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Road crashes continue to be a major cause of death and serious injury for low- and middle-income countries (LMICs). At the global level, 90% of traffic fatalities occur in these countries with a dramatic daily amount of 3 260 road deaths, many of whom are children. The first UN Decade of Action for Road Safety 2011–2020 was designed to develop a massive movement towards a decrease of these numbers. This resulted in many initiatives to introduce the safe system approach in LMICs, i.e. to implement road safety management, make roads, road users, and vehicles safer, and improve post-crash health care. International organisations together with NGOs and universities prepared road safety guides and manuals, gave courses and webinars, introduced auditing and inspection systems, with the overall intention to build capacity in LMICs. Together these actions contributed to a variety of road safety developments in LMICs but the overall results were still modest. At the third Global Ministerial Conference on Road Safety in Stockholm, 2020, and in the Global Status report by the World Health Organization, 2023, the results of all efforts were presented and evaluated. Many countries made progress through road safety management and better legislation addressing risk factors such as speeding, drinking and driving, failing to use seatbelts, and poor infrastructure design. However, the reduction in road deaths strongly lagged behind the original goals. Continued implementation of programs and development of new approaches are needed to make a breakthrough, and to reach the goals of the 2nd Decade of Action, i.e. a 50% reduction in fatalities by 2030, and the same percentage reduction in injuries. The present position paper argues that despite the enormous amount of road safety information, which has been and is ‘sent’ to LMICs, and despite the quality and robustness of international organisations behind these programs, there is a shortfall in the scale of the knowledge and research infrastructure currently existing in LMICs, which is needed to ‘receive and transfer’ this knowledge. In order to develop evidence-based policy, LMICs need research programs that are able to transfer safe system principles to the local context and culture. Several literature overviews illustrate the lack of such research in LMICs, i.e. the limited number of programs at local universities and research institutes. Although recently initiatives have been taken in some countries, the implementation of such programs is urgently needed. Based on this observation we call on international organisations to establish a special program for the development of a sustainable road safety knowledge and research infrastructure in LMICs. Such structural local capacity is a prerequisite to translate international road safety knowledge into local guidelines and to develop an evidence-based road safety policy. Most importantly, this local infrastructure will give countries a national knowledge bank, thus providing them with an urgently needed sustainable road safety memory.

The disparity in road safety performance around the world has led to calls for the best performing nations to share their road traffic injury prevention practices. To this end, the present paper investigates the nature of the government-community road traffic trauma prevention coordination processes in Australia, New Zealand, Finland, Sweden and the United Kingdom. Once ethnographic interviews were conducted with twenty-two highly experienced Administrators, Managers, Recreation Officers and other Professionals in Road Safety, this study employed content analysis (open coding, data queries, constructs/metaphors, theme association and reciprocal translation synthesis) to unveil workflows and critical success factors shaping the coordination nature of government-community road safety programs. The results revealed that community group coordination tends to be circular with engagement across and between various levels of expertise in a collegial manner. Despite the wide range of workflows in the government-community trauma prevention activities, there did not seem to exist discrepancies based on cultural or political diversity across the countries. In fact, there appeared to exist at least two common approaches i.e., the use of data and the existence of a mandate to coordinate. The factors shaping coordination in this type of local level partnerships (government-community) were just as varied as the workflows. Most importantly, this study unveiled commonalities across critical factors moderating and conditioning the type of coordination studied in this research project. These were as follows: focus on coordination-enhancing action, resilient cooperation, sharing time together, partner’s job clarity, willingness to resolve conflicts, binding agreements and unified approach.

The performance characteristics of fast bowling include high ball release speed, that reduces the shot execution time of the batter, accuracy, ensuring the ball follows the desired trajectory, and deception. This can lead the batter to misjudge the ball speed or path. Previous research has utilised a variety of biomechanical methodologies in order to further understand fast bowling techniques. The aim of this study was to systematically review biomechanical literature related to cricket fast bowling performance and narratively synthesise findings to provide a comprehensive summary of key performance characteristics. The articles were finalised according to Preferred Reporting Items for Systematic Reviews (PRISMA) guidelines. PubMed/MEDLINE, Scopus, CINAHL, SPORT Discus and Web of Science databases were searched and assessed by title, abstract, full-text and a bibliography assessment of included full-text articles. The search strategy included keywords of cricket fast bowling, biomechanics and performance analysis. A validated scale was developed to evaluate the quality of studies and risk of bias. Across the 15 studies finalised for the review (from 2000--2022), there was consensus in some of the characteristics reported to be associated with ball release speed; however, there was disagreement or limited evidence for others. A faster run-up, efficient and sequential transfer of linear to angular momentum, quick deceleration during the delivery stride with an extended front knee from front foot contact to ball release and delaying the bowling arm leading to ball release were the major techniques variables consensually associated with ball release speed. The lack of standardisation of cohort ability and protocols may have contributed to contradictory findings across studies.

Although numerous studies have been carried out on driving behaviors and people's distinguishing qualities and traits, the association between people's sensitivity to reward/punishment and crash involvement has been ignored. Therefore, this study explores the role of such factors as personality traits (introversion/extraversion, neuroticism, and psychoticism), driver's risky behavior, driver's attitude, sensitivity to reward/punishment, and demographic characteristics of drivers involved in road traffic crashes. 425 Iranian motorists completed a comprehensive questionnaire package which included the Eysenck Personality Questionnaire (EPQ), Sensitivity to Punishment and Reward Questionnaire (SPSRQ), Manchester Driving Behavior Questionnaire (MDBQ), and items on safety attitude, and drivers’ demographic characteristics. Structural equation model results indicated that introversion, sensitivity to punishment, (safe) attitudes towards safety, (safe) driving behavior, age, and driving experience correlate with lower crash frequency (lower reported crash history). In contrast, extraversion, neuroticism, psychoticism, and sensitivity to reward were factors related to higher reported crash history. This study further informs our understanding of the factors that contribute to higher crash risk among Iranian drivers, and may therefore assist the development of interventions to reduce road crashes.

BackgroundMobile apps are a popular strategy for reducing mobile phone use and preventing maladaptive mobile phone use (MMPU). Previous research efforts have been made to understand the features of apps that have the potential to reduce mobile phone use and MMPU. However, there has been a lack of a comprehensive examination of the effectiveness of such apps and their features. ObjectiveThis paper investigated existing apps designed to reduce mobile phone use and prevent MMPU and examined the evidence of their effectiveness. The research aimed to provide a comprehensive analysis of app features that can reduce mobile phone use and MMPU, while also assessing their effectiveness. In addition, we explored users’ perceptions of these apps and the various features the apps offer to understand potential adoption issues and identify opportunities. MethodsThis study used 3 methods: a review of scientific evidence, content analysis, and sentiment analysis. ResultsOur study comprehensively examine the common features of 13 apps designed to reduce mobile phone use. We extracted and classified the features into 7 types: self-tracking, social tracking, goal setting, blocking, gamification, simplification, and assessment. The effectiveness of these apps in reducing mobile phone use and MMPU varied from weak to strong. On the basis of content analysis, self-tracking and goal setting were the most frequently used features, whereas gamification and assessment were used the least frequently. The intervention strategies that effectively reduce mobile phone use and MMPU included using grayscale mode, app limit features, and mixed interventions. Overall, users tended to accept these apps, as indicated by sentiment scores ranging from 61 to 86 out of 100. ConclusionsThis study demonstrates that app-based management has the potential to reduce mobile phone use and MMPU. However, further research is required to evaluate the effectiveness of app-based interventions. Collaborations among researchers, app developers, mobile phone manufacturers, and policy makers could enhance the process of delivering, evaluating, and optimizing apps aimed at reducing mobile phone use and MMPU.

Objectives This study aims to evaluate the adaptation of the lumbar vertebrae in fast bowlers compared to controls and how this is associated with age.Methods 91 male fast bowlers and 84 male controls aged 14–24 years had between one and three annual anterior-posterior lumbar spine dual-energy-X-ray absorptiometry scans. Total (L1-L4) and regional ipsilateral and contralateral L3 and L4 (respective to bowling arm) bone mineral density and content (BMD/C) were derived. Multilevel models examined the differences in lumbar bone mineral trajectories between fast bowlers and controls.Results At L1-L4 BMC and BMD, and contralateral BMD sites, fast bowlers demonstrated a greater negative quadratic pattern to their accrual trajectories than controls. Fast bowlers had greater increases in BMC in L1-L4 between 14 and 24 years of 55% compared with controls (41%). Within vertebra, asymmetry was evident in all fast bowlers and increased by up to 13% in favour of the contralateral side.Conclusions Lumbar vertebral adaptation to fast bowling substantially increased with age, particularly on the contralateral side. The greatest accrual was during late adolescence and early adulthood, which may correspond with the increasing physiological demands of adult professional sport.

Abstract 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 shoulder is a unique and complex joint in the human body with three bones and four joints, which makes it the most unstable joint in the body due to the amount of motion. To improve approaches toward understanding the performance of overhead throwing movements, this systematic review summarizes the type of analysis related to shoulder biomechanics involving overhead sporting motions. A search of seven databases identified 33 eligible studies, which were subsequently scored using the Modified Coleman Methodology Score scale. A total of nine articles from badminton, seven from baseball, five from volleyball, five from tennis, three from cricket, and one from softball were reviewed. All 33 studies evaluated shoulder kinematics and 12 of them also investigated the forces and torques (kinetics). The most common methods used were 3D motion analysis (76%), digital video cameras (15%), electromagnetic tracking system (6%), and finally 3% used IMU sensors. Overall, shoulder external rotation during the back swing, internal rotation, and elbow extension during the forward acceleration phase were the strongest predictors of high velocity overhead throwing movement. The findings provide some useful insights and guidance to researchers in their future contribution to the existing body of literature on shoulder overhead throwing movement biomechanics.

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.

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.

The 10th of April, 2020 marked the end of United Nations’ Decade of Action for Road Safety. The target for this Decade was to reduce global road fatalities by 50% of the projected deaths of around 1.9 million – to below 900,000 deaths. However, by the year 2016 we saw the global road fatality toll rise to 1.35 million – and we still have around 1.35 million deaths per year

Objectives Since much of the previous epidemiological research into lumbar stress fracture was conducted, there has been a marked increase in the amount of cricket being played. The aims were to determine the incidence and prevalence of lumbar stress fracture in English County Cricket fast bowlers between 2010 and 2016, determine the association with match bowling workload and observe seasonal variation in workload and injury.Methods Lumbar stress fracture incidence and prevalence rates were calculated using new international methods for epidemiology in 368 professional English fast bowlers from 2010 to 2016. Workload variables were compared between lumbar stress fracture case and non-injured control groups, before entry in a logistic regression.Results Fifty-seven lumbar stress fractures (mean age 22.81) were reported. Injury was most common in July and September. Match incidence was 0.16 lumbar stress fractures per 10 000 deliveries, annual incidence was 2.46 lumbar stress fractures per 100 fast bowlers and annual prevalence of lumbar stress fractures was 1.67% of squad days. Significant workload variables were observed between cases and controls. A peak 7-day workload of greater than 234 deliveries significantly increased the odds of sustaining a lumbar stress fracture 11-fold compared with bowling fewer than 197 deliveries.Conclusion Lumbar stress fractures are common in young fast bowlers possibly due to immaturity of the lumbar spine. The condensed early and late-season schedule may be causing periods of overuse, resulting in an increase in incidence of lumbar stress fracture. Reduction of workload in young fast bowlers is needed to reduce incidence.

Globally, the use of electric vehicles, and in particular the use of electric buses, has been increasing. The city of Nanjing leads China in the adoption of electric buses, supported by city policies and infrastructure. To lower costs and provide a better service, vehicle selection is crucial, however, existing selection methods are limited. Accordingly, Nanjing Bus Company developed a test method based on road tests to select a bus. This paper presents a detailed description of the test method and a case study of its application. The method included an organization structure, selection of eight test vehicles (four 10 m length, four 8 m length) from four brands (a total of 32 test vehicles), selection of indicators and selection of routes. Data was collected from repeated drives by 65 drivers over an 8-week period. Indicators included power consumption, charging duration, failure duration and driving distance. It is concluded that the road test method designed and conducted by the Nanjing Bus Company provides a good framework for the selection of pure electric buses. Furthermore, subsequent experience with selected buses supports the validity and value of the model.

The forehand jump smash is an essential attacking stroke within a badminton player’s repertoire. A key determinate of the stroke’s effectiveness is post-impact shuttlecock speed, and therefore awareness of critical technique factors that impact upon speed is important to players/coaches. Three-dimensional kinematic data of player, racket and shuttlecock were recorded for 18 experienced players performing maximal effort forehand jump smashes. Joint angles and X-factor (transverse plane pelvis-thorax separation) were calculated at key instants: preparation, end of retraction, racket lowest point, turning point and shuttlecock contact. Peak shoulder, elbow, and wrist joint centre linear velocities, phase durations and jump height were also calculated. Correlational analyses were performed with post-impact shuttlecock speed, revealing significant correlations to peak wrist joint centre linear velocity (r = 0.767), acceleration phase duration (r = −0.543), shoulder internal/external rotation angle at shuttlecock contact (r = 0.508) and X-factor at the end of retraction (r = −0.484). Multiple linear regression analysis revealed 43.7% of the variance in shuttlecock speed could be explained by acceleration phase duration and X-factor at the end of retraction, where shorter acceleration phase durations and more negative X-factor at end of retraction caused greater shuttlecock speeds. These results suggest that motions of the proximal segments (shoulder and pelvis−thorax separation) are critical to developing greater distal linear velocities, which subsequently lead to greater post-impact shuttlecock speed.

Superstitious beliefs and practices represent barriers to safety-related behaviours, yet have received minimal research attention. To examine road crash causation perceptions, particularly the role of superstition, religious and cultural beliefs, 30 interviews with drivers, police, religious orators and policy makers were conducted in three Pakistani cities. Analyses revealed a variety of superstition-based crash attributions, including belief in the role of evil eye (malignant look) and use of black magic by rivals/enemies to bring harm. Popular conceptions of religion and use of objects and practices believed to prevent harm were reported. This research sought to gain an understanding of the nature of the relationship between superstitious attributions and the behaviours, with a view to informing road safety promotion and policy. It seems apparent that road safety countermeasures common in western countries may have little/no impact if the audience does not see such issues as valid reasons for why harm may occur.

Distracted driving is one of the most significant human factor issues in transport safety. Mobile phone interactions while driving may involve a multitude of cognitive and physical resources that result in inferior driving performance and reduced safety margins. The current study investigates characteristics of usage, risk factors, compensatory strategies in use and characteristics of high-frequency offenders of mobile phone use while driving. A series of questions were administered to drivers in Queensland (Australia) using an on-line questionnaire. A total of 484 drivers (34.9% males and 49.8% aged 17-25) participated anonymously. At least one of every two motorists surveyed reported engaging in distracted driving. Drivers were unable to acknowledge the increased crash risk associated with answering and locating a ringing phone in contrast to other tasks such as texting/browsing. Attitudes towards mobile phone usage were more favourable for talking than texting or browsing. Lowering the driving speed and increasing the distance from the vehicle in front were the most popular task-management strategies for talking and texting/browsing while driving. On the other hand, keeping the mobile phone low (e.g. in the driver's lap or on the passenger seat) was the favourite strategy used by drivers to avoid police fines for both talking and texting/browsing. Logistic regression models were fitted to understand differences in risk factors for engaging in mobile phone conversations and browsing/texting while driving. For both tasks, exposure to driving, driving experience, driving history (offences and crashes), and attitudes were significant predictors. Future mobile phone prevention efforts would benefit from development of safe attitudes and increasing risk literacy. Enforcement of mobile phone distraction should be re-engineered, as the use of task-management strategies to evade police enforcement seems to dilute its effect on the prevention of this behaviour. Some countermeasures and suggestions were proposed in the design of public education campaigns and driver-mobile phone interaction.

The objective of this research was to develop a model to estimate future freeway pavement construction costs in Henan Province, China. A comprehensive set of factors contributing to the cost of freeway pavement construction were included in the model formulation. These factors comprehensively reflect the characteristics of region and topography and altitude variation, the cost of labour, material, and equipment, and time-related variables such as index numbers of labour prices, material prices and equipment prices. An Artificial Neural Network model using the Back-Propagation learning algorithm was developed to estimate the cost of freeway pavement construction. A total of 88 valid freeway cases were obtained from freeway construction projects let by the Henan Transportation Department during the period 1994−2007. Data from a random selection of 81 freeway cases were used to train the Neural Network model and the remaining data were used to test the performance of the Neural Network model. The tested model was used to predict freeway pavement construction costs in 2010 based on predictions of input values. In addition, this paper provides a suggested correction for the prediction of the value for the future freeway pavement construction costs. Since the change in future freeway pavement construction cost is affected by many factors, the predictions obtained by the proposed method, and therefore the model, will need to be tested once actual data are obtained.

Road traffic crashes that involve very high numbers of fatalities and injuries arouse public concern wherever they occur. In China, there are two categories of such crashes: a crash that results in 10-30 fatalities, 50-100 serious injuries or a total cost of 50-100 million RMB ($US8-16m) is a "serious road traffic crash" (SRTC), while a crash that is even more severe or costly is a "particularly serious road traffic crash" (PSRTC). The aim of this study is to identify the main factors affecting different types of these crashes (single-vehicle, head-on, rear-end and side impact) with the ultimate goal of informing prevention activities and policies.Detailed descriptions of the SRTCs and PSRTCs that occurred from 2007 to 2014 were collected from the database "In-depth Investigation and Analysis System for Major Road Traffic Crashes" (IIASMRTC), which is maintained by the Traffic Management Research Institute of the Ministry of Public Security of China (TMRI). 18 main risk factors, which were categorized into four areas (participant, vehicle, road and environment-related) were chosen as potential independent variables for the multinomial logistic regression analysis. Comparisons were made among the single-vehicle, head-on, rear-end and side impact crashes in terms of factors affecting crash occurrence.Five risk factors were significant for the six multinomial logistic regression models, which were location, vertical alignment, roadside safety rating, driver distraction and overloading of cargo. It was indicated that intersections were more likely to have side impact SRTCs and PSRTCs, especially with poor visibility at night. Overloaded freight vehicles were more likely to be involved in a rear-end crash than other freight vehicles. Driver distraction is an important risk factor for head-on crashes, while vertical alignment and roadside safety rating are positively associated with single-vehicle crashes.Based on the findings, promising measures were proposed to prevent each type of SRTC and PSRTC, which governmental or regulatory agencies could employ to plan strategies to reduce SRTCs and PSRTCs and support lifesaving policies.

The International Road Assessment Program (iRAP) is a not-for-profit organisation that works in partnership with governments and non-government organisations in all parts of the world to make roads safe. The iRAP Malaysia pilot study on 3700km of road identified the potential to prevent 31,800 deaths and serious injuries over the next 20 years from proven engineering improvements. To help ensure the iRAP data and results are available to planners and engineers, iRAP, together with staff from the Centre for Accident Research and Road Safety – Queensland (CARRS-Q) and the Malaysian Institute of Road Safety Research (MIROS), developed a five-day iRAP training course that covers the background, theory and practical application of iRAP protocols, with a special focus on Malaysian case studies. Funding was provided by a competitive grant from the Australia-Malaysia Institute.

Abstract This is an interactive module created for medical students and residents in emergency medicine, dermatology, and plastic/cosmetic surgery. In the module, the learner may choose one of three intraoral nerve blocks, the infraorbital, mental, or buccal. Each of the three has its own page on which the learner may view a narrated video of the nerve block being given on a patient and on a skull. These videos walk the learner through the proper technique for the injection. In addition, the distribution of the nerve anesthetized is described and the user may scroll over an illustration of the face to light up the area of the face anesthetized by that particular nerve block. This project was designed to provide medical students and residents with learning options regarding the anesthetization of their patients' faces. Intraoral nerve blocks are easy to administer, relatively painless, and are of long duration because the anesthetic solution is deposited very near the nerve exit point from the skull. This may provide more comfortable anesthesia for patients and enhance patient cooperation leading to better clinical outcomes. The aim of this project is to enhance patient care. It provides an easy-to-use educational tool that delivers the basics of administering intraoral blocks to obtain facial anesthesia.

The major objective of this research was to characterise drink drivers in Queensland and generate profiles of drink drivers within the general driving population, convicted drink drivers, recidivist drink drivers, and crash-involved drink drivers. This profile was part of Phase 1 of the work program of the Impaired Driving Legislation Review Research Sub-Group convened by Queensland Transport, and was conducted to provide background information that could inform other components of the review. Variables of interest included: gender; age; Indigenous status; licence status; frequency of drink driving; BAC at time of drink driving offence; previous convictions; location of drink driving offence; socio-economic status (income and education); employment; purpose of trip; passengers; and vehicle type. While profiles of the drink driving offender were generated for each of the four “sub-groups” of drink drivers, this paper will present the general profile of the drink driver in Queensland.

I propose a merger of the real world that exists apart from my perception of it and the world that cannot exist except for my mind's perception of it. And [...]