Academic literature on the topic 'Traffic safety Victoria Melbourne'
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Journal articles on the topic "Traffic safety Victoria Melbourne"
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Steele, William K., and Michael A. Weston. "The assemblage of birds struck by aircraft differs among nearby airports in the same bioregion." Wildlife Research 48, no. 5 (2021): 422. http://dx.doi.org/10.1071/wr20127.
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Abstract ContextBird–aircraft collisions impose an economic cost and safety risk, yet ecological studies that inform bird hazard management are few, and to date no study has formally compared species’ strike profiles across airports. In response to strike risks, airports have implemented customised management on an airport-by-airport basis, based on the assumption that strike risk stems from prevailing local circumstances. We tested this assumption by comparing a decade of wildlife–aircraft strikes at three airports situated in the same bioregion (likely to have similar fauna) of Victoria, Australia. AimTo compare the assemblage of wildlife struck by aircraft at three major airports in the same bioregion. MethodStandardised wildlife strike data were analysed from three airports (Avalon, Melbourne and Essendon Airports), in the Victorian Volcanic Plains bioregion, central Victoria, Australia. Ten discrete 1-year sampling periods from each airport were compared, spanning the period 2009–19. Bird data were comparable, and data on mammals were considered less reliable, so emphasis was placed on birds in the present study. ResultsIn total, 580 bird strikes were analysed, with the most commonly struck species being Australian magpie (Cracticus tibicen; 16.7%), Eurasian skylark (Alauda arvensis; 12.2%), Australian pipit (Anthus australis; 12.1%), masked lapwing (Vanellus miles; 5.9%), nankeen kestrel (Falco cenchroides; 5.0%), house sparrow (Passer domesticus; 4.8%), welcome swallow (Hirundo neoxena; 4.3%) and tree martin (Petrochelidon nigricans; 4.0%). The assemblage of birds struck by aircraft over the decade of study differed between airports. The most commonly struck species drove the assemblage differences between airports. Conclusions and implicationsIn the present study system, airports experienced discrete strike risk profiles, even though they are in the same bioregion. The airports examined differed in terms of air traffic movement rates, aircraft types, landscape context and bird hazard management effort. Given that strike risks profiles differ among airports, customised management at each airport, as is currently the case, is supported.
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Hovenden, Elizabeth, Hendrik Zurlinden, and John Gaffney. "Safety on Heavily Trafficked Urban Motorways in Relation to Traffic State." Journal of Road Safety 31, no. 1 (February 1, 2020): 51–65. http://dx.doi.org/10.33492/jrs-d-19-00247.
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Motorways represent seven per cent of the urban arterial road network in Melbourne yet carry 40 per cent of the urban arterial road travel in terms of vehicle kilometres travelled and this percentage is growing. The number of casualty crashes on metropolitan Melbourne motorways has increased over the decade at a faster rate than on other urban roads in metropolitan Melbourne. Police crash reports more often attribute crash cause to traffic conditions and vehicle interactions rather than infrastructure. As urban motorways are generally built to the highest standards, a new way of looking at motorway safety is needed. This led to the formulation of a hypothesis that the dynamics of the traffic flow are a significant contributor to casualty crashes on urban motorways. To test this hypothesis, in-depth analysis was undertaken on metropolitan Melbourne motorways. Crash data was linked to traffic data including vehicle occupancy (a proxy measure for density), vehicle speed and flow. Occupancy was used to categorise the ‘traffic states’ ranging from free flow to flow breakdown (congestion). Applying a Chi Square Goodness of Fit Test to the linked showed a statistically significant association between traffic state and crashes, with a higher than expected crashes in the traffic states where flow breakdown is relatively certain or has occurred. The results of this analysis can be used to improve safety on urban motorways through the development of Intelligent Transport System strategies to keep the motorway operating at conditions that minimise flow breakdown risk.
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Ghanem, Ali, and Ruwini Edirisinghe. "The Disparity in Greenspace Quality Between Low and High SES Settings: A Case Study in Victoria." IOP Conference Series: Earth and Environmental Science 1101, no. 5 (November 1, 2022): 052032. http://dx.doi.org/10.1088/1755-1315/1101/5/052032.
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Abstract The presence of greenspace, its profound impact and association with physical and mental health, biodiversity, and aesthetical pleasure has been delineated abundantly. Contrarily, there is a concerning disparity in the accessibility and proximity between affluent and deprived areas in urbanised localities. Existing literature prioritised distribution and proximity domains when assessing inequitable greenspace and consequently has catalysed a research gap in greenspace quality domains. This paper endeavours to fill this gap through a case study in Melbourne, Australia using a quantitative method to extract findings and policy analysis to generate recommendations. Socioeconomic data from deprivation indexes systematically defined low and high SES (socioeconomic status). A GIS (Geographical Information System) observation of greenspaces scored spaces according to a scoring criterion contingent on safety/security, environmental elements, accessibility, maintenance/cleanliness, facilities/amenities, and aesthetic facets. Statistics were then synthesised to produce a Cohen effect score highlighting disparities in each facet between the two contrasting SES groups. Findings affirmed an existent disparity between the high and low SES spaces and contributed to existing strands of literature surrounding unjust quality distribution. Ultimately, findings will serve as invaluable evidence regarding policy implications, current opportunities under the ‘Plan Melbourne’ policy, and the need to facilitate intervention in those underprivileged settings.
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Boneh, Tal, Gary T. Weymouth, Peter Newham, Rodney Potts, John Bally, Ann E. Nicholson, and Kevin B. Korb. "Fog Forecasting for Melbourne Airport Using a Bayesian Decision Network." Weather and Forecasting 30, no. 5 (October 1, 2015): 1218–33. http://dx.doi.org/10.1175/waf-d-15-0005.1.
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Abstract Fog events occur at Melbourne Airport, Melbourne, Victoria, Australia, approximately 12 times each year. Unforecast events are costly to the aviation industry, cause disruption, and are a safety risk. Thus, there is a need to improve operational fog forecasting. However, fog events are difficult to forecast because of the complexity of the physical processes and the impact of local geography and weather elements. Bayesian networks (BNs) are a probabilistic reasoning tool widely used for prediction, diagnosis, and risk assessment in a range of application domains. Several BNs for probabilistic weather prediction have been previously reported, but to date none have included an explicit forecast decision component and none have been used for operational weather forecasting. A Bayesian decision network [Bayesian Objective Fog Forecast Information Network (BOFFIN)] has been developed for fog forecasting at Melbourne Airport based on 34 years’ worth of data (1972–2005). Parameters were calibrated to ensure that the network had equivalent or better performance to prior operational forecast methods, which led to its adoption as an operational decision support tool. The current study was undertaken to evaluate the operational use of the network by forecasters over an 8-yr period (2006–13). This evaluation shows significantly improved forecasting accuracy by the forecasters using the network, as compared with previous years. BOFFIN-Melbourne has been accepted by forecasters because of its skill, visualization, and explanation facilities, and because it offers forecasters control over inputs where a predictor is considered unreliable.
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Phan, Duc C., Long T. Truong, Hien D. Nguyen, and Richard Tay. "Modelling the Relationships between Train Commuters’ Access Modes and Traffic Safety." Journal of Advanced Transportation 2022 (February 26, 2022): 1–17. http://dx.doi.org/10.1155/2022/3473397.
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Walking, cycling, and feeder bus/tram for first- and last-mile (FLM) train access are often considered to have better health benefits, lower cost, and less environmental impacts than driving. However, little is known about the road safety impacts of these FLM access modes, particularly at a network level. This paper aims to investigate the impacts of train commuters’ access modes on road safety in Victoria, Australia. Macroscopic analyses of crash outcomes in each zone (i.e., Statistical Area Level 1) were performed using negative binomial (NB) and spatially lagged X negative binomial (SLXNB), accounting for potential indirect effects of mode shares in adjacent zones. This macroscopic analysis approach enabled the consideration of the safety effects across the network. The results showed that the SLXNB models outperformed the NB models. Commuting by train, either with walking or car as FLM access mode, was negatively associated with both total and severe crashes. In addition, commuting by train with feeder bus/tram access mode was negatively associated with severe crashes. Interestingly, commuting by train with cycling access mode was negatively associated with total crashes, with a larger effect when compared to walking and car access modes. Overall, the results suggested promoting active transport as FLM train access mode would lead to an improvement in road safety.
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Rosenbloom, Sandra, and Jennifer Morris. "Travel Patterns of Older Australians in an International Context: Policy Implications and Options." Transportation Research Record: Journal of the Transportation Research Board 1617, no. 1 (January 1998): 189–93. http://dx.doi.org/10.3141/1617-26.
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International data and data from a major household travel survey undertaken in Melbourne, Victoria—the Victorian Activity Travel Survey (VATS)—are used to address the following questions: ( a) to what extent can older people meet their own transportation needs when they cannot drive, and ( b) what special safety concerns are raised now and in the future by the growing number of older drivers. VATS data show that Australian travel patterns parallel those observed in other developed countries: older people are increasingly more reliant on the car. The number of trips that will be lost when they must give up or reduce driving is substantial. Policy makers must start now to understand the dimension of the problem and the ways in which it can be addressed.
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Cullinane, Meabh, Stefanie A. Zugna, Helen L. McLachlan, Michelle S. Newton, and Della A. Forster. "Evaluating the impact of a maternity and neonatal emergencies education programme in Australian regional and rural health services on clinician knowledge and confidence: a pre-test post-test study." BMJ Open 12, no. 5 (May 2022): e059921. http://dx.doi.org/10.1136/bmjopen-2021-059921.
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IntroductionAlmost 78 000 women gave birth in the state of Victoria, Australia, in 2019. While most births occurred in metropolitan Melbourne and large regional centres, a significant proportion of women birthed in rural services. In late 2016, to support clinicians to recognise and respond to clinical deterioration, the Victorian government mandated provision of an emergency training programme, called Maternity and Newborn Emergencies (MANE), to rural and regional maternity services across the state. This paper describes the evaluation of MANE.Design and settingA quasi-experimental study design was used; the Kirkpatrick Evaluation Model provided the framework.ParticipantsParticipants came from the 17 rural and regional Victorian maternity services who received MANE in 2018 and/or 2019.Outcome measuresBaseline data were collected from MANE attendees before MANE delivery, and at four time points up to 12 months post-delivery. Clinicians’ knowledge of the MANE learning objectives, and confidence ratings regarding the emergencies covered in MANE were evaluated. The Safety Attitudes Questionnaire (SAQ) assessed safety climate pre-MANE and 6 months post-MANE among all maternity providers at the sites.ResultsImmediately post-MANE, most attendees reported increased confidence to escalate clinical concerns (n=251/259). Knowledge in the non-technical and practical aspects of the programme increased. Management of perinatal emergencies was viewed as equally stressful pre-MANE and post-MANE, but confidence to manage these emergencies increased post-delivery. Pre-MANE SAQ scores showed consistently strong and poor performing services. Six months post-MANE, some services showed improvements in SAQ scores indicative of improved safety climate.ConclusionMANE delivery resulted in both short-term and sustained improvements in knowledge of, and confidence in, maternity emergencies. Further investigation of the SAQ across Victoria may facilitate identification of services with a poor safety climate who could benefit from frequent targeted interventions (such as the MANE programme) at these sites.
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Breman, Rachel, Ann MacRae, and Dave Vicary. "‘The Hidden Victims’–Family Violence in Kinship Care in Victoria." Children Australia 43, no. 3 (May 16, 2018): 186–91. http://dx.doi.org/10.1017/cha.2018.15.
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Family violence is endemic. It has a dramatic and negative impact upon the victims and the family systems in which it occurs. While there is a growing evidence base to support our understanding, prevention and treatment of family violence, little is known about some of its “hidden victims” (e.g., kinship carers). In 2017, Baptcare commenced research with 101 kinship carers in Victoria to gain a better understanding of how family violence, perpetrated by the child's close family member once the placement started, was impacting on children and families. In this context, family violence means any act of physical violence, emotional/psychological violence, verbal abuse and property damage. The study utilised a mixed design methodology that specifically targeted kinship carers who had direct experience of family violence. Findings from this study demonstrated that (1) many kinship carers, and the children in their care, experienced family violence early in the placement, (2) that the violence occurred frequently and (3) the incidents of violence did not occur in isolation. Carers sought support from multiple sources to deal with the family violence, however, the study illustrated that the usefulness of these supports varied. Additionally, findings highlighted reasons why many kinship carers felt reluctant to file a report to end the violence. The study described in this paper is the first step in understanding and exposing this multifaceted issue and delineates some of the major issues confronting Victorian kinship carers experiencing family violence – and the support required to ensure the safety of them and the children they care for. This paper will describe the approach that Baptcare is taking to address family violence in kinship care in western metropolitan Melbourne. This is the second paper in a three-part series relating to family violence in kinship care.
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Haworth, Narelle, Matthew Legge, Divera Twisk, Jennifer Bonham, Tyler O’Hare, and Marilyn Johnson. "Young Driver Crashes with Cyclists: Identifying Training Opportunities." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 12 (June 29, 2019): 679–89. http://dx.doi.org/10.1177/0361198119860118.
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To understand where driver training should focus to contribute to improving the safety of cyclists, this study compared bicycle-motor-vehicle (BMV) crashes involving novice drivers (under 25 years) with those involving experienced drivers in the Australian states of Victoria, Queensland, and South Australia. Novice drivers were involved in only a small proportion of BMV crashes and were not over-represented on a per-license basis. For both driver groups, most crashes happened on lower speed roads, at intersections, and during the day. In contrast to expectations, the distribution of types of BMV crashes differed little between experienced and novice drivers. The absence of major differences between experienced and novice drivers may result from learning opportunities being too infrequent in low-volume cycling countries, but this hypothesis needs further testing. A comparison between Queensland and Victoria showed three situations with a higher proportion of young driver crashes: in the evening in both states, Right through-opposing directions (Victoria only), and From footway-maneuvering (Queensland only). These patterns are likely to be indicative of young driver experiences. When their time on the road increases, so does their exposure to risk and to challenging driving conditions (e.g., driving in darkness). On the other hand, these patterns may also point to effects of legislation on young driver crashes, for instance cycling on the sidewalk in Queensland. The results suggest that training for novice drivers needs to supplement a wider strategy to improve cyclist safety (including infrastructure and traffic management improvements) and that training needs to be tailored to state-specific conditions.
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Giummarra, Melita J., Ben Beck, and Belinda J. Gabbe. "Classification of road traffic injury collision characteristics using text mining analysis: Implications for road injury prevention." PLOS ONE 16, no. 1 (January 27, 2021): e0245636. http://dx.doi.org/10.1371/journal.pone.0245636.
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Road traffic injuries are a leading cause of morbidity and mortality globally. Understanding circumstances leading to road traffic injury is crucial to improve road safety, and implement countermeasures to reduce the incidence and severity of road trauma. We aimed to characterise crash characteristics of road traffic collisions in Victoria, Australia, and to examine the relationship between crash characteristics and fault attribution. Data were extracted from the Victorian State Trauma Registry for motor vehicle drivers, motorcyclists, pedal cyclists and pedestrians with a no-fault compensation claim, aged > = 16 years and injured 2010–2016. People with intentional injury, serious head injury, no compensation claim/missing injury event description or who died < = 12-months post-injury were excluded, resulting in a sample of 2,486. Text mining of the injury event using QDA Miner and Wordstat was used to classify crash circumstances for each road user group. Crashes in which no other was at fault included circumstances involving lost control or avoiding a hazard, mechanical failure or medical conditions. Collisions in which another was predominantly at fault occurred at intersections with another vehicle entering from an adjacent direction, and head-on collisions. Crashes with higher prevalence of unknown fault included multi-vehicle collisions, pedal cyclists injured in rear-end collisions, and pedestrians hit while crossing the road or navigating slow traffic areas. We discuss several methods to promote road safety and to reduce the incidence and severity of road traffic injuries. Our recommendations take into consideration the incidence and impact of road trauma for different types of road users, and include engineering and infrastructure controls through to interventions targeting or accommodating human behaviour.
Dissertations / Theses on the topic "Traffic safety Victoria Melbourne"
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Shrensky, Ruth, and n/a. "The ontology of communication: a reconcepualisation of the nature of communication through a critique of mass media public communication campaigns." University of Canberra. Communication, 1997. http://erl.canberra.edu.au./public/adt-AUC20050601.163735.
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Conclusion. It is probably now appropriate to close a chapter in the history of
public communication campaigning. Weaknesses which have
usually been seen as instrumental can now be seen for what they
are: conceptual failures grounded in compromised ontologies and
false epistemologies. As I showed in the last chapter, even when
viewed within their own narrow empiricist frame, public
communication campaigns fail to satisfy a test of empirical efficacy.
But empirical failure reveals a deeper moral failure: the failure of
government to properly engage in a conversation with the citizens
to whom they are ultimately responsible. Whether public
communication campaigns are a symptom or a cause of this failure
lies beyond the scope of this thesis. But there can be little doubt that
the practice of these campaigns has encouraged the persistence of an
inappropriate relation between state and citizens.
The originators and managers of mass media public communication
campaigns conceive of and execute their creations as persuasive
devices aimed at the targets who have been selected to receive their
messages. But we do not see ourselves as targets (and there are
profound ethical reasons why we should not be treated as such),
neither do we engage with the mass media as message receivers. On
the contrary, as social beings, we become actively and creatively
involved with the communicative events which we attend to and
participate in; the mass media, like all other communication
opportunities, provide the means for generating new meanings,
new ways of understanding, new social realities. But people are
constrained from participating fully in public discussion about social
issues; the government's construal of individuals as targets and of
communication as transmitted messages does not provide the
discursive space for mutual interaction.
Governments should aim to encourage the active engagement of
citizens in public discussion by conceiving of and executing public
communication as part of a continuing conversation, not as
packaged commodities to be marketed and consumed, or as messages
to be received. It is time to encourage alternative practices-practices
which open up the possibility of productive conversations which
will help transform the relationship between citizens and state.
However, as I have argued in this thesis, changed practices must be
accompanied by profound changes in thinking, otherwise we
continue to reinvent the past. Communication practice is informed
by the ontology of communication which is itself embedded within
other ontologies and epistemologies. The dominant paradigm of
communication is at present in a state of crisis, caught between two
views of communication power. On the one hand it displays an
obsession with instrumental effectiveness on which it cannot
deliver. On the other hand-in an attempt to discard the
accumulated baggage of dualist philosophy and mechanistic models
of effective communication-it indulges in a humourless critique of
language which, as Robert Hughes astutely observes, is little more
than an enclave of abstract complaint (Hughes 1993:72). This thesis
has been an attempt to open up a space for a new ontology, within
which we might create new possibilities.
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Wright, Shane. "The impact of change on corporate service staff in a public safety agency." Thesis, 1997. https://vuir.vu.edu.au/18227/.
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The Metropolitan Fire Brigade (MFB) Melbourne, is at the crossroads. Change is
sweeping the economic and political environment within which international fire
services operate. The MFB is not insulated from this change. Unless alternative
productivity strategies can be achieved, the emergency response sector of the Brigade
will suffer the same fate as the corporate sector of the MFB and other statutory
authorities. Downsizing within this sector has been occurring in response to the above
conditions over the past four years.
This study investigates the impact of change upon public safety agencies in general,
then compares data gathered on the MFB against this to:
• Identify the level of organisational commitment that currently exists;
• Develop an understanding of the impact of downsizing upon public sector
employees.
This study reviews the body of literature concerned with culture and change,
downsizing and outsourcing and examines and builds upon the framework of previous
research, particularly in the area of downsizing and its impact upon survivors.
The study was designed as a one shot correlational study. A questionnaire was designed
and administered to the population. Responses were analysed and discussed in context
with the referenced literature.
This study extends previous research in that it compares those findings with current
findings. Low morale, job insecurity, poor communication and negativity have been
identified as consistent with that of previous research (Brockner 1992; Brockner, Grover
and Blonder 1988; Cascio 1993). In other areas the findings vary from previous
research, in that organisational commitment remains high, contrary to the literature.
Books on the topic "Traffic safety Victoria Melbourne"
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Victoria. Parliament. Road Safety Committee. Report upon the inquiry into motorcycle safety in Victoria: Road Safety Committee. Melbourne: L.V. North, 1993.
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Committee, Victoria Parliament Road Safety. Road Safety Committee report upon the inquiry into the revision of speed limits in Victoria. Melbourne: L.V. North, Govt. Printer, 1995.
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Victoria. Parliament. Road Safety Committee. First report upon the inquiry into the effects of drugs (other than alcohol) on road safety in Victoria: Incorporating collected papers. Melbourne: Parliament of Victoria, Road Safety Committee, 1995.
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Victoria. Parliament. Road Safety Committee., ed. Final report of the Road Safety Committee into the effects of drugs (other than alcohol) on road safety in Victoria. Melbourne: Victorian Govt. Printer, 1996.
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Victoria. Parliament. Road Safety Committee., ed. First report upon the inquiry into the effects of drugs (other than alcohol) on road safety in Victoria: Incorporating collected papers. Melbourne: L.V. North, Govt. Printer, 1995.
Find full textBook chapters on the topic "Traffic safety Victoria Melbourne"
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Fildes, Brian N., Brendan Lawrence, Luke Thompson, and Jennie Oxley. "Speed-Limits in Local Streets: Lessons from a 30 km/h Trial in Victoria, Australia." In The Vision Zero Handbook, 881–901. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-030-76505-7_34.
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AbstractFatal and Severe Injuries (FSI) to vulnerable road users is a major road safety problem internationally. Recent resolutions by the Global Ministerial Conference on Road Safety called for a blanket 30 km/h speed limit in urban areas to address this problem. A project undertaken in Melbourne, Australia, set out to evaluate the effectiveness and benefits of a lower speed limit in a local residential area in the City of Yarra. The intervention comprised replacing 40 km/h speed limit signs in the treated area with 30 km/h signs with an adjacent untreated control area. A before and after study was employed with speed, resident surveys, and estimated safety benefits as measures of its success. Modest reductions in mean speed were observed in the after-phase of the study while benefits were impressive for vehicles travelling at higher speed levels where the risk of severe injury or death is greater. These findings represent an estimated 4% reduction in the risk of severe injury for pedestrians in the event of a collision. Questionnaire responses showed an increased degree of support for the 30 km/h speed limit in local streets in the trial area. The implication of these findings for road safety is discussed, along with the challenges and potential hurdles. Lower speed limits in local streets and municipalities is one important measure to help address vulnerable road users in residential local streets.
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Fildes, Brian N., Brendan Lawrence, Luke Thompson, and Jennie Oxley. "Speed-Limits in Local Streets: Lessons from a 30 km/h Trial in Victoria, Australia." In The Vision Zero Handbook, 1–22. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-030-23176-7_34-1.
Full textAbstract:
AbstractFatal and Severe Injuries (FSI) to vulnerable road users is a major road safety problem internationally. Recent resolutions by the Global Ministerial Conference on Road Safety called for a blanket 30 km/h speed limit in urban areas to address this problem. A project undertaken in Melbourne, Australia, set out to evaluate the effectiveness and benefits of a lower speed limit in a local residential area in the City of Yarra. The intervention comprised replacing 40 km/h speed limit signs in the treated area with 30 km/h signs with an adjacent untreated control area. A before and after study was employed with speed, resident surveys, and estimated safety benefits as measures of its success. Modest reductions in mean speed were observed in the after-phase of the study while benefits were impressive for vehicles travelling at higher speed levels where the risk of severe injury or death is greater. These findings represent an estimated 4% reduction in the risk of severe injury for pedestrians in the event of a collision. Questionnaire responses showed an increased degree of support for the 30 km/h speed limit in local streets in the trial area. The implication of these findings for road safety is discussed, along with the challenges and potential hurdles. Lower speed limits in local streets and municipalities is one important measure to help address vulnerable road users in residential local streets.
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"Neighbourhood Influences on Vehicle-Pedestrian Crash Severity." In Big Data Analytics in Traffic and Transportation Engineering, 102–21. IGI Global, 2019. http://dx.doi.org/10.4018/978-1-5225-7943-4.ch005.
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Socioeconomic factors are known to be contributing factors to vehicle-pedestrian crashes. Although several studies have examined the socioeconomic factors related to the locations of crashes, few studies have considered the socioeconomic factors of the neighbourhoods where road users live in vehicle-pedestrian crash modelling. In vehicle-pedestrian crashes in the Melbourne metropolitan area, 20% of pedestrians, 11% of drivers, and only 6% of both drivers and pedestrians had the same postcode for the crash and residency locations. Therefore, an examination of the influence of socioeconomic factors of their neighbourhoods, and their relative importance will contribute to advancing knowledge in the field, as very limited research has been conducted on the influence of socioeconomic factors of both the neighbourhoods where crashes occur and where pedestrians live. In this chapter, neighbourhood factors associated with road users' residents and location of crash are investigated using BDT model. Furthermore, partial dependence plots are applied to illustrate the interactions between these factors. The authors found that socioeconomic factors account for 60% of the 20 top contributing factors to vehicle-pedestrian crashes. This research reveals that socioeconomic factors of the neighbourhoods where road users live and where crashes occur are important in determining the severity of crashes, with the former having a greater influence. Hence, road safety counter-measures, especially those focussing on road users, should be targeted at these high-risk neighbourhoods.
Conference papers on the topic "Traffic safety Victoria Melbourne"
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Strandroth, Johan, Antonietta Cavallo, and Samantha Cockfield. "269 Characteristics of high priority and high burden road traffic injuries in Victoria." In 14th World Conference on Injury Prevention and Safety Promotion (Safety 2022) abstracts. BMJ Publishing Group Ltd, 2022. http://dx.doi.org/10.1136/injuryprev-2022-safety2022.125.
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