behaviour, to the development of an intervention to bring about changes in behaviour. TSC is undoubtedly a promising approach in LMICs, however its first steps should incorporate qualitative approaches and recognise the wide range of factors that are relevant to TSC; use of the RSSM would facilitate such a process. There is scope for further research to refine models of TSC, to determine the best mix of methods to use, and to explore the role of governmentality and its implications for TSC. In the interim, practitioners should strive to understand and take into account the broader social and cultural factors that influence behaviour in the particular LMIC where they are working.

Combined horizontal and crest vertical curves are among the most hazardous road segments because of drivers’ difficulties in perceiving early road geometry. This study evaluates new treatments to improve the safety of horizontal and crest vertical curves and compares their efficiency for driver performance based on design consistency criteria under free flow traffic and on-coming traffic. A combination of chevron signs with three promising treatments included herringbones, sealed shoulder and a yellow blinking signal was applied to hazardous curve sections in a driving simulator. Performance measures consisted of mean of speed and lateral position. The results indicated that combining chevrons and a warning blinking signal is the most appropriate treatment for horizontal and crest vertical curves, as this resulted in lower speed and lateral position. In addition, speed and lateral position variations along the curves were lower compared to other treatments specially, with an on-coming vehicle. Sealed shoulder makes drivers drive faster while entering a curve and brake suddenly while changing direction. Using herring bones is found to reduce speed and speed differential along the curve but not lateral position which was even higher in treated curves particularly, in presence of an on-coming vehicle.

The nature of the road environment requires drivers to be vigilant and attentive. Distracted driving is a primary concern, as it threatens the safety of road users. However very little research has been conducted into interventions to combat such an issue. Existing interventions such as police enforcement and legislation appear to have limited effect. The use of mobile phone applications to assist in limiting driver distraction is an alternative intervention that is currently gaining traction. With a great array of potential benefits, such as reducing road toll, these applications can be readily available to all road users. Despite the positive implications, it is vital that drivers accept the use of such a technology for the intervention to be effective. Therefore, understanding driver acceptance is an important step in implanting such applications. To assess this, the present study examines the utility of two versions of the Technology Acceptance Model (TAM), the Theory of Planned Behaviour (TPB) and the Unified Theory of Acceptance and Use of Technology (UTAUT) for understanding the acceptance of technology designed to reduce distraction. Participants were presented with two different applications and responded to questions that indicated their attitudes towards the factors included in the TAM, TPB and UTAUT, alongside their intent to use the technology. A total of 731 participants responded to the survey, and their responses analysed. The results indicated that overall, Davis’ (1985) TAM was slightly better in explaining behavioural intent for both Mobile Phone Application (MPA) 1 and MPA 2, explaining 66.1% and 68.7% of the variance, respectively. Davis’ (1989) TAM and the TPB were close behind, while the UTAUT explained the least variance in behavioural intent of all the models. Overall, the findings of this study provide support for using psychological theories to assess the acceptance of mobile phone applications.

This systematic review sought to assess older adult pedestrian injury severity, injury by anatomical location and incidence proportions, including comparisons to younger age groups when available and provide an analysis of the quality of the existing evidence. A structured search was conducted in PubMed, Embase, Scopus, CINAHL, PsycInfo, AMED, Web of Science, LILACS and TRID. STROBE was used to assess the reporting quality of the included studies. Random-effect model meta-analysis served to obtain pooled relative risk, incidence proportions and standardized mean differences for different outcomes due to pedestrian crashes comparing older and younger pedestrians, while meta-analyses could not be conducted for pedestrian falls. We screened 7460 records of which 60 studies (1,012,041 pedestrians) were included in the review. Injured pedestrians 60+ compared to those60 were found to have a higher relative risk of severe injury (pooled relative risk RR 1.6, 95 % CI: 1.4-2.0 p0.001), critical care admission (pooled RR 1.5, 95 %CI: 1.3-1.8 p0.001), and fatality (pooled RR of 3.7, 95 % CI: 3.0-4.5 p0.001). Pedestrians 60+ also had higher incidence rates of pedestrian falls causing higher injury severity. GRADE was used to evaluate evidence quality, with the results suggesting that the overall quality of the evidence supporting these findings was low. Further research is needed to understand health risks associated with older pedestrian trauma and to develop effective risk management strategies.

Carpooling consists of drivers and passengers sharing a journey and its costs. Nowadays, in the context of mobility as a service, organized carpooling encompasses a service and trust relationship between drivers and passengers, by matching common routes and splitting cost through mobile phone applications. Therefore, passengers expect a certain level of travel quality and safety. In this context, this research aims to verify the hypothesis that drivers in an organized carpooling situation (CP) show safer driving behavior in terms of speeding (SP) and mobile phone use while driving (MPU) in comparison with non-carpooling (NCP) drivers. The research is based on data from the Brazilian Naturalistic Driving Study (NDS-BR) conducted in the City of Curitiba, with 40.45 driving hours and a traveled distance of 895.87 km. Methodology included the selection of safety performance indicators on SP and MPU, use of nonparametric Wilcoxon signed rank test for safety performance indicator comparisons and Pearson Chi-Square to test the association between CP or NCP and low or high indicator values. Hypothesis test results point in the same direction and partially confirm the initial assumption that CP induces safer behavior in terms of speeding. The statistically sound results showed that CP drivers engaged in less speeding episodes and mobile phone use duration in comparison to NCP drivers, as well as lower speed while using a mobile phone. In addition, driver behavior in CP and NCP situations also differed in terms of the type of MPU, with the proportion of types of use that demand a higher level of visual and manual distraction being higher among NCP drivers. In summary, these results confirm the initial hypothesis of safer driving behavior during carpooling in terms of MPU while driving.

Objective Drunk driving (blood alcohol concentration (BAC) 80 mg/100 ml) was upgraded to become a criminal offence under China's Criminal Law in May 2011. While this had a major road safety benefit, there was still a high level of alcohol related crashes and fatalities. This paper develops recommendations based on a programme of research undertaken in 2012 that examined the perceptions of general motor vehicle drivers, convicted drunk driving offenders and traffic police about drinking and driving and law enforcement in the cities of Guangzhou and Yinchuan. Alcohol misuse problems were also explored using the Alcohol Use Disorders Identification Test (AUDIT). This paper integrates the findings to examine existing problems in alcohol management, law enforcement, education and rehabilitation and provides recommendations for addressing alcohol-related driving in China. Methods A multi-study cross-sectional research programme was conducted in two Chinese cities involving general drivers, drunk driving offenders and traffic police. In total, 16 traffic police officers were interviewed and 105 traffic police officers were surveyed. In addition, 207 drunk driving offenders in detention facilities and 802 general motor vehicle drivers were surveyed. Results Traffic police resources including human resources and facilities such as breathalysers were reported as insufficient in both cities. There were problems reported in the process of law enforcement, and shortcomings in police knowledge of factors involved in drink/drunk driving and in the practice of conducting breath alcohol testing (BAT). Knowledge about legal BAC levels and how to keep under the legal limit was very low among general motor vehicle drivers and drunk driving offenders. Proportions with alcohol misuse problems in the two driver groups were high, especially among offenders. Conclusions Recommendations to manage alcohol-related driving are proposed for the three groups of traffic police, general motor vehicle drivers and drunk driving offenders. In particular, traffic police resources need to be improved and further education provided to police on the general deterrence potential of BAT. There should be enhanced community education and publicity to improve knowledge of drink driving regulations and how to avoid breaking the law. Alcohol misuse problems should be addressed, particularly for drunk driving offenders.

Among the societal and health challenges of population ageing is the continued transport mobility of older people who retain their driving licence, especially in highly car-dependent societies. While issues surrounding loss of a driving licence have been researched, less attention has been paid to variations in physical travel by mode among the growing proportion of older people who retain their driving licence. It is unclear how much they reduce their driving with age, the degree to which they replace driving with other modes of transport, and how this varies by age and gender. This paper reports research conducted in the state of Queensland, Australia, with a sample of 295 older drivers (>60 years). Time spent driving is considerably greater than time spent as a passenger or walking across age groups and genders. A decline in travel time as a driver with increasing age is not redressed by increases in travel as a passenger or pedestrian. The patterns differ by gender, most likely reflecting demographic and social factors. Given the expected considerable increase in the number of older women in particular, and their reported preference not to drive alone, there are implications for policies and programmes that are relevant to other car-dependent settings. There are also implications for the health of older drivers, since levels of walking are comparatively low.

Objective This study was conducted after a legislative amendment criminalising drunk driving (BAC > 80 mg/100 ml) had been in force for a year and investigated whether drunk driving offenders in Yinchuan, China were aware of the law, and whether their knowledge of and exposure to enforcement and the existence of alcohol use disorders were related to their alcohol-involved driving behaviour. The results were compared with results from an earlier study in Guangzhou, China. Method A survey was conducted from July to October 2012 in Yinchuan to collect information on drunk driving offenders’ knowledge and practice in relation to alcohol-involved driving. The Alcohol Use Disorders Identification Test (AUDIT) was used to assess hazardous drinking levels. In total, 106 drunk driving offenders were recruited while in detention. The findings were compared with those of the Guangzhou study, where the same procedure was used to recruit 101 drunk driving offenders. Results The mean age of the sample was 31.7 years (SD = 8.1; range 17–59 years). Males constituted 96% of the sample. The mean age at which offenders reported starting to drink alcohol was 18.7 years (SD = 3.2; range 10–26 years). Driver’s licenses had been held for an average of 8.5 years. The status of knowledge in relation to alcohol-involved driving in Yinchuan was slightly lower in proportion than in Guangzhou. The rate of alcohol-involved driving reported in the previous 12 months in Yinchuan (43%) was slightly higher than in Guangzhou (39%). The proportion of recidivists in Guangzhou (21.8%) was higher than Yinchuan’s (10.4%). On average, offenders had experienced 1.6 police alcohol breath tests in the previous year (SD = 1.3; range 1–10). AUDIT scores indicated that a substantial proportion of the offenders had high levels of alcohol use disorders. Discussion Limited awareness of legal alcohol limits might contribute to drunk driving offences. The high level of alcohol consumption by many offenders suggests that hazardous drinking levels may be a contributor. Recidivist drivers also had higher AUDIT scores, which suggest there may be benefit in using the AUDIT to identify potential drink drivers and recidivists, subject to further research.

Jia, K., Fleiter, J., King, M., Sheehan, M., Ma, W., & Zhang, J. (2015). Knowledge and behaviors of drunk-driving offenders in Guangzhou, China. The International Journal Of Alcohol And Drug Research, 4 (2), 151-158. doi: http://dx.doi.org/10.7895/ijadr.v4i2.203 Aims: To better understand the knowledge and behaviors of drunk-driving offenders relating to alcohol use and driving in the context of recently amended Chinese legislation, and to investigate the involvement of alcohol-use disorders. Design: The study was a cross-sectional survey conducted in 2012. Setting and participants: Data were collected at a local jail and 101 participants were recruited while in detention. Measures: Questionnaire items examined demographic characteristics as well as practices and knowledge relating to alcohol use and driving. The Alcohol Use Disorders Identification Test (AUDIT) was used to assess hazardous drinking levels. Findings: Knowledge about the two legal limits for “drink driving” and for “drunk driving” was low, at 28.3% and 41.4%, respectively. AUDIT scores indicated that a substantial proportion of the offenders had high levels of alcohol-use disorders. Higher AUDIT scores were found among the least experienced drivers, those who lacked knowledge about the legal limits, and recidivist drunk drivers. Conclusions: Limited awareness of legal alcohol limits might contribute to offending; high AUDIT scores suggest that hazardous drinking levels may also contribute. This study provides important information to assist in refining community education and prevention efforts.