Issues addressed: Cyclists' perceptions of harassment from motorists discourages ... more Issues addressed: Cyclists' perceptions of harassment from motorists discourages cycling. This study examined changes in cyclists' reporting of harassment pre- to post-introduction of the Queensland trial of the minimum passing distance road rule amendment (MPD-RRA).Methods: Cross-sectional online surveys of cyclists in Queensland, Australia were conducted in 2009 (pre-trial; n=1758) and 2015 (post-trial commencement; n=1997). Cyclists were asked about their experiences of harassment from motorists while cycling. Logistic regression modelling was used to examine differences in the reporting of harassment between these time periods, after adjustments for demographic characteristics and cycling behaviour.Results: At both time periods, the most reported types of harassment were deliberately driving too close (causing fear or anxiety), shouting abuse and making obscene gestures or engaging in sexual harassment. The percentage of cyclists who reported tailgating by motorists increased between 2009 and 2015 (15.1% to 19.5%; P<0.001). The percentage of cyclists reporting other types of harassment did not change significantly.Conclusions: Cyclists in Queensland continue to perceive harassment while cycling on the road. The amendment to the minimum passing distance rule in Queensland appears to be having a negative effect on one type of harassment but no significant effects on others.So what?: Minimum passing distance rules may not be improving cyclists' perceptions of motorists' behaviours. Additional strategies are required to create a supportive environment for cycling.
Mandatory bicycle helmet laws have been found to increase helmet wearing rates in Australia and i... more Mandatory bicycle helmet laws have been found to increase helmet wearing rates in Australia and internationally. However, much of the research on factors influencing compliance with the Australian helmet laws is dated or focuses on commuters and city areas only. To address this gap, video recordings of bicycle riders were undertaken at 17 sites across Queensland, Australia, representing a mixture of on- and off-road locations, speed limits and regions. Helmet status was able to be determined for 98% of riders observed. The level of compliance with the laws was very high, with 98.3% of the more than 27,000 riders observed wearing helmets. Riders riding on roads were less compliant than those riding on bicycle paths, but no significant differences were observed between the school-holiday and school-term periods. Among the on-road riders, boys were less compliant than girls and overall children were less compliant than adults. Higher compliance levels were found for group riders, road bike riders, lycra-clad riders, during morning hours, and on 50km/h or lower speed limit roads. While the overall level of compliance was very high, certain subgroups were identified as a possible focus for interventions to further improve the compliance level, for example children (particularly boys) riding mountain bikes away from groups during the afternoon hours on 60km/h roads.
Centre For Accident Research Road Safety Qld Faculty of Health Institute of Health and Biomedical Innovation School of Psychology Counselling, May 1, 2010
Centre For Accident Research Road Safety Qld Faculty of Health Institute of Health and Biomedical Innovation School of Psychology Counselling, Sep 1, 2012
The growing proportion of older adults in Australia is predicted to comprise 23% of the populatio... more The growing proportion of older adults in Australia is predicted to comprise 23% of the population by 2030. Accordingly, an increasing number of older drivers and fatal crashes of these drivers could also be expected. While the cognitive and physiological limitations of ageing and their road safety implications have been widely documented, research has generally considered older drivers as a homogeneous group. Knowledge of age-related crash trends within the older driver group itself is currently limited. The aim of this research was to identify age-related differences in serious road crashes of older drivers. This was achieved by comparing crash characteristics between older and younger drivers and between sub-groups of older drivers. Particular attention was paid to serious crashes (crashes resulting in hospitalisation and fatalities) as they place the greatest burden on the Australian health system. Using Queensland Crash data, a total of 191,709 crashes of all-aged drivers (17-80+) over a 9-year period were analysed. Crash patterns of drivers' aged 17-24, 25-39, 40-49, 50-59, 60-69, 70-79 and 80+ were compared in terms of crash severity (e.g., fatal), at fault levels, traffic control measures (e.g., stop signs) and road features (e.g., intersections). Crashes of older driver sub-groups (60-69, 70-79, 80+) were also compared to those of middle-aged drivers (40-49 and 50-59 combined, who were identified as the safest driving cohort) with respect to crash-related traffic control features and other factors (e.g., speed). Confounding factors including speed and crash nature (e.g., sideswipe) were controlled for. Results indicated that patterns of serious crashes, as a function of crash severity, at-fault levels, road conditions and traffic control measures, differed significantly between age groups. As a group, older drivers (60+) represented the greatest proportion of crashes resulting in fatalities and hospitalisation, as well as those involving uncontrolled intersections and failure to give way. The opposite was found for middle-aged drivers, although they had the highest proportion of alcohol and speed-related crashes when compared to older drivers. Among all older drivers, those aged 60-69 were least likely to be involved in or the cause of crashes, but most likely to crash at interchanges and as a result of driving while fatigued or after consuming alcohol. Drivers aged 70-79 represented a mid-range level of crash involvement and culpability, and were most likely to crash at stop and give way signs. Drivers aged 80 years and beyond were most likely to be seriously injured or killed in, and at-fault for, crashes, and had the greatest number of crashes at both conventional and circular intersections. Overall, our findings highlight the heterogeneity of older drivers' crash patterns and suggest that age-related differences must be considered in measures designed to improve older driver safety.
Centre For Accident Research Road Safety Qld Faculty of Health Institute of Health and Biomedical Innovation School of Psychology Counselling, Feb 1, 2012
Centre For Accident Research Road Safety Qld Faculty of Health Institute of Health and Biomedical Innovation School of Psychology Counselling, 2012
... 5.00, 25-32km/h}{6.00, more than 32km/h}{7.00, Don't know} motiv Primary motivation for ... more ... 5.00, 25-32km/h}{6.00, more than 32km/h}{7.00, Don't know} motiv Primary motivation for riding {Utilitarian =1, Social =2, Health =3} grprides Do you participate in group (3 or more cyclists) rides?{1 = yes, 0 = no} nitrides Do you ride at night (after dusk or before dawn)?- {1 = yes ...
Issues addressed: Cyclists' perceptions of harassment from motorists discourages ... more Issues addressed: Cyclists' perceptions of harassment from motorists discourages cycling. This study examined changes in cyclists' reporting of harassment pre- to post-introduction of the Queensland trial of the minimum passing distance road rule amendment (MPD-RRA).Methods: Cross-sectional online surveys of cyclists in Queensland, Australia were conducted in 2009 (pre-trial; n=1758) and 2015 (post-trial commencement; n=1997). Cyclists were asked about their experiences of harassment from motorists while cycling. Logistic regression modelling was used to examine differences in the reporting of harassment between these time periods, after adjustments for demographic characteristics and cycling behaviour.Results: At both time periods, the most reported types of harassment were deliberately driving too close (causing fear or anxiety), shouting abuse and making obscene gestures or engaging in sexual harassment. The percentage of cyclists who reported tailgating by motorists increased between 2009 and 2015 (15.1% to 19.5%; P<0.001). The percentage of cyclists reporting other types of harassment did not change significantly.Conclusions: Cyclists in Queensland continue to perceive harassment while cycling on the road. The amendment to the minimum passing distance rule in Queensland appears to be having a negative effect on one type of harassment but no significant effects on others.So what?: Minimum passing distance rules may not be improving cyclists' perceptions of motorists' behaviours. Additional strategies are required to create a supportive environment for cycling.
Mandatory bicycle helmet laws have been found to increase helmet wearing rates in Australia and i... more Mandatory bicycle helmet laws have been found to increase helmet wearing rates in Australia and internationally. However, much of the research on factors influencing compliance with the Australian helmet laws is dated or focuses on commuters and city areas only. To address this gap, video recordings of bicycle riders were undertaken at 17 sites across Queensland, Australia, representing a mixture of on- and off-road locations, speed limits and regions. Helmet status was able to be determined for 98% of riders observed. The level of compliance with the laws was very high, with 98.3% of the more than 27,000 riders observed wearing helmets. Riders riding on roads were less compliant than those riding on bicycle paths, but no significant differences were observed between the school-holiday and school-term periods. Among the on-road riders, boys were less compliant than girls and overall children were less compliant than adults. Higher compliance levels were found for group riders, road bike riders, lycra-clad riders, during morning hours, and on 50km/h or lower speed limit roads. While the overall level of compliance was very high, certain subgroups were identified as a possible focus for interventions to further improve the compliance level, for example children (particularly boys) riding mountain bikes away from groups during the afternoon hours on 60km/h roads.
Centre For Accident Research Road Safety Qld Faculty of Health Institute of Health and Biomedical Innovation School of Psychology Counselling, May 1, 2010
Centre For Accident Research Road Safety Qld Faculty of Health Institute of Health and Biomedical Innovation School of Psychology Counselling, Sep 1, 2012
The growing proportion of older adults in Australia is predicted to comprise 23% of the populatio... more The growing proportion of older adults in Australia is predicted to comprise 23% of the population by 2030. Accordingly, an increasing number of older drivers and fatal crashes of these drivers could also be expected. While the cognitive and physiological limitations of ageing and their road safety implications have been widely documented, research has generally considered older drivers as a homogeneous group. Knowledge of age-related crash trends within the older driver group itself is currently limited. The aim of this research was to identify age-related differences in serious road crashes of older drivers. This was achieved by comparing crash characteristics between older and younger drivers and between sub-groups of older drivers. Particular attention was paid to serious crashes (crashes resulting in hospitalisation and fatalities) as they place the greatest burden on the Australian health system. Using Queensland Crash data, a total of 191,709 crashes of all-aged drivers (17-80+) over a 9-year period were analysed. Crash patterns of drivers' aged 17-24, 25-39, 40-49, 50-59, 60-69, 70-79 and 80+ were compared in terms of crash severity (e.g., fatal), at fault levels, traffic control measures (e.g., stop signs) and road features (e.g., intersections). Crashes of older driver sub-groups (60-69, 70-79, 80+) were also compared to those of middle-aged drivers (40-49 and 50-59 combined, who were identified as the safest driving cohort) with respect to crash-related traffic control features and other factors (e.g., speed). Confounding factors including speed and crash nature (e.g., sideswipe) were controlled for. Results indicated that patterns of serious crashes, as a function of crash severity, at-fault levels, road conditions and traffic control measures, differed significantly between age groups. As a group, older drivers (60+) represented the greatest proportion of crashes resulting in fatalities and hospitalisation, as well as those involving uncontrolled intersections and failure to give way. The opposite was found for middle-aged drivers, although they had the highest proportion of alcohol and speed-related crashes when compared to older drivers. Among all older drivers, those aged 60-69 were least likely to be involved in or the cause of crashes, but most likely to crash at interchanges and as a result of driving while fatigued or after consuming alcohol. Drivers aged 70-79 represented a mid-range level of crash involvement and culpability, and were most likely to crash at stop and give way signs. Drivers aged 80 years and beyond were most likely to be seriously injured or killed in, and at-fault for, crashes, and had the greatest number of crashes at both conventional and circular intersections. Overall, our findings highlight the heterogeneity of older drivers' crash patterns and suggest that age-related differences must be considered in measures designed to improve older driver safety.
Centre For Accident Research Road Safety Qld Faculty of Health Institute of Health and Biomedical Innovation School of Psychology Counselling, Feb 1, 2012
Centre For Accident Research Road Safety Qld Faculty of Health Institute of Health and Biomedical Innovation School of Psychology Counselling, 2012
... 5.00, 25-32km/h}{6.00, more than 32km/h}{7.00, Don't know} motiv Primary motivation for ... more ... 5.00, 25-32km/h}{6.00, more than 32km/h}{7.00, Don't know} motiv Primary motivation for riding {Utilitarian =1, Social =2, Health =3} grprides Do you participate in group (3 or more cyclists) rides?{1 = yes, 0 = no} nitrides Do you ride at night (after dusk or before dawn)?- {1 = yes ...
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