Using demographic, psychosocial, behavioural and safety-related factors to assess cyclists' behaviour: A comparative approach across 19 countries.

This Data in Brief (DiB) article presents the differences in cycling behaviors related to violations, errors, and positive behaviors by region. The study data were collected by means of a structured questionnaire applied to a full sample of 7,001 participants from 19 countries, distributed over 5 continents. This paper proposes descriptive statistics, as well as common statistical tests. The aim is to enable authors to make their own analyses, not to provide precise interpretations. For further information about the macro project supporting the collection of these data, it is advised to refer to the paper titled "Cross-culturally approaching the cycling behavior questionnaire (CBQ): Evidence from 19 countries", published in Transportation Research Part F: Traffic Psychology and Behavior.

Investigating the severity of single-vehicle truck crashes under different crash types using mixed logit models.

INTRODUCTION: Almost 90% of fatal road crashes occur in developing countries. Among these countries, Iran has a noticeable fatal crash rate of 21.47 deaths per 100,000 persons. Improving the safety of trucks is of particular importance in Iran where road freight is used to transport almost 90% of the commodities. Researchers have suggested dichotomizing crashes into single- and multi-vehicle categories and found that when this is performed vast differences can be identified between the mechanisms behind these categories of crashes, particularly when investigating truck crashes. METHOD: This study investigated single-vehicle truck crashes in Khorasan Razavi province in Iran from 2013 to 2021. Likelihood ratio tests were employed to show that separate models are statistically valid for different crash types. Subsequently, three mixed logit crash-type models were developed to investigate 5,703 single-vehicle truck crashes. RESULTS: Four significant variables were exclusive to collisions with an object (brake failure, ABS, primary roads, and rainy or snowy weather), five significant variables were associated with run-off-road crashes (driving a loaded truck, speed limit (>60 km/h), paved shoulders, driving uphill, and inability to control the truck), and three significant variables were associated with overturn crashes (overloaded truck, curved roads, and changing direction suddenly). In all crash types, both fastening the seatbelt and speeding were found to be significant factors. CONCLUSION: The research highlights the need to analyze single-vehicle truck crashes using distinct crash type models and highlights the unique contributing factors of three common single-vehicle crash types. PRACTICAL APPLICATIONS: The study presents recommendations for policy to address key crash risks for trucks in Iran, including education and training to improve driver experience, compliance with seat belt usage, enforcement of speeding, and vehicle technologies to monitor drivers.

Single-bicycle crashes in Finland - Characteristics and safety recommendations.

PROBLEM: Increasing the role of cycling is necessary to reduce physical inactivity. While promoting cycling, attention should also be given to traffic safety. Hence, a better understanding on the underlying factors and safety recommendations of cyclist crashes is needed. This study aims to increase knowledge on fatal single-bicycle crashes (SBCs), where other road users are not collided with. METHOD: Data from in-depth investigated fatal cyclist crashes in Finland is analyzed from 2010 to 2019. The study presents descriptive analysis of the characteristics, underlying factors, and safety recommendations of SBCs (n = 82) and other cyclist crashes (n = 151). Logistic regression analysis and chi-squared tests were performed to identify significant characteristics for SBCs. RESULTS: Fatal SBCs commonly involved people aged 60 or older, males, and cyclist not wearing a helmet. Cyclist's health issues influenced the crash in 62.2% of the SBCs. Compared to other cyclist crashes, health issues, alcohol, males, other crash locations than intersections, and weekends were highlighted in SBCs. Safety recommendations emphasized human factors, such as informing cyclist about underlying factors and the use of safety equipment. DISCUSSION: In addition to human factors, the safety recommendations included suggestions regarding the bicycle, the traffic environment, and traffic regulations. This highlights the need to focus on different safety improvement actions to reduce SBCs. This study identified key characteristics of SBCs, which may help traffic safety authorities address this road safety issue and ultimately help to promote cyclist safety. PRACTICAL APPLICATIONS: Cooperation between the actors including health care providers and the police is also proposed to address cyclists' health issues that contribute to SBCs.

A social-ecological model of working from home during COVID-19.

Working from Home (WFH) is emerging as a critical measure for reducing transport demand. Indeed, the COVID-19 pandemic has revealed that trip avoidance measures, especially WFH, could help address Sustainable Development Goal 11.2 (creating sustainable transport systems in cities) by decreasing commuter trips by private motor vehicles. This study aimed to explore and identify the attributes that supported WFH during the pandemic and construct a Social-Ecological Model (SEM) of WFH within the context of travel behaviour. We conducted in-depth interviews with 19 stakeholders from Melbourne, Australia and found that WFH during COVID-19 has fundamentally changed commuter travel behaviour. There was a consensus among participants that a hybrid-work model will emerge post-COVID-19 (e.g., working three days in the office and two days at home). We identified 21 attributes that influenced WFH and mapped these attributes across the five traditional SEM levels (intrapersonal, interpersonal, institutional, community and public policy). In addition, we proposed a sixth higher-order level: "global", to reflect the worldwide phenomena of COVID-19 and computer programs that also supported WFH. We found that WFH attributes were concentrated at the intrapersonal (individual) and institutional (workplace) levels. Indeed, workplaces are key to supporting WFH in the long-term. Whereby, workplace provision of laptops, office equipment, internet connection and flexible work policies enable WFH, and unsupportive organisational cultures and managers are potential barriers to WFH. This SEM of WFH benefits both researchers and practitioners by providing guidance of the key attributes required to sustain WFH behaviours post-COVID-19.

Kaahaajat: Finnish Attitudes towards Speeding.

People driving in excess of the posted speed limit (referred to as speeding in English or Kaahaajat in Finnish) is a common road user behaviour. In Finland, between 2000 and 2020, speeding was identified as the key contributing factor in 41% of fatal motor vehicle collisions. This may be because disregarding speed limits on motorways and on residential roads are the most common violations performed by Finnish drivers. This study identifies factors influencing speeding while driving in Finland. In particular, 703 responses from Finnish drivers of the ESRA2 (E-Survey of Road users' Attitudes) were analysed to understand the theory of planned behaviour (TPB) factors underpinning speeding behaviours in three road environments: inside built-up areas; outside of built-up areas; and on motorways and freeways. Three binary logistic regression analyses were used to understand which elements of TPB were associated with self-reported speeding in each of these environments. Approximately two thirds of participants reported speeding in each of the three road environments. Attitudes and subjective norms were associated with speeding in built-up areas and on motorways or freeways. In addition, perceived behavioural control and age were significantly associated with speeding outside of built-up areas. The findings highlight how a systematic approach is needed to address speeding considering enforcement, engineering, legislation, and education.

A city-level transport vision for 2050: Reimagined since COVID-19.

Transformative changes are needed in the transport sector to limit global warming. Radical transport disruptions experienced during the COVID-19 pandemic, such as greater Working from Home (WFH) and active travel, present a unique opportunity to reimagine more sustainable transport systems. The aim of the current study was to develop a 2050 transport vision and identify short term priorities for Melbourne (Australia) based on in-depth stakeholder interviews. To the best of our knowledge, this is the first backcasting study since COVID-19. As the city with the 'longest lockdown', Melbourne has valuable lessons for the rest of the world. Overall, participants reported that they were uncertain about the future of the central business district. Participants envisaged that the transport system would be carbon-neutral or carbon-positive. However, private motor vehicles (including electric and automated) were not considered the solution for handling the scale of trips anticipated with the projected population size. Instead, participants perceived that in Melbourne by 2050, there will be less work-related travel due to greater job flexibility and WFH. More localised neighbourhood living (20-minute cities), with most short trips undertaken by active travel, and longer trips by public transport. Furthermore, it was projected that regional centres will grow and the transport system will be for the whole state of Victoria and not just Melbourne. Finally, the study identified short term (2021-2030) travel behaviour priorities and eight immediate actions, including: urban design focusing on inspiring active travel; reallocating road space to prioritise active and public transport modes; planning for micromobility urban freight; improving public transport services; expanding public transport networks; installing electric vehicle charging infrastructure; supporting WFH to encourage trip avoidance; and encouraging political consensus when building major transport projects.

Bicycle Rider Behavior and Crash Involvement in Australia.

This research investigated how behaviours and attitudes of bicycle riders influence crash frequency and severity. The study recruited 1102 Australian bicycle riders for an online survey. The survey comprised questions on demographics, frequency of riding and the number and severity of traffic crashes during the last five years. The survey included the Cycling Behaviour Questionnaire and the Cyclist Risk Perception and Regulation Scale. Overall, there were low levels of errors and violations reported by participants indicating that these behaviours were on average never or rarely exhibited while riding a bicycle. Conversely, participants reported high levels of engagement in positive behaviours and reported high levels of traffic rule knowledge and risk perception. Higher rates of violations and errors were associated with increased crash likelihood, while higher rates of positive behaviours were associated with reduced rates of crash involvement in a period of 5 years. The findings highlight the relationship between errors, total crashes and crash severity Further promotion of positive behaviours amongst riders may also help to reduce the risk of crashes.

Personality traits as predictors of cyclist behaviour.

Road user behaviour and personality traits are important determinants of driver crash risk. While a great deal of research has been undertaken to understand the relationships between crash involvement, behaviours and personality traits for motor vehicle drivers, comparatively few studies have considered these factors for cyclists. This manuscript presents the findings of a study conducted amongst a sample of six hundred and fifteen (615) Australian cyclists, investigating these issues. The aim of this research was to establish a structure for a cycling behaviour questionnaire applicable to a cohort of Australian cyclists. Using the dimensions identified from the questionnaire, the research investigated the relationship between self-reported crashes, behaviours and personality traits, in order to further develop our understanding of risk factors associated with cycling. Personality traits (agreeableness, extroversion, conscientiousness, neuroticism and openness to experience) were measured using the Big Five Inventory. While cyclist behaviour was measured using a modified version of the cyclist behaviour questionnaire developed by the Dutch national road safety research centre (SWOV). Principal Components Analysis (PCA) was performed on the cycling behaviour questionnaire to identify underlying subscales of behaviour. The PCA identified a two dimension model representing violations (α = 0.74) and errors (α = 0.65), consisting of 16 items from the original 22 item cyclist behaviour questionnaire. Linear regressions for each of the cyclist behaviour factors identified that age was negatively associated with errors and violations, indicating that older cyclists report fewer errors or violations. Similarly, there was a negative association with average weekly kilometres travelled. Gender was a significant predictor of errors, but not violations, with male cyclists reporting fewer errors than females. When considering personality traits, there was a positive association between extroversion and both errors and violations. Significant negative associations were identified for agreeableness and conscientiousness. Neither neuroticism nor openness to experience were associated with the frequency of errors or violations. The research identified that demographics, travel characteristics and personality traits provide insight into engagement in aberrant cycling behaviours and these behaviours are associated with self-reported crash involvement. The research provides insight into behaviours that could be targeted with appropriate education and enforcement strategies.

Safer vehicles and technology for older adults.

Objective: The objective of this study was to address the uptake of safer vehicles and in-vehicle technologies among older adults through a better understanding of extent and use of safer vehicles and awareness/acceptance of new vehicle technologies.Methods: Data were collected from a sample of 501 active older drivers (those who drove at least once a week) through telephone surveys.Results: The sample included experienced and active drivers aged between 65 and 92 years (median 73 years). Though two-thirds indicated that safety was a priority in their vehicle choice, other factors such as reliability and vehicle make were more important. There was low awareness of driver assist safety features, particularly among the oldest drivers. Only one-quarter of drivers were receptive to paying extra for safety features, and there was no interest in paying more for driverless vehicles.Conclusions: The findings showed an overall low awareness and acceptance of in-vehicle safety features; however, where there was some awareness, there was greater interest in purchasing vehicles with safety features. More effort should be undertaken to develop and prioritize a set of recommendations to increase use of safe vehicles by older drivers.

A simulator study of driving behavior and mental workload in mixed-use arterial road environments.

Objectives: Mixed-use urban environments, such as arterial roads with adjacent commercial land uses, represent crash locations with the highest risk. These locations are often characterized by high volumes of motor vehicle traffic, on-street parking, and interactions with multiple road user groups such as pedestrians, cyclists, and public transportation. The objective of this study was to investigate previously identified crash risk factors for mixed-use urban environments and assess how parking occupancy, center medians, and cyclist volume influence performance and workload in a driving simulator study. Methods: Thirty participants were recruited for the study. Participants completed 6 drives that presented different combinations of cyclist volume, median condition, and parking occupancy. Incorporated into the simulator drives was a secondary peripheral detection task (PDT) designed to measure mental workload. Participants provided subjective assessments of workload using the Rating Scale Mental Effort (RSME). Results: Mean lateral lane position was found to significantly vary across the 3 independent variables of parking occupancy, cyclist volume, and median conditions. No significant changes were identified for mean speed across the conditions. Subjective and objective measures of workload identified changes due to the presence of cyclists with slower reaction times for the PDT task when cyclists were present. Conclusion: The findings provide insight into the interaction of road design elements in mixed-use urban road environments and demonstrate that increasingly complex environments increase driver demand. This has important road design implications for mixed-use arterial roads, which are often characterized by complex interactions between multiple road user groups.

Self-reported aggression amongst active cyclists.

There is a paucity of research regarding aggressive behaviours of on-road cyclists and the consequences that aggression may have on their safety. To address this, we examined self-reported anger-based aggression in a sample of "active" cyclists (N = 623: males = 69%) defined as those who regularly ride a bicycle on-road (all rode at least once a week, 64% rode between 4-7 days per week). Using the Cyclist Anger Expression Inventory (CAX) three broad types of anger-based aggression were identified: 1) constructive ways of dealing with anger, 2) verbal aggression and 3) personal physical aggression. Cyclists reported that most to almost all of the time they deal with anger in adaptive constructive ways. When they were aggressive, they were most likely to express this through verbal types of aggression such as shouting or swearing aloud. Personal physical types of aggression were infrequent and these were the only type of behaviour found to be related to crashes. Regression analyses showed that factors associated with personal physical aggression included anger propensities, distance travelled, being male and younger. Interestingly, personal physical aggression was also more frequently expressed by cyclists classified as "strong and fearless" (Geller, 2009), that is avid cyclists who feel comfortable in all riding environments. Therefore, although the expressions of extreme aggression are rare, they are expressed in a group of riders who regularly ride on the road, making them particularly vulnerable. Effective strategies need to be developed to lessen cyclist aggression and mitigate the potential risks associated with these behaviours, for both cyclists and other vulnerable road users.

Pedestrian injuries due to collisions with cyclists Melbourne, Australia.

Over the past decade in Melbourne the popularity of cycling has increased both as a mode of transport and a recreational activity, while at the same time walking has consistently been the most prevalent form of physical activity. Increasing levels of active transport use and physical activity are seen as important public health issues, particularly as the rate of urbanisation continues to grow throughout the world. To date there has been limited research conducted in Australia looking at the prevalence of pedestrian injuries resulting from collisions with cyclists. However there is a potential for the issues surrounding pedestrian and cyclist conflict to increase, given the growing uptake of these modes of transport, the continued densification of the urban environment and the lack of cycling specific infrastructure in many Australian capital cities. This study investigated the prevalence of pedestrian injuries resulting from collisions with cyclists in Melbourne, Australia. The intention was to quantify the extent of these collisions and identify if the rate of collisions was increasing, which may highlight a growing road safety issue. Furthermore the study sought to identify any unique characteristic and injury outcomes associated with this collision type. Aggregate analyses of two Victorian data sources were undertaken to enhance our understanding of pedestrian injuries resulting from collisions with cyclists, the Victorian Injury Surveillance Unit (VISU) and Victorian Police Report Crash Data (Crash Stats). The analysis demonstrated that over the past ten years there does not appear to have been a substantial increase in the number of pedestrian injuries resulting from collisions with cyclists. Furthermore the prevalence of injuries was small, especially when compared to injuries sustained by pedestrians from collisions with motor vehicles. The findings highlight that efforts to increase active transport participation should be encouraged and there may be situations where is it suitable to increase interaction and sharing of space between pedestrians and cyclists.

Fatal cyclist crashes in Australia.

OBJECTIVES: The number of casualty road crashes in Australia has steadily reduced over the past few decades; however, a concurrent reduction has not been achieved for crashes involving cyclists. This has resulted in a disproportionate overrepresentation of cyclists in fatal injury statistics. This article explores the contributing factors and injury mechanisms among coronial reported fatal cyclist crashes in Australia. METHODS: The National Coronial Information System (NCIS) is a remote data entry and retrieval system containing detailed coronial information managed by the Victorian Department of Justice and Regulation. All coroner-reported closed cases involving a cyclist fatality in Australia from 2006 to 2015 were extracted from the database. In total, 336 cases in the NCIS database involving a cyclist fatality that occurred within the road reserve throughout Australia were identified and extracted for analysis. Variables in the analyses included age, gender, mechanism of injury, medical cause of death, time of incident, modes of transport involved, speed limit, road geometry, police narratives, and toxicology reports. The NCIS data were supplemented with spatial information using the geographic coordinates of the crash. Geographic information was utilized to gather information regarding various location characteristics such as speed limits and road geometry. Descriptive analysis techniques were performed on the data to examine key variables. Analyses also included cross-tabulation and Pearson's chi-squared tests (χ2) for comparison of variables collected. All analyses were undertaken at a level of significance (α) of .05. Effect size was assessed using Cramer's V statistic (φc). RESULTS: The majority of fatal outcome crashes occurred in New South Wales (27.4%), followed by Victoria (25.9%) and Queensland (22.0%), and the majority involved male cyclists aged between 35 and 64 years. Those aged between 18 and 34 years were the next most frequent group of fatally injured cyclists. Helmet use was reported in 62.2% of cases. When reported, 19.6% of cyclists were not wearing a helmet at the time of the incident. The presence of alcohol was detected in 14.6% of postmortem examinations and illicit drugs including tetrahydrocannabinol, opioids, and methamphetamine were identified in 17.6% of cases. Analysis of the road characteristics identified a relatively even split between crashes that occurred in low speed environments (60 km/h and below; 51.2%) and higher speed environments (48.8%). Crash counterparts commonly involved light vehicles (31.3%) and heavy vehicles (38.4%), with approximately one quarter (23.8%) being single-vehicle crashes (i.e., bicycle only). Analyses of injury information identified that cyclists most commonly sustained multiple injuries (38.8%). Injuries to the head (31.3%), chest (4.8%), neck (3.4%), and brain (2.0%) were also commonly reported. CONCLUSIONS: The findings provide insight into key contributing factors and injury characteristics of fatal cyclist crashes in Australia and can inform and guide the development of effective infrastructure designs and strategies to reduce cyclist trauma.

Falling while walking: A hidden contributor to pedestrian injury.

Walking is a sustainable mode of transportation which is beneficial to both individuals and to the broader community, however, there are risks and it is essential that road design and operation provides safe conditions for walking. In Victoria, pedestrians represent one of the most vulnerable road user groups, accounting for approximately 12% of all road fatalities and serious injuries. These figures largely represent injuries where the pedestrian has been struck by a vehicle with the extent of pedestrian-only injuries largely un-reported. Falling while walking may be a significant contributor to pedestrian only injuries. Indeed, the World Health Organisation has identified falls generally as the second leading cause of unintentional injury death in older populations. Despite the prevalence of fall-related injuries, there has been relatively little research undertaken to address the issues surrounding falls that occur while walking for transport and in public spaces. This study, therefore, aimed to address this gap in our knowledge. Analyses of various data sources were undertaken to enhance our understanding of fall-related injuries while walking in Victoria. Two sources of data were accessed: Only 85 fall-related incidents were reported in the crash-based data, however, pedestrian falls while walking in the road environment accounted for an average of 1680 hospital admissions and 3545 emergency department presentations each year, and this number is rising. The findings in this study show clearly that Police data is of little use when attempting to understand issues of safe travel for pedestrians other than vehicle-pedestrian incidents. However, analysis of hospital data provides a more realistic indication of the extent of pedestrian fall-related injuries and highlights the significant number of pedestrian fall-related injuries that occur each year. Moreover, the findings identified that older pedestrians are significantly over-represented amongst fall-related injuries that require hospital admission, while also having the highest rate of emergency department presentations when adjusting for age and exposure based on estimates of aggregate walking distances. The study also highlighted that the most common injury sustained from a fall were fractures. The implications of these findings and identification of 'best-practice' within a Safe System context are discussed in terms of enhancements to the physical environment (particularly footpath, kerb and ramp construction and maintenance), implementation of fall hazard assessment and management strategies, and educational programs to highlight the risks for falls and recommend preventative strategies, and overall enhancements of general fall interventions to include falls while walking outside (including exercise interventions). In addition, a number of research and data needs, particularly collection of in-depth data to identify contributory factors and injury outcomes related to falls while walking incidents.

Validation of a bicycle simulator for road safety research.

The study's aim was to assess the behavioural validity of participants using of a newly developed bicycle simulator with respect to a range of cycling performance measures collected both using the cycling simulator and on-road. The validation study consisted of a within-subjects study design comparing participants riding on-road with riding in the simulator. The study recruited 26 participants ranging in age from 18 to 35 years (M=25.0, SD=4.8). Absolute validity was established for measures of spatial positioning including average lane position, deviation in lane position and average passing distance from kerbside parked cars. Relative validity was established for the average speed of cyclists and their speed reduction on approach to intersections and a degree of validity was established for aspects of the participants head movements on approach to intersections. The study found evidence to suggest that aspects of cyclist behaviour can be investigated using the bicycle simulator, however further validation research may be required in order to more comprehensively validate looking behaviours, more complex performance measures and for a wider age range of cyclists.

How safe are children when transported by bicycle?

OBJECTIVES: With the increasing popularity of cycling generally and availability of new bicycle child carriers, there is an emerging interest in the safety of child bicycle passengers and riders. However, very little is known about the nature and extent of injuries to child bicycle riders and passengers. The aim of this study was to enhance our understanding of child safety in bike transportation and to identify injury patterns and outcomes. METHOD: Analyses of Victorian hospital data (emergency department presentations and hospital admissions) were undertaken to describe and compare injury outcomes among children aged 0-3 years, 4-6 years, and 7-10 years on bicycles. Data over the 15-year period, July 1, 1999, to June 30, 2014, were examined. RESULTS: A total of 17,859 emergency department presentations and 4,794 hospitalizations were reported for child cyclists under the age of 10 years. The rate of emergency department presentations and hospital admissions per 100,000 population decreased by 1.5% (-2.8 to -0.2%) and 5.0% (-6.5 to -3.4%), respectively. For emergency department presentations, the most commonly injured body parts included the head (34.9%), elbows and forearms (14.6%), and wrist and hands (16.3%). For hospital admissions, the head was again the most commonly injured body region (36.5%), followed by the elbow and forearm (26.7%) and shoulder and upper arm (9.1%). Comparisons of injured body regions between age groups revealed that children aged 3 and under were significantly more likely to sustain injuries to the head that required hospital admissions compared to older age groups. In contrast, older children, between the ages of 7 and 10 years, were significantly more likely to sustain injuries to either the arms, wrists, or hands. Further analysis of the nature of injury revealed that children aged 3 and under had a significantly higher number of open wound injuries compared to older children. CONCLUSION: This article provides an exploratory and broad overview of the magnitude and severity of injuries among child bike riders and passengers and highlights that younger children are more likely to sustain head injuries compared to older children. This is likely the result of very young children being passengers on bicycles who are constrained in a seat or trailer with little protection or opportunity to mitigate injuries. HIGHLIGHTS: • Analyses of injury data to understand the nature and extent of injuries to children on bikes as passengers and riders. • Child cyclist injuries as a significant safety issue within Victoria, Australia. • Young children aged 0-3 years experienced significantly more head injuries compared to older children.

Older Adults at Increased Risk as Pedestrians in Victoria, Australia: An Examination of Crash Characteristics and Injury Outcomes.

OBJECTIVES: Engaging in active transport modes (especially walking) is a healthy and environmentally friendly alternative to driving and may be particularly beneficial for older adults. However, older adults are a vulnerable group: they are at higher risk of injury compared with younger adults, mainly due to frailty and may be at increased risk of collision due to the effects of age on sensory, cognitive, and motor abilities. Moreover, our population is aging, and there is a trend for the current cohort of older adults to maintain mobility later in life compared with previous cohorts. Though these trends have serious implications for transport policy and safety, little is known about the contributing factors and injury outcomes of pedestrian collision. Further, previous research generally considers the older population as a homogeneous group and rarely considers the increased risks associated with continued ageing. METHOD: Collision characteristics and injury outcomes for 2 subgroups of older pedestrians (65-74 years and 75+ years) were examined by extracting data from the state police-reported crash dataset and hospital admission/emergency department presentation data over the 10-year period between 2003 and 2012. Variables identified for analysis included pedestrian characteristics (age, gender, activity, etc.), crash location and type, injury characteristics and severity, and duration of hospital stay. A spatial analysis of crash locations was also undertaken to identify collision clusters and the contribution of environmental features on collision and injury risk. RESULTS: Adults over 65 years were involved in 21% of all pedestrian collisions. A high fatality rate was found among older adults, particularly for those aged 75 years and older: this group had 3.2 deaths per 100,000 population, compared to a rate of 1.3 for 65- to 74-year-olds and 0.7 for adults below 65 years of age. Older pedestrian injuries were most likely to occur while crossing the carriageway; they were also more likely to be injured in parking lots, at driveway intersections, and on sidewalks compared to younger cohorts. Spatial analyses revealed older pedestrian crash clusters on arterial roads in urban shopping precincts. Significantly higher rates of hospital admissions were found for pedestrians over the age of 75 years and for abdominal, head, and neck injuries; conversely, older adults were underrepresented in emergency department presentations (mainly lower and upper extremity injuries), suggesting an increased severity associated with older pedestrian injuries. Average length of hospital stay also increased with increasing age. CONCLUSION: This analysis revealed age differences in collision risk and injury outcomes among older adults and that aggregate analysis of older pedestrians can distort the significance of risk factors associated with older pedestrian injuries. These findings have implications that extend to the development of engineering, behavioral, and enforcement countermeasures to address the problems faced by the oldest pedestrians and reduce collision risk and improve injury outcomes.