Julie Hatfield

The role of noise sensitivity in the noise-response relation: a comparison of three international airport studies.

In order to examine the role of noise sensitivity in response to environmental noise, this paper presents detailed comparisons of socio-acoustic studies conducted around international airports in Amsterdam, Sydney, and London. Earlier findings that noise sensitivity moderates the effect of noise on annoyance were examined to see if they could be replicated in each of the datasets, independent of the technique of measuring noise sensitivity. The relation between exposure to aircraft noise and noise annoyance was studied separately for groups of individuals with low, medium, and high noise sensitivity, with statistical adjustment for relevant confounders. Results support the previous findings that noise sensitivity is an independent predictor of annoyance and adds to the prediction of noise annoyance afforded by noise exposure level by up to 26% of explained variance. There is no evidence of a moderating effect, whereby the covariation between noise exposure level and annoyance is weak for people who score at the extreme high or low end of the sensitivity scale, and strong for people who score in the middle of the sensitivity scale. Generally, noise sensitivity appears to increase annoyance independently of the level of noise exposure after adjustment for relevant confounders. These findings were consistent across the three datasets.

Beachgoers’ beliefs and behaviours in relation to beach flags and rip currents

BACKGROUND Coastal drownings claim on average 82 people per year in Australia. Beach flags are a primary safety strategy used on beaches. They are located away from rip currents, which are the main beach hazard affecting swimmers. Little is known about the behavioural and motivational factors associated with people choosing where to swim in relation to flags and rips. AIMS To assess the beliefs and behaviours of beachgoers in relation to beach flags and rip currents. METHODS Beachgoers at beaches in NSW were interviewed about their swimming beliefs and behaviours. They were asked to indicate on pictures depicting beach scenarios involving beach flags and fixed rip currents, where they would and would not swim. Logistic regression analysis was undertaken to determine predictors of correct and incorrect swimming behaviour. RESULTS Beachgoers who are aged from 30 to 49 years (OR 0.34, 95% CI 0.16, 0.74, p=0.006) are less likely to choose to swim between the flags than other swimmers. In addition, beachgoers who are at the beach with children are significantly more likely to choose to swim between the flags (OR 2.74, 95% CI 1.39, 5.40, p=0.004). Beachgoers with basic knowledge about rip currents are significantly more likely to swim away from the rip (OR 11.59, 95% CI 5.89, 22.81, p<0.001). DISCUSSION AND CONCLUSIONS Ocean swimmers aged from 30 to 49 years may choose to swim outside the flags, though they may not necessarily be swimming in the rip. Swimming outside of the flags may be linked with experience. The flags appear to be attractive to parents and carers of children. Whilst the flags indicate a relatively safe area of the beach, it is still vitally important for parents and carers to supervise children in this area. Basic rip current knowledge is an essential component in developing national interventions aimed at reducing coastal drowning. Beachgoers clearly need to know what a rip looks like in order to actively avoid swimming in it.

Age-Specific Parental Knowledge of Restraint Transitions Influences Appropriateness of Child Occupant Restraint Use

Objective: To determine the factors that influence appropriate restraint usage by child occupants across the age range for which any type of child restraint may be appropriate (0–10 years). Design: Randomized household telephone survey. Setting: Statewide survey, New South Wales, Australia. Subjects: Parents or carers of children aged 0–10 years. Main outcome measures: Parental reporting of appropriateness of child restraint. Methods: Demographic information and data on age, size, restraint practices, parental knowledge of child occupant safety, and attitude to restraint use was collected using a structured interview. Data were analysed using logistic regression after cluster adjustment. Results: Inappropriate restraint use by children was widespread, particularly in children aged 2+ years. Overall, parental knowledge of appropriate ages for restraint transitions was associated with increased likelihood of appropriate restraint use. Lower levels of formal parental education, larger families, parental restraint non-use, and parent/child negotiability of restraint use were predictors of inappropriate restraint use. For particular child age subgroups, the parental knowledge that predicted appropriate restraint use was specific to that age group. Most parents felt that they knew enough to safely restrain their child, despite widespread inappropriate restraint use. Conclusions: Parents are more likely to make appropriate restraint choices for their children if they possess restraint knowledge specific to their children’s age and size. Educational campaigns may be most effective when they provide information for specific ages and transition points. Strategies to overcome parents’ misplaced confidence that they know enough to restrain their children safely are also indicated.

Association between different restraint use and rear-seated child passenger fatalities: a matched cohort study

OBJECTIVE To investigate the association between restraint use and death in rear-seated child passengers and to examine whether the estimated association varies by restraint type and age. DESIGN Matched cohort study. SETTING All reported crashed passenger vehicles with at least 2 rear-seated child passengers of whom at least 1 died from the US Fatality Analysis Reporting System for 1998 to 2006. PARTICIPANTS Rear-seated child passengers aged 2 to 6 years. INTERVENTIONS Three models of restraint use: (1) no restraint use, any restraint use; (2) no restraint use, recorded improper restraint use (including improper use of seat belts or child restraints, use of shoulder-only seat belts, and use of an unknown type of restraint), any other restraint use; and (3) no restraint use, improper restraint use, seat belts, and child restraints. Main Outcome Measure Death within 30 days of a crash. RESULTS Compared with no restraint use, being restrained reduced the risk of death in rear-seated child passengers (relative risk [RR], 0.33; 95% confidence interval [CI], 0.22-0.49). Compared with improper restraint use, any other restraint use reduced the risk of death (RR, 0.46; 95% CI, 0.20-0.63). The RR of death for using child restraints compared with seat belts was 0.91 (95% CI, 0.57-1.14). Child restraints performed slightly better in fatality risk reduction in children aged 2 to 3 years (RR, 0.24; 95% CI, 0.09-0.33) than in children aged 4 to 6 years (RR, 0.32; 95% CI, 0.11-0.44) compared with traveling unrestrained. CONCLUSIONS This study demonstrates the protective effects of restraints for child passengers and highlights the importance of using restraints correctly.

A comparison of attitudes and knowledge of beach safety in Australia for beachgoers, rural residents and international tourists

Objectives: To compare attitudes and knowledge of beach safety in Australia of beachgoers, rural inland residents and international tourists.

Human response to environmental noise: The role of perceived control

Negative impacts of noise exposure on health and performance may result in part from “learned helplessness,” the syndrome of deficits typically produced by exposure to uncontrollable events. People may perceive environmental noise to be uncontrollable, and several effects of noise exposure appear to parallel “learned helplessness” deficits. In the present socioacoustic survey (N = 1,015), perceived control over aircraft noise correlated negatively with some effects of noise (though not others). Furthermore, these effects were better predicted by perceived control than by noise level. These observational data support the claim that “learned helplessness” contributes to the effects of noise exposure.

An implicit non-self-report measure of attitudes to speeding : Development and validation

Speeding is a major contributor to road trauma and attitudes toward speeding are hypothesised to be a key determinant of the behaviour. Attitudinal research is limited by reliance on self-report measures and the attendant possibility of reporting biases. The Implicit Association Test (IAT) aims to measure attitudes without reliance on self-report, by assessing the association between a target-concept and an evaluation, in terms of reaction time for compatible versus non-compatible pairings. The present research aimed to develop and evaluate an IAT to measure attitudes to speeding. Forty-five licensed drivers completed the speed-related IAT, and drove a driving simulator. Participants also completed a questionnaire that assessed self-reported attitudes to speeding, and several variables theoretically related to attitudes, including speeding behaviour. Observed IAT results suggested that attitudes toward speeding are negative, and were generally consistent with results derived from the simulated driving and self-reported behaviours, beliefs, and attitudes. Thus, the speed-related IAT appears to be a valid measure of attitudes toward speeding, which might be used to measure attitudes in road safety research without reliance on self-report.

Population-level estimates of child restraint practices among children aged 0-12 years in NSW, Australia

This cross-sectional study provides population-referenced data on the restraints used and the extent of incorrect restraint use, among child vehicle passengers aged 0-12 years in NSW, Australia. A multistage stratified cluster sampling plan was used to randomly select vehicles from baby/child health clinics, pre-schools/day care centres, and primary schools across NSW to undergo detailed inspection of restraints used by child occupants within those vehicles. Overall, there were very high restraint usage rates (>99% of sampled children) but fewer than one quarter of children were using the correct size-appropriate restraints. Incorrect use (51.4%) was as common as inappropriate use (51.2%). Incorrect use was highest among users of dedicated child restraint systems (OR 16.0, 95% CI 6.9-36.0), and was more likely among those using size-appropriate restraints than those using inappropriate restraints (OR 1.8 95% CI 1.1-3.2); and among convertible restraints than those designed for a single mode of use (OR 1.5 95% CI 1.2-1.7). As incorrect use substantially reduces the protection from injury that is offered by child restraints, it is important that future strategies to reduce casualties among child occupants target both inappropriate and incorrect use.

The characteristics of incorrect restraint use among children traveling in cars in New South Wales, Australia.

Objective: This study aims to provide population estimates of incorrect restraint use among children aged 0–12 traveling in cars in New South Wales (NSW) and describe the errors occurring in different restraint types. Methods: Observations of randomly selected children and restraints were conducted in situ by trained researchers at sites statewide. Observation sites were randomly selected using a multistage stratified sample plan. Restraint use errors were recorded and analyzed by severity of error and restraint type using complex survey analysis techniques. Results: One in two children was incorrectly restrained, and 38 percent in a serious manner. Multiple errors were common (31% of children). Both installation and “securing” errors were common, with installation errors more common in convertible restraints (rearward-facing/forward-facing restraints and forward-facing restraints/booster seats) than single-mode restraints (odds ratio [OR] 4.3; 95% confidence interval [CI] 1.7–10.8). Multiple errors were more common in convertible restraints (OR 3.6; 95% CI 1.9–7.0). The most frequently observed errors were excessive seat belt slack (>25 mm), incorrect belt routing, nonengagement of the seat belt buckle, very loose harness (>25 mm slack), harness off the shoulder, nonuse of belt guides, sash belt worn under the arm, and very twisted harnesses and belts (>2 twists). For rearward- and forward-facing restraints the highest priorities in terms of frequency and degradation in crash protection are errors related to harness use. For booster seat users the most important are those related to correct seat belt and belt guide use. For seat belt users, errors related to correct positioning of the sash belt are key. Conclusions: The results indicate that many errors are currently occurring in the way children are using restraints, as well as problems associated with the way child restraint systems are installed in vehicles. Incorrect use is particularly problematic in convertible restraints (rearward-facing/forward-facing restraints and forward-facing restraints/booster seats). Different priorities, in terms of the frequency and potential degradation in crash protection due to incorrect use for different restraint types, exist and these are important for those designing countermeasures to this problem.

An exposure based study of crash and injury rates in a cohort of transport and recreational cyclists in New South Wales, Australia

This paper examines self-reported prospectively collected data from 2038 adult transport and recreational cyclists from New South Wales (Australia) to determine exposure-based incident crash and injury rates. During 25,971 days of cycling, 198 crashes were reported, comprising approximately equal numbers of falls and collisions. The overall crash rate was 0.290 (95% CI, 0.264-0.319) per 1000km or 6.06 (95% CI, 5.52-6.65) per 1000h of travel. The rate of crashes causing any injury (self-treated, or medically attended without overnight hospital stay) was 0.148 (95% CI, 0.133-0.164) per 1000km or 3.09 (95% CI, 2.79-3.43) per 1000h of travel. The rate of crashes causing a medically attended injury (without overnight hospital stay) was 0.023 (95% CI, 0.020-0.027) per 1000km or 0.49 (95% CI, 0.43-0.56) per 1000h of travel. No injuries requiring an overnight stay in hospital were reported on days meeting the inclusion criteria. After adjustment for exposure in hours, or for the risks associated with different infrastructure utilisation, the rates of crashes and medically attended injuries were found to be greater for females than males, less experienced than more experienced cyclists, and for those who rode mainly for transport rather than mainly for recreation. Comparison of estimated crash and injury rates on different infrastructure types were limited by the small number of events, however findings suggest that the separation of cyclists from motorised traffic is by itself not sufficient to ensure safe cycling.