Summary of Queensland’s graduated licensing system.

1 Drivers must be supervised and display a yellow L-plate; 2 Drivers must display a red P-plate; 3 If aged 4 If aged 5 Drivers must display a green P-plate; 6 If aged 7 If P1 issued when aged <23 years and now aged <25 years, else one year if aged ≥25 or if P1 issued at age 23 and now aged ≥24 years, otherwise if P1 issued at age 24+ advance directly to open licence.</p

Summary statistics of crashes^a and KSI crashes^b involving novice drivers in Queensland, Australia.

Summary statistics of crashesa and KSI crashesb involving novice drivers in Queensland, Australia.</p

Summary statistics of trends in casualties in crashes^a, KSI crashes^b and subtypes of crashes^a and KSI crashes^b involving novice drivers in Queensland, Australia.

Summary statistics of trends in casualties in crashesa, KSI crashesb and subtypes of crashesa and KSI crashesb involving novice drivers in Queensland, Australia.</p

Crashes (1 July 1999–30 June 2012) and KSI crashes (1 July 1999–31 December 2013) involving novice drivers in Queensland, Australia.

(a) crashes per 10,000 novice licences; (b) KSI crashes per 10,000 novice licences; (c) crashes as a proportion of all crashes; (d) KSI crashes as a proportion of all KSI crashes; (e) provisional-licensed driver crashes per 10,000 provisional licences; (f) provisional-licensed driver KSI crashes per 10,000 provisional licences; (g) 25–29 year-old open-licensed driver crashes per 10,000 respective licences; (h) 25–29 year-old open-licensed driver KSI crashes per 10,000 respective licences.</p

Types of crashes (1 July 1999–30 June 2012) and KSI crashes (1 July 1999–31 December 2013) involving novice drivers per 10,000 novice licences in Queensland, Australia.

(a) single-vehicle crashes; (b) single-vehicle KSI crashes; (c) night (11pm to 5am) crashes; (d) night (11pm to 5am) KSI crashes; (e) passenger crashes; (f) passenger KSI crashes; (g) alcohol (BAC>0.00) crashes; (h) alcohol (BAC>0.00) KSI crashes.</p

Summary statistics of types of crashes^a and KSI crashes^b involving novice drivers per 10,000 novice licences in Queensland, Australia.

Summary statistics of types of crashesa and KSI crashesb involving novice drivers per 10,000 novice licences in Queensland, Australia.</p

Risky youth to risky adults: Sustained increased risk of crash in the DRIVE study 13 years on

The objective of this study was to investigate if drivers who exhibit risky driving behaviours during youth (aged 17–24 years) have an increased risk of car crash up to 13 years later. We used data from the DRIVE study, a 2003/04 survey of 20,806 young novice drivers in New South Wales, Australia. The data were linked with police crash, hospital and deaths data up to 2016. We analysed differences in crash associated with 13 items of risky driving behaviours using negative binominal regression models adjusted for driver demographics, driving exposure and known crash risk factors. The items were summarised in one index and grouped into quintiles for the analysis. After adjusting for confounding, drivers of the third (RR 1.16, 95% CI 1.05–1.30), fourth (RR1.22, 95% CI1.09–1.36) and fifth quintile (RR 1.36, 95% CI 1.21–1.53) had higher crash rates compared to the lowest risk-takers. Drivers with the highest scores on the risky driving measure had higher rates of crash related hospital admission or death (RR 1.92, 95% CI 1.13–3.27), crashes in wet conditions (RR 1.35,95% CI 1.05–1.73), crashes in darkness (RR 1.55, 95% CI 1.25–1.93) and head-on crashes (RR 2.14, 95% CI 1.07–4.28), compared with drivers with the lowest scores. Novice adolescent drivers who reported high levels of risky driving when they first obtained a driver licence remained at increased risk of crash well into adulthood. Measures that successfully reduce early risky driving, have the potential to substantially reduce road crashes and transport related injuries and deaths over the lifespan.</p

DOES AN ON-ROAD MOTORCYCLE COACHING PROGRAM REDUCE CRASHES IN NOVICE RIDERS? A RANDOMISED CONTROL TRIAL

DOES AN ON-ROAD MOTORCYCLE COACHING PROGRAM REDUCE CRASHES IN NOVICE RIDERS? A RANDOMISED CONTROL TRIA

Known Data Sources that Could Contribute to the GBD Injuries Estimates If Data Access Were Available

<p>This continuing environmental scan can be tracked on the expert group Web site [<a href="http://www.plosmedicine.org/article/info:doi/10.1371/journal.pmed.1000001#pmed-1000001-b003" target="_blank">3</a>].</p

Are there sex differences in crash and crash-related injury between men and women? A 13-year cohort study of young drivers in Australia

Background: Young men have long been known to be disproportionately impacted by road crash and crash-related injury compared to young women and older drivers. However, there is limited insight into how sex differences in crash and crash-related injury changes over time as men and women get older and gain more driving experience. To explore sex differences in crash and crash-related injury, we undertook a sex disaggregated analysis in a large longitudinal cohort of over 20,000 young drivers in New South Wales, Australia, for up to 13 years after they first attained their independent car driver licence. Methods: DRIVE Study survey data from 2003–04 were linked with police, hospital and deaths data up to 2016. Sex differences were analysed using cumulative incidence curves investigating time to first crash and in negative binominal regression models adjusted for driver demographics and crash risk factors. Results: After adjusting for demographics and driving exposure, compared with women, men had 1.25 (95% CI 1.18–1.33), 2.07 (1.75–2.45), 1.28 (95% CI 1.13–1.46), 1.32 (95% CI 1.17–1.50) and 1.59 (95% CI 1.43–1.78) times higher rates of any crash, single vehicle crash, crash on streets with a speed limit of 80 km/h or above, crash in wet conditions and crash in the dark, respectively. By contrast, men were less likely to be involved in crashes that resulted in hospitalisation compared to women 0.73 (95% CI 0.55–0.96). Conclusions: Young men are at increased risk of crash, and this risk persists as they get older and gain more driving experience. Despite lower risk of crash, women are at higher risk of crash related injury requiring hospitalisation. These differences in men's and women's risk of crash and injury signal the need for better understanding of how sex and/or gender may contribute to risk of crash and injury across the life-course