'I Only Looked Away for a Split Second...': The Role of Distraction in Driver and Rider Crashes in Rural and Remote North Queensland

The overall program goal is to reduce the incidence and economic, medical and social costs of road crashes in rural and remote Queensland. Why rural road safety? 21% of the population of Queensland live in rural areas. 39% of serious road crash injuries occur there. Study aims: - Understand behavioural and social factors contributing to crashes - Develop, identify and trial targeted interventions. Study area: - North and west of Bowen excluding urban areas of Townsville and Cairns - 40% of Queensland's land area

The Uptake and Expected Impact of Electronic Stability Control (ESC) amongst the Australian Passenger Vehicle Fleet

Electronic Stability Program (ESP) is an in-vehicle active control system which acts in loss of control situations to stabilise a vehicle. Several studies have shown the road safety benefits of ESP in international contexts. However, little consideration has been given for factors which may inhibit the uptake and potential effectiveness of ESP amongst the Australian vehicle fleet. This study highlights some of these potential factors including the rate of uptake of ESP into the Australian new vehicle market, purchasing patterns, driver behaviour, culture and the media. Conclusions are drawn in terms of future research directions and good public policy to maximise the effects of ESP in Australia

Hoon Driving Behaviour: Prevalence, Associated Characteristics and Crashes

The use of vehicles in an antisocial, 'loutish' and dangerous manner constitutes the phenomenon of hooning, a risky behaviour with heightened concern for Australian roads (Folkman, 2005; Jarred, 2002). The concern has been highlighted by extensive media attention particularly from local newspapers within Australian states and territories (see 'Hoons need for speed and danger', 2006; Ferguson, 2006; 'Hoons go for a joyride', 2006). There has also been general observations made by police and traffic groups as to the related components of hooning (e.g. Folkman, 2005; Jarred, 2002) although the amount of accessible published documents is minimal. Thus, hooning may lead to on road accidents and warrants research to identify its related factors

Resilience and physical and mental well-being in adults with and without HIV

Resilience has been related to improved physical and mental health, and is thought to improve with age. No studies have explored the relationship between resilience, ageing with HIV, and well-being. A cross sectional observational study performed on UK HIV positive (N = 195) and HIV negative adults (N = 130). Associations of both age and ‘time diagnosed with HIV’ with resilience (RS-14) were assessed, and the association of resilience with depression, anxiety symptoms (PHQ-9 and GAD-7), and problems with activities of daily living (ADLs) (Euroqol 5D-3L). In a multivariable model, HIV status overall was not related to resilience. However, longer time diagnosed with HIV was related to lower resilience, and older age showed a non-significant trend towards higher resilience. In adults with HIV, high resilience was related to a lower prevalence of depression, anxiety, and problems with ADLs. It may be necessary to consider resilience when exploring the well-being of adults ageing with HIV

Effects of Ionomycin on Egg Activation and Early Development in Starfish

Ionomycin is a Ca2+-selective ionophore that is widely used to increase intracellular Ca2+ levels in cell biology laboratories. It is also occasionally used to activate eggs in the clinics practicing in vitro fertilization. However, neither the precise molecular action of ionomycin nor its secondary effects on the eggs' structure and function is well known. In this communication we have studied the effects of ionomycin on starfish oocytes and zygotes. By use of confocal microscopy, calcium imaging, as well as light and transmission electron microscopy, we have demonstrated that immature oocytes exposed to ionomycin instantly increase intracellular Ca2+ levels and undergo structural changes in the cortex. Surprisingly, when microinjected into the cells, ionomycin produced no Ca2+ increase. The ionomycin-induced Ca2+ rise was followed by fast alteration of the actin cytoskeleton displaying conspicuous depolymerization at the oocyte surface and in microvilli with concomitant polymerization in the cytoplasm. In addition, cortical granules were disrupted or fused with white vesicles few minutes after the addition of ionomycin. These structural changes prevented cortical maturation of the eggs despite the normal progression of nuclear envelope breakdown. At fertilization, the ionomycin-pretreated eggs displayed reduced Ca2+ response, no elevation of the fertilization envelope, and the lack of orderly centripetal translocation of actin fibers. These alterations led to difficulties in cell cleavage in the monospermic zygotes and eventually to a higher rate of abnormal development. In conclusion, ionomycin has various deleterious impacts on egg activation and the subsequent embryonic development in starfish. Although direct comparison is difficult to make between our findings and the use of the ionophore in the in vitro fertilization clinics, our results call for more defining investigations on the issue of a potential risk in artificial egg activation

The Long-Term Crash Involvement of Unlicensed Drivers and Riders in Queensland, Australia

Australian and international research has consistently found that unlicensed drivers and motorcycle riders are over-represented in serious crashes, and that these crashes are more likely to involve high-risk behaviours like drink driving and speeding. This paper reviews the long-term crash involvement of unlicensed drivers and riders in the Australian state of Queensland, utilising police-reported crash data for the years 1995 – 2004. Over this ten year period, the involvement of unlicensed controllers in reported crashes remained relatively stable. They consistently represented between 3% - 4% of all controllers involved in total crashes, and between 6% - 10% of those involved in fatal crashes, confirming their overrepresentation in more serious crashes. However, the proportion of unlicensed riders involved in motorcycle crashes was more variable and higher than was the case for unlicensed drivers, at all crash severity levels. For example, during the period, unlicensed riders accounted for between 7% - 14% of motorcycle riders involved in total crashes and 9% - 30% of all those involved in fatal crashes. The involvement of key contributing factors in the crashes involving unlicensed controllers also appears relatively stable. Among those unlicensed controllers involved in serious casualty crashes, 23% - 33% had alcohol or drugs in their system (compared to 3% - 7% for licensed controllers), 10% - 14% were judged to be speeding (compared to 2% - 3% for licensed controllers), and 25% - 34% were judged to be inattentive/negligent (compared to 17% - 19% for licensed controllers). Although more variable over time, unlicensed controllers were also consistently over-represented in single vehicle crashes compared to their licensed counterparts. Together, the findings of this study confirm that both unlicensed drivers and riders remain a concern for road safety. The relative stability in their crash-involvement patterns, particularly among unlicensed drivers, suggests that more targeted countermeasures are required to better address this problem. In particular, unlicensed riders represent a special sub-group of concern

A Comparison of the Crash Involvement of Unlicensed Motorcycle Riders and Unlicensed Drivers in Queensland

Despite on-going improvements in traffic law enforcement practices and technology, unlicensed driving and riding remain serious road safety problems in Australia. Previous research into the crash involvement of unlicensed motor vehicle operators has identified unlicensed motorcyclists as a significant high-risk group within the larger unlicensed population. The current investigation compared the crash involvement of unlicensed riders and drivers in Queensland for the period 2000 - 2004. Results indicated that like unlicensed drivers, unlicensed motorcycle riders are over-represented in fatal and serious injury crashes. However, the proportion of unlicensed riders involved in motorcycle crashes is higher than is the case for unlicensed drivers, at all crash severity levels. The three main types of unlicensed riders involved in serious casualty crashes are those with disqualified/suspended licences, those with inappropriate licences, and those who have never been licensed. In terms of contributing factors, serious crashes involving unlicensed drivers and riders both showed an increased involvement of alcohol or drugs, speeding, inexperience and inattention compared to those involving their licensed counterparts. However, relatively more of the crashes involving unlicensed riders occurred in lower speed zones (ie. 60 km/h or less roads) than was the case for unlicensed drivers. The results are discussed in terms of directions for future research and policy

Nighttime Seatbelt Non-Use in Serious Crashes: A Comparison of Contributing Factors in Rural and Urban Areas of the United States and Queensland

The level of restraint wearing among the Australian driving population as a whole is consistently noted as being very high in relation to comparable nations such as the United States which do not uniformly have primary enforcable seatbelt legislation. Recent research from the U.S. has however noted differential restraint wearing rates on the basis of time of day and rurality, which are reflected strongly in increased representation in fatal road crashes. The current paper presents evidence from police-reported crashes in the U.S. and Queensland as well as data collected as part of the CARRS-Q Rural and Remote Road Safety Study that suggests a strong link between nighttime driving, rural location, and the involvement of drivers not using restraints in crashes. Narrative crash details collected as part of study participant interviews are used to provide additional information as to why injured persons chose not to use a restraint. Particular attention is given to those crashes in which it is known that occupants did not to wear a restraint while driving a short distance. The results are discussed in terms of suggested interventions to target increased seatbelt usage and to maximise the effect of limited available enforcement in rural areas

Driver and Rider Licensing Provisions for Clients who are Deaf

A significant potential population of d/Deaf** drivers and riders exists both in Australia and internationally. As yet, no systematic investigation of the services available to aid this group in becoming licensed to drive or ride has been completed. The current investigation reviewed the level of services made available through Australian licensing authorities to aid d/Deaf drivers and riders. A search of publicly available licensing information together with direct surveying of customer service representatives in each jurisdiction was used to gain the information. Results indicate that the level of services available varies considerably within Australian licensing authorities. The results are discussed in relation to relevant international licensing practices and possibilities for enhancing available services for d/Deaf clients