Centre for Automotive Safety Research reports

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Browsing Centre for Automotive Safety Research reports by Author "Bailey, T."

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    Alcohol ignition interlock schemes: best practice review
    (Centre for Automotive Safety Research, 2013) Bailey, T.; Lindsay, V.; Royals, J.; Department of Planning, Transport and Infrastructure (SA)
    Alcohol ignition interlock schemes (AISs) for drink drive offenders can be mandatory or voluntary in nature, although many include both approaches. Outcome evaluations of AISs show that they effectively reduce or eliminate drink drive offending only for as long as an interlock is installed, as once an interlock is removed risks of re-offending tend to return. Achieving a critical mass of interlock use among drivers will increasingly develop a sense of normality about interlocks, with benefits in reducing recidivism among drink drivers as well as contributing to reduced alcohol offences and crashes among drivers generally. Increased use of interlocks can come from greater use among non-offender driver groups such as occupational drivers, inclusion of first offenders as well as repeat offenders in AISs and technological advances in interlock design relating to ease of use and tampering prevention. Other critical operational factors relevant to AIS effectiveness include: the timing of an offender’s admission to an AIS, the degree and nature of participant monitoring while on the AIS, the type of any adjunct education, treatment or other support programs, availability of user cost subsidies, how often participants drive illegally while subject to AIS requirements, and AIS interoperability between jurisdictions. Based on AIS evaluation findings, together with relevant theoretical and experiential perspectives, a substantial list of best practice components characteristic of effective AISs has been derived. This list can be used to gauge the potential effectiveness of and identify possible areas for improvement in existing AISs.
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    Compliance and enforcement in road safety and work health and safety: a comparison of approaches
    (CCH Australia, 2015) Bailey, T.; Woolley, J.; Raftery, S.
    Previously in road safety and work health and safety (WHS), compliance and enforcement focussed on individual responsibility, but now both fields are moving towards system-wide, integrated approaches. Other commonalties include referring to incidents rather than accidents and preferring proactive responses to reactive ones. In both fields there is a tendency to normalise levels of risk and their approaches to risk control share many similarities. A literature review and workplace interviews helped compare compliance and enforcement approaches in WHS and road safety with reference to a hierarchical model of such approaches commonly used in WHS. Comparisons were made for: the use of rewards and incentives; inspection and auditing programs; making full use of violation data; looking beyond traditional regulatory solutions to compliance and enforcement; and the applicability of the model in both fields. These comparisons may assist in determining if current WHS policies and practices to compliance and enforcement are appropriately balanced.
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    Developing measures to reduce unlicensed driving
    (Austroads, 2013) Baldock, M.; Royals, J.; Raftery, S.; Bailey, T.; Lydon, M.; Austroads
    This report considers countermeasures to reduce the incidence of unlicensed driving on Australian roads. Unlicensed motorists pose a problem to road safety authorities as they are operating independently of the established licensing system and are known to have higher than average crash rates. By operating beyond the licensing system, unlicensed motorists reduce the ability of authorities to monitor and manage driver behaviour and reduce the impact of the sanction of licence loss. The report is based on a review of Australian and international literature, with an emphasis on articles with the greatest relevance to Australia and discussions with stakeholders. It identifies the countermeasures most likely to be effective and feasible in Australia and provides a path to their implementation.
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    Locating and evaluating fixed safety cameras in South Australia
    (Centre for Automotive Safety Research, 2019) Kloeden, C.; Bailey, T.; Hutchinson, T.; Department of Planning, Transport and Infrastructure
    Fixed safety cameras that detect red light running and speeding vehicles are known to be an effective method of controlling driver behaviour and producing road safety benefits. While no definitive best practice for choosing safety camera locations was found in the literature, there are a number of criteria that are frequently used and that make sense: locations with a high number of crashes (particularly injury crashes); locations with a high proportion of speeding vehicles; locations with high traffic volumes; locations with large numbers of unprotected road users (pedestrians and bicyclists); different camera types covering different areas of the road network; and deploying cameras widely throughout the road network. Evaluation of the effects of safety cameras on particular sites and as a whole can be attempted using a number of methodologies: changes in crash numbers before and after installation; changes in vehicle speeds before and after installation; and changes in offence detections from the time of installation onwards. There are limitations with each of these methodologies such that evaluating the effectiveness of an individual safety camera is often not possible. By tracking many safety camera sites for a long period of time, the effect of the safety cameras can be examined but there will always be other factors that may explain any observed changes. A true experiment could be conducted to determine safety camera effects but it would involve deliberate non-treatment of good candidate sites for many years. This study gives a reasonable set of principles for selecting safety camera sites and evaluating their effectiveness. However, the detailed processes for South Australia will depend on what data is available, the resources and funding that can be applied, and political and other considerations.
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    Random breath testing in South Australia: operation and effectiveness 1997
    (Office of Road Safety, SA Department of Transport, 1998) Baldock, M.; Bailey, T.; Centre for Automotive Safety Research (CASR)
    The number of drivers tested at South Australian Random Breath Testing (RBT) stations in 1997 represented an increase of 91 per cent from the previous record year of 1996. This was coupled with greater emphasis on RBT operations in the early hours of the morning when drink driving rates are higher and the targeting of specific locations where higher rates of drink driving are expected. These changes in the extent and patterns of RBT operations resulted in the highest level of detection of drink drivers in all the years 1989-1 997. The effectiveness of RBT operations, however, is still restricted by having to be conducted only in the 'static' mode. The introduction of 'mobile' RBT would considerably increase the coverage of RBT operations in such a way that rural RBT would be greatly enhanced.
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    Trends in young adult driver licensing rates in South Australia
    (Centre for Automotive Safety Research, 2021) Bailey, T.; Wundersitz, L.; Raftery, S.; South Australian Department for Infrastructure and Transport
    Declines in the proportions of young adults with driver licences have been observed in several countries. This study investigated whether declines in driver licensing rates have also occurred among young adults (17-24 years) in South Australia and whether any such trends are associated with gender, location of residence (metropolitan/rural) and socio-economic status. Examination of licensing trends from 2009 to 2018 revealed a decreasing trend for young South Australians to hold a driver licence. The decline was most evident for those aged 17 to 19 years with licensing rates decreasing from 62% in 2009 to 55% in 2018. The steepest decline (from 52% to 37%) was observed among drivers aged 17. In contrast, licensing rates for those aged 20 to 24 years were stable at approximately 75% suggesting some young drivers are delaying getting a licence until their early to mid 20s. Further analyses indicated that the lowest licensing rates were among young adults living in metropolitan Adelaide or middle socio-economic ranked areas. In addition, both young males and females aged 17 to 19 and those living in the metropolitan area had declining licensing rates over time. These groups have the greatest potential to take up alternative travel modes such as active travel, public transport and ride sharing. Transport planners and policy makers need to ensure that the safety needs resulting from potentially increased take-up of alternative travel modes by young adults are met, as suggested by their declining licensing rates. Meeting these safety needs will depend on determining which travel modes are being taken up and in which circumstances young adults are using them. Trends in licensing rates and travel mode choices among young adults should continue to be monitored as the transport system continues to become more multimodal.
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    Update to 2013 report: Driver incentive and reward schemes
    (Centre for Automotive Safety Research, 2023) Bailey, T.; This research was funded via a deed with the South Australian Government
    There is some evidence in Bailey (2013) that rewards can be effective in encouraging safer driving if they are specifically tailored to groups such as young drivers, some work road safety settings, and/or specific driving behaviours such as speeding. However, very few schemes are evaluated for effectiveness. Experimental studies of schemes since 2013, particularly those that reward specific driving behaviours and/or of specific categories of driver types generally afford favourable results, along with a more advanced understanding of when, where, how, and why reward schemes work well (or not). This research has been substantially assisted by sophisticated driver monitoring and feedback technologies such as telematics. However, reward schemes must be seen to use clear evaluation processes of drivers’ performances, as unfair systems may well lead to complaints and repudiation of the schemes. Moreover, not all drivers respond in the same way or to the same extent to reward schemes, thus making wide-scale reward schemes of questionable cost-benefit effectiveness. Some drivers, particularly some young drivers, are motivated more by a sense of thrill when engaging in risky behaviours, than in any tangible reward for driving safely; penalties are likely to be more effective for habitually risky drivers. Effective reward schemes in fleet settings are best embedded in a company’s safety culture. Fleet reward schemes can improve both eco-friendly behaviours and safe driving. Small financial rewards consistently given are likely to be more effective in improving safe behaviours than large rewards given occasionally. Reward schemes considered likely to bring most benefit include: (i) rewarding offence-free driving periods by provisional licence drivers; (ii) telematics-based monitoring of driver performance by insurance companies; and (iii) reward schemes for drivers in fleet settings. Importantly though, any establishment of new reward schemes or support for existing ones, should be accompanied by evaluations of those schemes’ effectiveness in improving driver behaviour, along with commitment to modify or abandon the schemes as needs be.
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    Young adult licensing trends and travel modes
    (Royal Automobile Club of Victoria (RACV), 2015) Bailey, T.; Wundersitz, L.; Raftery, S.; Baldock, M.R.J.; RACV
    Changing travel mode choices among young people, in particular declines in the percentages of those with driver’s licences, have been found in several countries. This study sought comparable evidence of driver licensing decline among the young in Victoria, Australia, as well as reasons for not wanting to drive or obtain a licence. A pattern of licensing decline among Victorian 18-29 year olds since 2001 was found. In 2014, over one-third of 18-24 year old Victorians were not licensed to drive. This licensing decline is accompanied by substantial increases in the proportions of licensed drivers aged over 50. An online survey of 147 Australians aged 18-30 not licensed to drive found that the most frequent reasons for not being licensed included the difficulty of the licensing process or its expense, not liking driving or preferring walking. Over a third of those aged 25-30 said they had never learned to drive, or were still learning. In sum, there is a pattern of changing travel mode choice among young adults characterised by their driving less, not at all or delaying getting a licence. As well there are some strong preferences for other transport modes, such as public transport and walking. Potential implications of such changes in travel modes include reduced road infrastructure revenue and costs, reduced traffic congestion, environmental benefits and reduced road deaths and injuries, but also a need for safer infrastructure for cycling, motorcycling and walking. Graduated licensing systems that protect young drivers will continue to be needed and young drivers will increasingly experience a road system comprising road users aged over fifty.