Risk mitigation at train stations: underlying causes of slips, trips, and falls for passengers with reduced mobility.

Slips, trips, and falls (STFs) occur frequently at train stations and on trains, and result in passengers injuries. STFs underlying causes focussing on passengers with reduced mobility (PRM) were investigated. Mixed methods combining observation and retrospective interviews were used. Thirty-seven participants between 24 and 87 years of age completed the protocol. They navigated between three selected stations while wearing the Tobii eye tracker. In retrospective interviews, they were asked to explain their actions in selected video segments. The research identified the dominant risky locations and risk-taking behaviour in risky locations. For example: (i) risky locations were the vicinity of obstacles, (ii) risky behaviour was not looking at the gap between the platform and train. The dominant risky locations and behaviours could be considered as underlying causes of slips, trips, and falls for PRMs. They can be applied during planning and design of rail infrastructure to predict and mitigate STFs.Practitioner summary: A significant number of slips, trips, and falls (STFs) occurs at railway stations, and often result in personal injury. This research identified the dominant risky locations and behaviour as underlying causes of STFs for people with reduced mobility (PRMs). The recommendations presented could be implemented to mitigate such risk.

Risk to workers or vehicle damage: What makes drivers slow down in work zones?

OBJECTIVE: Speeding in work zones is common and poses significant safety hazards to motorists and workers. Previous studies have demonstrated that speeding is reduced when workers are visible to the drivers, suggesting that concern for the safety of workers influences drivers' speed choice. Conversely, the extent of speeding when workers are not visible suggests that drivers underestimate the increased risk of crashes or other damage to their vehicles associated with the poorer road conditions common at roadworks (loose surfaces and debris, narrower lane width and drop-offs etc.). To better understand the factors influencing drivers' speeds in work zones, this paper examined the extent to which drivers' speed choices are influenced by their perceived likelihoods of injuring workers and damaging their own vehicles. METHODS: Driver-nominated speeds and perceived likelihoods of worker injury and vehicle damage were collected in an online survey of 405 drivers from Queensland, Australia, by showing photographs of 12 real-world work zones. The data were analyzed using regression techniques to examine the factors influencing driver-nominated speeds and likelihood of speeding. RESULTS: The results supported the hypothesis that both drivers' perceived likelihood of injuring workers and damaging vehicles strongly influence their nominated speeds (p < 0.001). Young and middle-aged drivers nominated 2.5-6.3 km/h higher speeds than older drivers (p < 0.001). Car drivers who also held truck licenses nominated 4.5 km/h higher speeds (p < 0.001) and 81% higher odds of nominating speeds higher than posted limits (p < 0.001) than car-only licensed drivers. Drivers nominated lower speeds at road curves (12.1 km/h lower speed and 53% lower odds of speeding, p < 0.001), if adjacent areas of travel lanes were unpaved or had loose materials (11.5 km/h lower speed and 66% lower odds, p < 0.001), and when workers were visible in work zones (1.4 km/h lower speed, p = 0.004, and 27% lower odds, p = 0.041). CONCLUSIONS: In addition to driver demographic and work zone characteristics, drivers' perceptions of safe speeds depend on their perceptions of the likelihood of worker injury and vehicle damage at work zones. These findings suggest that interventions to heighten drivers' perceptions of the likelihood of damage to their vehicles may be useful in moderating speeds at roadworks.

Safe trip: Factors contributing to slip, trip and fall risk at train stations.

Public transport systems are vital services in urban environments. The design of these complex socio-technical systems is continuously evolving to accommodate larger populations, and their adaptation is essential in supporting the successful and sustainable development of cities and regions. An essential part of this adaptation includes working to increase passenger safety and to minimise their risk of injury. With this focus, key objectives of the current study were to identify the causes of slip, trip and fall (STF) incidents attributable to the rail user and to train and station characteristics. An investigation of historical STF records of 1247 train and station incidents in two Australian jurisdictions was conducted. Various contributing factors to STF events were identified, including locations such as stairs, ramps, escalators, the train's entry and exit step, doorway areas, and passenger running or rushing. A mixed-method field study was then conducted at three train stations and on trains. To further investigate the contributing factors, participants (N = 40) wore an eye tracker as they navigated the stations and trains. The research illustrates that their continuous search for information, and a disconnect between the information needed and the information provided, might be a cause of passenger distraction and an increase in their risky behaviour. Therefore, we suggest that improvements in information design to reduce the high visual workload for passengers might also reduce the incidence of STFs.

Understanding vehicle crashes in work zones: Analysis of workplace health and safety data as an alternative to police-reported crash data in Queensland, Australia.

Objectives: Vehicle crashes in work zones are significantly underreported in official crash datasets of many countries, including Australia. This leads to underestimations of work zone crash frequencies and limited understanding of crash causation factors. To address this important gap in the literature, this paper examines historical data from two different sources - police-reported crash data and organizational Workplace Health and Safety (WHS) records - to understand work zone crashes and their characteristics in Queensland, Australia.Methods: WHS data including text fields were cleaned and coded to match police-reported crash data variables for comparative descriptive analysis of a 45-month period. involvement of a moving vehicle that collided with another vehicle, pedestrian, object, or overturned, at a work zone accessible to public traffic.Results: There were more work zone crashes in the WHS data (N = 820) than the police-reported data (N = 128) and the WHS data offered a deeper understanding of incident causes due to the greater breadth of information available. The two data sets varied in terms of the patterns of crash type, the mixes of road users and vehicles involved, and the contributing factors that were identified, highlighting dangers of relying on single sources for understanding crash characteristics. The WHS data appear relatively consistent with the overall work zone safety literature, but their use has limitations regarding processing and reliability. Conversely, police-reported crash data can be analyzed efficiently but they suffer from underreporting and selective reporting.Conclusions: The WHS dataset is a valuable alternative to police-reported crash data for understanding vehicle crash characteristics in work zones, particularly where restrictive reporting criteria lead to inability to identify these crashes in police data. Reliability and utility of WHS data could be improved through advanced reporting systems and procedures, potentially including development of an app-based system for use on mobile electronic devices.

Frustration at congested railway level crossings: How long before extended closures result in risky behaviours?

Drivers' non-compliance with rules is a prominent factor in collisions with trains at railway level crossings. Road user impatience and frustration has been identified as an underlying factor in non-compliance and can be characterised as a specific risk factor. However, research on non-compliance related to waiting times and driver inconvenience lacks in the literature. This paper, therefore, seeks to enhance the currently limited understanding of the relationship between waiting times and risky driver behaviour. An Advanced Driving Simulator was used to obtain objective measures of level crossing non-compliance. Subjective measures on driver frustration and decision-making processes were also collected. Sixty participants completed six driving tasks each, with the tasks varying in terms of traffic conditions, number of trains and associated waiting times. This study shows that increased waiting times result in higher levels of frustration and an increased likelihood of risky driving behaviour, particularly for waiting times longer than 3 min. Non-compliance included entering the activated crossing before boom gates are down, entering the crossing after the train passage but before signals are deactivated, stopping/reversing on the crossing. Subjective data revealed that participants did not comply with level crossing rules due to factors including time pressure, impatience/frustration and low perceived risk. The results suggest that, where possible, waiting times should be standardised at values lower than 3 min to reduce the likelihood of risky road user behaviour.

Comparison of moped, scooter and motorcycle crash risk and crash severity.

The increased popularity of mopeds and motor scooters in Australia and elsewhere in the last decade has contributed substantially to the greater use of powered two-wheelers (PTWs) as a whole. As the exposure of mopeds and scooters has increased, so too has the number of reported crashes involving those PTW types, but there is currently little research comparing the safety of mopeds and, particularly, larger scooters with motorcycles. This study compared the crash risk and crash severity of motorcycles, mopeds and larger scooters in Queensland, Australia. Comprehensive data cleansing was undertaken to separate motorcycles, mopeds and larger scooters in police-reported crash data covering the five years to 30 June 2008. The crash rates of motorcycles (including larger scooters) and mopeds in terms of registered vehicles were similar over this period, although the moped crash rate showed a stronger downward trend. However, the crash rates in terms of distance travelled were nearly four times higher for mopeds than for motorcycles (including larger scooters). More comprehensive distance travelled data is needed to confirm these findings. The overall severity of moped and scooter crashes was significantly lower than motorcycle crashes but an ordered probit regression model showed that crash severity outcomes related to differences in crash characteristics and circumstances, rather than differences between PTW types per se. Greater motorcycle crash severity was associated with higher (>80km/h) speed zones, horizontal curves, weekend, single vehicle and nighttime crashes. Moped crashes were more severe at night and in speed zones of 90km/h or more. Larger scooter crashes were more severe in 70km/h zones (than 60km/h zones) but not in higher speed zones, and less severe on weekends than on weekdays. The findings can be used to inform potential crash and injury countermeasures tailored to users of different PTW types.

At work or play: a comparison of private property vehicle crashes with those occurring on public roads in north Queensland.

OBJECTIVE: To define characteristics of vehicle crashes occurring on rural private property in north Queensland with an exploration of associated risk factors. DESIGN: Descriptive analysis of private property crash data collected by the Rural and Remote Road Safety Study. SETTING: Rural and remote north Queensland. PARTICIPANTS: A total of 305 vehicle controllers aged 16 years or over hospitalised at Atherton, Cairns, Mount Isa or Townsville for at least 24 hours as a result of a vehicle crash. MAIN OUTCOME MEASURE: A structured questionnaire completed by participants covering crash details, lifestyle and demographic characteristics, driving history, medical history, alcohol and drug use and attitudes to road use. RESULTS: Overall, 27.9% of interviewees crashed on private property, with the highest proportion of private road crashes occurring in the North West Statistical Division (45%). Risk factors shown to be associated with private property crashes included male sex, riding off-road motorcycle or all-terrain vehicle, first-time driving at that site, lack of licence for vehicle type, recreational use and not wearing a helmet or seatbelt. CONCLUSIONS: Considerable trauma results from vehicle crashes on rural private property. These crashes are not included in most crash data sets, which are limited to public road crashes. Legislation and regulations applicable to private property vehicle use are largely focused on workplace health and safety, yet work-related crashes represent a minority of private property crashes in north Queensland.

Young driver restrictions: does the evidence support them?

OBJECTIVE: To assess the suitability of Queensland's graduated licensing system in the context of rural and remote Queensland. DESIGN: Age-based comparison of crash data collected by the Rural and Remote Road Safety Study (RRRSS). SETTING: Rural and remote North Queensland. PARTICIPANTS: A total of 367 vehicle controllers aged 16 years or over hospitalised at Townsville, Cairns or Mount Isa for at least 24 hours, or killed, as a result of a vehicle crash. MEASUREMENTS: Specific RRRSS variables are assessed in relation to Queensland's graduated licensing program, including rates of unlicensed driving/riding, late night crashes, crashes with multiple passengers, contributing factors in crashes and vehicle types involved. RESULTS: While people between 16 and 24 years of age comprise 16% of the target population, 25% of crashes meeting RRRSS criteria involved a vehicle controller in that age group. 12.8% of all cases involved an unlicensed driver/rider, within which 66% were below 25 years of age. Young drivers/riders were represented in 50% of crashes occurring between 11:00 p.m. and 5:00 a.m., and 33% of crashes in vehicles with multiple passengers. Motorcyclists represented about 40% of cases in both age groups. There were no significant differences between age groups in vehicle types used, or circumstances that contributed to crashes. CONCLUSIONS: The general overrepresentation of young drivers/riders in rural and remote North Queensland supports tailored interventions, such as graduated licensing. However, while some measures in the legislation are well supported, problems surrounding unlicensed driving/riding might be exacerbated.

Rural GPs' management of vehicle related trauma.

BACKGROUND: There is twice the morbidity and mortality resulting from vehicle related trauma in rural and remote areas than in metropolitan areas. Little is known about Australian rural general practitioners' management of those affected. METHODS: Seventeen rural GPs in North Queensland participated in semi-structured interviews for this exploratory study of the management of patients presenting with acute or chronic vehicle related trauma. Responses were analysed quantitatively and thematically. RESULTS: General practitioners reported more presentations of chronic than acute vehicle related trauma. Common injuries were soft tissue injury, whiplash and chronic pain syndromes. Vehicles most often involved were motorbikes, passenger cars and bicycles. Surgeons and physiotherapists were the most difficult service providers to access. Better coordination of rehabilitation and community support services is required. DISCUSSION: General practitioners in rural North Queensland manage patients with chronic vehicle related trauma without adequate access to specialised rehabilitation services. More training of GPs and practice staff and improved coordination of these services are required.