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A significant proportion of worker fatalities within Australia result from truck-related incidents. Truck drivers face a number of health and safety concerns. Safety culture, viewed here as the beliefs, attitudes and values shared by an organisation’s workers, which interact with their surrounding context to influence behaviour, may provide a valuable lens for exploring safety-related behaviours in heavy vehicle operations. To date no major research has examined safety culture within heavy vehicle industries. As safety culture provides a means to interpret experiences and generate behaviour, safety culture research should be conducted with an awareness of the context surrounding safety. The current research sought to examine previous health and safety research regarding heavy vehicle operations to profile contextual factors which influence health and safety. A review of 104 peer-reviewed papers was conducted. Findings of these papers were then thematically analysed. A number of behaviours and scenarios linked with crashes and non-crash injuries were identified, along with a selection of health outcomes. Contextual factors which were found to influence these outcomes were explored. These factors were found to originate from government departments, transport organisations, customers and the road and work environment. The identified factors may provide points of interaction, whereby culture may influence health and safety outcomes. [ABSTRACT FROM AUTHOR]

Highlights • Fatigue Risk Management is an alternative method of compliance with FAA regulations. • Non-inferiority is the logical union of equivalence and superiority. • Non-inferiority can demonstrate an AMOC flight is as safe as or safer than a SSO flight. • The question "equal to or better than" is directly answered by non-inferiority. • Non-inferiority replaces testing for superiority and equivalence. Abstract In December 2014, the Federal Aviation Administration (FAA) completed a major revision of the rules and regulations governing flight and duty time in commercial aviation (Federal Aviation Regulation (FAR) Part 117). Scientists were included in the revision process and provided insights into sleep, sleep loss, the circadian rhythm, and their effects on performance that were incorporated into the new rule. If a planned flight was non-compliant with the regulation, for example if it exceeded flight and duty time limits, it could only be flown under an FAA-approved Fatigue Risk Management System (FRMS) as meeting an Alternative Method of Compliance (AMOC). One method that a flight could qualify as an AMOC is if it could be demonstrated empirically that it was as safe as or safer than a similar flight, designated the Safety Standard Operation (SSO), that was compliant with the regulation. In the present paper, we demonstrate the FRMS process using a comparison between a non-compliant AMOC flight from the US west coast to Australia and a compliant SSO flight from the US west coast to Taiwan. The AMOC was non-compliant because it exceeded the flight time limits in the prescriptive rule. Once a data collection exemption was granted by the FAA, both the outbound and inbound AMOC and SSO routes were studied on four Safety Performance Indicators (SPIs). The SPIs studied were inflight sleep, cognitive performance, self-reported fatigue, and self-reported sleepiness. These measures were made at top of descent (TOD), a critical phase of flight. The study was designed as a paired comparison. Forty volunteer pilots studied flew both the AMOC and the SSO flights for a total of 80 studied flights. Using statistical non-inferiority applied to the AMOC and SSO SPIs, we demonstrated, as required by the new rule, that the US-Australia AMOC flight was "as safe as, or safer than" the US-Taiwan SSO flight. In the context of FRMS, statistical non-inferiority is a concept and technique of great utility, straightforward in application, producing clear visual representations of the findings, and providing a direct answer to the question posed by the regulation - is the AMOC flight "as safe as, or safer than" the SSO. [ABSTRACT FROM AUTHOR]

• Formulate the logistic regression model with minimum classification error function. • Adopt classification maximum likelihood criterion to infer label information. • Compare results of the proposed model with others and show the effectiveness. • Investigate the most significant contributing factors to hit-and-run crashes. • Conduct sensitivity analysis of related parameters. • Provide implications for policies and counter-measures for hit-and-run crashes. Hit-and-run crashes not only degrade the morality, but also result in delays of medical services provided to victims. However, class imbalance problem exists as the number of hit-and-run crashes is much smaller than that of non-hit-and-run crashes. The missing label problem also exists in the crash analysis due to reasons like data barrier such that the information hidden in the unlabelled samples has not been effectively utilised. In this paper, a cost-sensitive semi-supervised logistic regression (CS3LR) model is proposed for hit-and-run analysis, in order to tackle class-imbalanced data distribution and missing label problem, based on the crash dataset of Victorian, Australia (2013–2019). By performing label estimation with logistic regression jointly utilising both labelled and unlabelled data with pseudo labels in a well-designed cost-sensitive semi-supervised maximum likelihood framework, the proposed model can obtain an unbiased likelihood parameter for hit-and-run prediction and analysis. Comparing the experimental results of CS3LR model with two logistic regression models and seven machine learning methods, better performance of CS3LR model is demonstrated. The most significant contributing factors to hit-and-run crashes extracted by CS3LR with only 10% labelled data show a high degree of consistency with the true contributing factors obtained by the supervised cost-sensitive logistic regression with complete hit-and-run labels. The effects of class-weighted ratio and hyper-parameter λ on the performance of hit-and-run crash prediction model have also been analysed. The results can further provide recommendations and implications on the policies and counter-measures for preventing hit-and-run collisions and crimes. The methodology proposed in this paper can also be employed to analyse crash data with other types of missing labels, such as crash severity. [ABSTRACT FROM AUTHOR]

• Women cycling patterns were observed in an innovative naturalistic study approach. • Proportions of women riders were similar (22 %) in road and off-road bicycle paths. • Greater likelihood of observing a woman rider on roads with cycling-friendly features. • Lower likelihood observed among road bike riders. • Greater likelihood observed during day hours, on weekends, and in group riding. Women are less likely to ride than men in low cycling countries such as Australia. In Australia, self-reported cycling participation appears to be declining, particularly for women. This paper examines the rider and road environment correlates of women's cycling. While most earlier studies relied on self-report data to understand gender differences in cycling, this study video-recorded 24,868 riders (22 % female) at 17 sites across Queensland, Australia. The probabilities of an observed rider being female under different circumstances (e.g., speed limit, riding location, time of riding, group riding) at these sites were modelled in a binomial logistic regression framework. The likelihood of a rider being a woman was greater during the day (9am-8pm) than the early morning (5–9 a.m.); on weekends than on weekdays; in groups of two or more riders than among single riders; in lower speed zones than speed zones of 60 km/h or over; on roads with bike lanes or multiple traffic lanes or raised medians than on roads without these, and in urban areas than suburban areas. The likelihood of the rider being a woman was lower among those riding road bikes than other types of bicycles. The use of a naturalistic study design marks the key strength of this paper. Findings of this study should help better understand women's cycling patterns and preferred cycling locations, which cycling communities and organisations can use to advocate for better roads and paths that make female riders feel safe. [ABSTRACT FROM AUTHOR]

Despite similarities to the US in terms of transportation, land use, and culture, Australia kills 5.3 people per 100,000 population on the roads each year, as compared to the US rate of 12.4. Similar trends hold when accounting for distance driven and the number of registered cars. This paper seeks to understand what is behind the road safety disparities between these two countries. The results suggest that a number of inter-related factors seem to play a role in the better road safety outcomes of Australia as compared to the US. This includes Australia’s strategies related to seat belt usage and impaired driving as well as their efforts to help curb vehicle speeds and reduce exposure. Design-related differences include a much greater reliance on roundabouts and narrower street cross-sections as well as guidelines that encourage self-enforcing roads. Policy-related differences include stronger and more extensive enforcement programs, restrictive licensing programs, and higher driving costs. Combined with a more urban population and multimodal infrastructure, Australia tends to discourage driving mileage and exposure while encouraging safer modes of transportation such as transit, at least more so than in most of the US. Australia also enacted their version of Vision Zero – called the Safe System Approach – more than a decade before similar policies began cropping up in US cities. While it is difficult to attribute recent road safety successes to any specific policy, Australia continues to expand their lead on the US in terms of safety outcomes and is a road safety example worthy of consideration. [ABSTRACT FROM AUTHOR]

Young drivers remain overrepresented in road crashes around the world, with road injury the leading cause of death among adolescents. In addition, the majority of road traffic crashes, fatalities and injuries occur in low- and middle-income countries. All young drivers are at risk due to a breadth of age- and inexperience-related factors; however it is well recognised that young drivers may also intentionally engage in risky driving behaviours which increase their crash risk. The aim of this paper is to examine the self-reported risky driving behaviour of young drivers in Australia, New Zealand (high-income countries), and Colombia (middle-income country), and to explore the utility of a crash risk assessment model in these three countries. Young drivers aged 16–25 years completed the Behaviour of Young Novice Drivers Scale (BYNDS), in addition to self-reporting crash involvement and driving offences. A hierarchical segmentation analysis via decision trees was used to study the relationship between self-reported crashes and risky driving. Young drivers in Colombia reported more risky driving than young drivers in New Zealand, and considerably more risky driving than young drivers in Australia. Significant differences among and across countries in individual BYNDS items were found, and 23.5% of all participants reported they had been involved in a road crash. Handheld mobile phone usage was the strongest predictor of crashes, followed by driving after drinking alcohol, and carrying friends as passengers. Country of origin predicted mobile phone usage, with New Zealand and Colombia grouped in the same decision tree branch which implies no significant differences in the behaviour between these countries. Despite cultural differences in licensing programs and enforcement, young drivers reported engaging in a similar breadth of risky behaviours. Road crashes were explained by mobile phone usage, drink driving and driving with passengers, suggesting interventions should target these three risk factors. Whilst New Zealand and Australia have implemented graduated driver licensing programs, are geographical neighbours, and are high-income countries, the finding that behaviours of young drivers in New Zealand and Colombia were more similar than those of young drivers in New Zealand and Australia merits further investigation. [ABSTRACT FROM AUTHOR]

This paper examines the determinants of road traffic crash fatalities in Queensland for the period 1958–2007 using a state-space time-series model. In particular, we investigate the effects of policies that aimed to reduce drink-driving on traffic fatalities, as well as indicators of the economic environment that may affect exposure to traffic, and hence affect the number of accidents and fatalities. The results show that the introduction of a random breath testing program in 1988 was associated with a 11.3% reduction in traffic fatalities; its expansion in 1998 was associated with a 26.2% reduction in traffic fatalities; and the effect of the “Safe4life” program, which was introduced in 2004, was a 14.3% reduction in traffic fatalities. Reductions in economic activity are also associated with reductions in road fatalities: we estimate that a one percent increase in the unemployment rate is associated with a 0.2% reduction in traffic fatalities. [ABSTRACT FROM AUTHOR]

• Various measures used to operationalise drink driving were examined. • Perceptions of both legal and non-legal sanctions for drink driving were high. • Non-legal sanctions were a larger deterrent for drink driving than legal sanctions. • Past drink-driving conviction was a predictor of re-offending. • Age, gender and risky drinking behaviours were drink driving predictors. The threat of application of legal sanctions remains the prominent approach to reduce the prevalence of drink driving in a vast array of motoring jurisdictions. However, ongoing questions remain regarding: (a) the extent that such mechanisms impact upon offending behaviours, (b) the deleterious effect alcohol consumption has on decisions to drink and drive and (c) how best to operationalise (and measure) the concept of drink driving to enhance the accurate measurement of the dependent variable. This paper reports on an examination of 773 Queensland motorists' (across nine local government areas) perceptions of both legal and non-legal drink driving sanctions (as well as alcohol consumption) in order to gauge the deterrent impact upon a range of measures of drink driving: the driver thinking they are over the limit, the driver knowing they are over the limit, attempts to evade random breath testing, and intentions to re-offend. The sample completed an online or paper version of the questionnaire. The majority of participants reported "never" engaging in "possible" (74.5 %) or "acknowledged" (83.4 %) drink driving events, although a considerable proportion of the sample reported engaging in "possible" (25.5 %) or "acknowledged" (16.6 %) drink driving and attempting to evade RBT (18 %) events, as well as possible intentions to drink and drive in the future (22 %). Males were more likely to report such events. Perceptions of both legal sanctions (certainty, severity and swiftness) as well as non-legal sanctions (fear of social, internal or physical harm) were relatively high and consistent with previous research. Interestingly, non-legal sanctions were reported as stronger deterrents than legal sanctions. However, multivariate analysis revealed that legal deterrents had limited utility predicting offending behaviours, but rather, demographic characteristics (e.g., younger motorists, males) as well as risky drinking behaviour were better predictors. In regards to intentions to offend, a past conviction for drink driving was also a predictor of re-offending. These results highlight the ongoing challenges of addressing the problem of drink driving and that some motorists: (a) have entrenched behaviour and/or (b) make the decision to drink and drive before they are under the influence of alcohol. [ABSTRACT FROM AUTHOR]