Brian Fildes

Effectiveness of low speed autonomous emergency braking in real-world rear-end crashes

This study set out to evaluate the effectiveness of low speed autonomous emergency braking (AEB) technology in current model passenger vehicles, based on real-world crash experience. The validating vehicle safety through meta-analysis (VVSMA) group comprising a collaboration of government, industry consumer organisations and researchers, pooled data from a number of countries using a standard analysis format and the established MUND approach. Induced exposure methods were adopted to control for any extraneous effects. The findings showed a 38 percent overall reduction in rear-end crashes for vehicles fitted with AEB compared to a comparison sample of similar vehicles. There was no statistical evidence of any difference in effect between urban (≤60 km/h) and rural (>60 km/h) speed zones. Areas requiring further research were identified and widespread fitment through the vehicle fleet is recommended.

How important is vehicle safety in the new vehicle purchase process

Whilst there has been a significant increase in the amount of consumer interest in the safety performance of privately owned vehicles, the role that it plays in consumers purchase decisions is poorly understood. The aims of the current study were to determine: how important vehicle safety is in the new vehicle purchase process; what importance consumers place on safety options/features relative to other convenience and comfort features, and how consumers conceptualise vehicle safety. In addition, the study aimed to investigate the key parameters associated with ranking vehicle safety as the most important consideration in the new vehicle purchase. Participants recruited in Sweden and Spain completed a questionnaire about their new vehicle purchase. The findings from the questionnaire indicated that participants ranked safety-related factors (e.g., EuroNCAP (or other) safety ratings) as more important in the new vehicle purchase process than other vehicle factors (e.g., price, reliability etc.). Similarly, participants ranked safety-related features (e.g., advanced braking systems, front passenger airbags etc.) as more important than non-safety-related features (e.g., route navigation systems, air-conditioning etc.). Consistent with previous research, most participants equated vehicle safety with the presence of specific vehicle safety features or technologies rather than vehicle crash safety/test results or crashworthiness. The key parameters associated with ranking vehicle safety as the most important consideration in the new vehicle purchase were: use of EuroNCAP, gender and education level, age, drivers concern about crash involvement, first vehicle purchase, annual driving distance, person for whom the vehicle was purchased, and traffic infringement history. The findings from this study are important for policy makers, manufacturers and other stakeholders to assist in setting priorities with regard to the promotion and publicity of vehicle safety features for particular consumer groups (such as younger consumers) in order to increase their knowledge regarding vehicle safety and to encourage them to place highest priority on safety in the new vehicle purchase process.

General health status and functional disability following injury in traffic crashes

Objective. With increasing rates of survival associated with traffic crashes, a shift to understand the consequences of injury has risen to prominence. This prospective cohort study set out to examine general health status and functional disability at 2 months and 6–8 months post-crash. Methods. Participants were otherwise healthy adults aged 18–59 years admitted to hospitals, excluding those with moderate–severe head injury and spinal cord injury. Sixty-two adults completed interviews prior to discharge and at 2 months and 8 months post-discharge. Results. By 8 months post-crash, 89 percent had resumed employment and or study, two thirds rated the resolution of their medical problems to be excellent (14.5 percent) or good (53 percent), and 82 percent were considered to be fully self-sufficient with respect to activities of daily living. Despite this, results from the SF-36 indicated significant reductions in health status at 2 and 8 months post-crash relative to pre-crash health, with domain scores up to 26 percent lower than pre-crash scores, while assessment of activities of daily living indicated residual functional disability at both follow-up times. Self-reported pain was higher for both males and females at both follow-up times compared with pre-crash self-reported pain. Conclusion. This study demonstrated significant, ongoing loss of health-related quality of life and impairment associated with injuries sustained in road crashes, highlighting the need for continuing care post-discharge to facilitate a rapid return to optimal health.

Future directions for older driver research

The Western world is facing a growing proportion of older drivers on our roads as the population ages and, with, it a likely increase in crashes involving seniors. This paper sets out to review what we know about older drivers and what is still unclear and in need of future knowledge and intervention. Issues related to crash epidemiology, licensing, medical fitness-to-drive, the role of new safety technology, and life after the car are briefly reviewed with the aim of identifying key areas for future research and action. A list of priority topics is included to help address this burgeoning safety area.

The Whitehorse NoFalls trial: effects on fall rates and injurious fall rates

BACKGROUNDnthe burden of falls and fall-related injuries among older adults is well established. Contention surrounds the effectiveness, and hence value, of multi-component fall prevention interventions delivered in the community.nnnOBJECTIVEnusing consensus-based analytic guidelines rather than time-to-first fall as the primary endpoint, the objective was to examine the effectiveness of the Whitehorse NoFalls trial on all falls, falls resulting in injury and falls requiring medical care to be sought.nnnDESIGN, SETTING AND PARTICIPANTSnthe study was a community-based randomised controlled trial, with 1,090 participants assigned to one of eight groups, these being a combination of one or more of exercise, vision and or home hazard reduction or alternatively assignment to the control group.nnnMETHODSnusing negative binomial regression, the incidence of all falls, falls resulting in injury and those requiring medical care in the intervention groups were examined. Falls were reported using a monthly return calendar.nnnRESULTSnexercise alone and in combination with vision and/or home hazard reduction was associated with fewer falls. For falls resulting in injury and the subset requiring medical care, the vision plus exercise intervention was associated with fewer falls.nnnCONCLUSIONSnthe findings confirm the effectiveness of exercise in preventing falls among community-dwelling older adults and supports contention that multi-component interventions do not prevent more falls than a single intervention. The results highlight the effectiveness of vision plus exercise in preventing more serious falls, a finding which warrants further consideration.

Factors associated with the premature graduation of children into seatbelts

This study investigated the factors associated with the premature graduation into seatbelts for Australian children aged 4-11 years. From 699 child restraint use questionnaires, 195 children were identified as meeting the booster seat height-weight criteria (height: 100-145 cm and weight: 14-26 kg). Of these children, 44% were correctly traveling in a booster seat, while 56% had been moved prematurely into a seatbelt. A multivariable logistic regression model showed that there were a number of key predictors associated with the premature graduation to seatbelts. For example, children who were moved prematurely into a seatbelt were more likely to be older, have other children travelling in the vehicle and have younger parents compared to children appropriately restrained in a booster seat. In addition, there was a significant interaction between vehicle type and parents household income. Based on the findings of this study, a number of recommendations are made for strategies to enhance appropriate restraint use for this age group, as well as for future research.

Injuries among powered two-wheeler users in eight European countries: A descriptive analysis of hospital discharge data

Powered two-wheelers (PTWs--mopeds, motorcycles, and scooters) remain the most dangerous form of travel on todays roads. This study used hospital discharge data from eight European countries to examine the frequencies and patterns of injury among PTW users (age≥14 years), the predicted incidence of the loss of functional ability, and the mechanisms of the head injuries observed (all in light of increased helmet use). Of 977,557 injured patients discharged in 2004, 12,994 were identified as having been injured in PTW collisions. Lower extremity injuries accounted for 26% (25.6-26.7, 95% C.I.) of the total injuries, followed by upper extremity injuries (20.7%: 20.3-21.2), traumatic brain injuries (TBI) (18.5%: 18-19), and thoracic injuries (8.2%: 7.8-8.5). Approximately 80% of the lower extremity injury cases were expected to exhibit some functional disability one year following discharge (predicted Functional Capacity Index, pFCI-AIS98<100), compared to 47% of the upper extremity injury cases and 24% of the TBI cases. Although it occurred less frequently, patients that were expected to experience some functional limitation from TBI were predicted to fair worse on average (lose more functional ability) than patients expected to have functional limitations from extremity injuries. Cerebral concussion was the most common head injury observed (occurring in 56% of head injury cases), with most concussion cases (78%) exhibiting no other head injury. Among the AIS3+ head injuries that could be mapped to an injury mechanism, 48% of these were associated with a translational-impact mechanism, and 37% were associated with a rotational mechanism. The observation of high rates of expected long-term disability suggests that future efforts aim to mitigate lower and upper extremity injuries among PTW users. Likewise, the high rates of concussion and head injuries associated with a rotational mechanism provide goals for the next phase of PTW user head protection.

The on effect of changes in curve geometry magnitude estimates of road-like perspective curvature

This study investigated the perception of curvature of perspectively viewed road-like curves in two-dimensional display. The effects of the geometric variables curve radius and curve angle, as well as the influence of experimental instructions, were assessed in a factorial laboratory experiment. Subjects estimated the magnitude of curvature of a series of stimulus curves in relation to a standard view. The results showed that decreasing the curve angle led to perceptual flattening of these curves. Reductions in curve radius resulted in a paradoxical decrease in perceived curvature. Judgments of curvature were the same for uninstructed subjects and those instructed in the meaning of physical curvature. These findings are in contrast to those expected from curve geometry and highlight an illusion in perceived curvature potentially harmful for curve negotiation on the road.

Attitudes towards current and lowered speed limits in Australia

The present study was concerned with gaining a greater understanding of the Australian communitys attitudes towards both the current and proposed lower speed limits. An online survey was administered in four states (Victoria, South Australia, Western Australia, and Tasmania), with a total of 4100 respondents recruited. The survey focussed on attitudes towards speed limits for four different road types, and the sample was stratified according to age, gender, and area of residence. It was found that most respondents were able to correctly identify the speed limit for local residential streets and major urban arterials, although their knowledge of rural speed limits was considerably lower. The majority of respondents were in favour of the proposed lower speed limits on 100 km/h two-lane undivided rural roads and on rural gravel roads, but only about one-third supported lower limits in urban areas. A cluster analysis revealed that there were varying characteristics between respondents who were more or less likely to support speed limit reductions, across a number of demographic, socio-economic status, and driving behavior variables. These results provided important guidance regarding groups that could potentially be targeted in speed-related interventions, as well as highlighting the potential for lowering speed limits in Australia, particularly on rural roads.

An Australasian model license reassessment procedure for identifying potentially unsafe drivers

Most licensing jurisdictions in Australia currently employ age-based assessment programs as a means to manage older driver safety, yet available evidence suggests that these programs have no safety benefits. This paper describes a community referral-based model license re assessment procedure for identifying and assessing potentially unsafe drivers. While the model was primarily developed for assessing older driver fitness to drive, it could be applicable to other forms of driver impairment associated with increased crash risk. It includes a three-tier process of assessment, involving the use of validated and relevant assessment instruments. A case is argued that this process is a more systematic, transparent and effective process for managing older driver safety and thus more likely to be widely acceptable to the target community and licensing authorities than age-based practices.