top of page
Straight Country Road

Road safety

Australia is a vast country with a road network of an estimated 1,375,146 km of roads. (BITRE, 2025, Table 4.1a) Road traffic injury is one of Australia’s leading causes of injury deaths and hospitalisations.

​

Internationally, road injury prevention has been a priority for several years. The United Nations Sustainable Development Goals has targets relating to markedly reducing road-related deaths and injury globally.

​

Critical to the reduction of road trauma is the understanding that road-related deaths and injuries are preventable. The Safe System approach is holistic, embracing a multisector approach to injury reduction. It acknowledges the interplay between roads, speeds, vehicles and road users and how these elements can work together to prevent deaths and serious injuries. (Office of Road Safety, 2021)

​

This webpage provides information and links on road traffic injury including: injury data, common risk factors, effective interventions and sources of further information. It should be noted that transport death and injury relate to multiple forms of transport, including, road, rail, maritime and aviation. Road transport death and injury include both on-road and off-road events.

​What is the incidence and burden of road transport injuries in Australia? 

​

  • In 2023-24, 1,494 people died, a crude rate of 5.6 deaths per 100,000 population and accounting for approximately 9.5% of all injury deaths in Australia. (AIHW, 2026c)

  • In 2024-25, 66,890 people were hospitalised due to transport injury, equivalent to the crude rate of 244.1 per 100,000 population. (AIHW, 2026c)

  • In 2024-25, car occupants were 32% of people hospitalised for transport injury, and motorcyclists accounted for 28%. (AIHW, 2026c)

  • Certain demographic groups are affected disproportionately with transport-related injury and death, including males (332.8 hospitalisations and 8.7 deaths per 100,000 population), younger people aged 15-24 years (392.5 hospitalisations per 100,000), and older people aged 65 years and over (9.0 deaths per 100,000). (AIHW, 2026c)

  • The rates of transport-related injury hospitalisation tend to be higher in remote areas of Australia. Compared to people in major cities, those residing in very remote areas were 2.3 times as likely to be hospitalised from a transport injury in 2023-24. (AIHW, 2026c)

  • For transport injury hospitalisations in 2024-25, the body part most commonly injured was the trunk (25.8%), followed by the head and neck (24.5%). (AIHW, 2026c)

​

For Aboriginal and Torres Strait Islander (First Nations) people:

  • 122 Aboriginal and Torres Strait Islander people died in 2023-24 and 4,430 people were hospitalised from transport injury in 2024-25; with age-standardised death rates of 12.9 deaths per 100,000 and age standardised hospitalisation rates of 423.1 Aboriginal and Torres Strait Islander people hospitalised per 100,000 people. (AIHW, 2026c)

  • Compared to non-Indigenous Australians, Aboriginal and Torres Strait Islander people were 3.7 times as likely to die in a transport-related incident in 2023-24 and 1.8 times as likely to be hospitalised in 2024-25. (AIHW, 2026c)

  • Males were 2.8 times more likely to die and 2.3 times more likely to be hospitalised from transport-related incidents than females. (AIHW, 2026a)

  • Hospitalisation rates were highest among younger people (aged 15 to 24 years) compared to other age groups. (AIHW, 2026c)

Australian regional road.jpg
Image by Casey Horner

What is the incidence and impact of road transport injuries in New Zealand? ​

  • Road transport was estimated to account for 292 deaths in 2024. After adjusting for under-reporting, the Ministry of Transport recorded a further 4,625 serious injuries and 36,082 minor injuries across fatal, serious, and minor crashes. (Ministry of Transport, 2025)

  • Between 2017-18 and 2020-21, 20,607 road-transport injury incidents resulted in hospital admission, of which 14.5% were classified as major trauma. Car occupants accounted for 62% of hospitalisations, followed by motorcyclists (23%), pedestrians (9%) and pedal cyclists (4%). (Isles et al., 2024)

  • Road-transport injury hospitalisations were disproportionately experienced by males, Māori and people living in rural areas. Males comprised 59% of hospitalised cases. Māori had an age-standardised incidence rate almost 3.5 times higher than Asian peoples (45.1 per 100,000). People living in the most remote rural areas had more than twice the hospitalisation rate from road injuries of those in the most densely populated urban areas. (Isles et al., 2024)

Calm Blue Ocean

What is the cost to Australia and New Zealand from road transport injuries?
 

In Australia, the annual social cost of road crashes is estimated at AUD$27.0 billion, including AUD$15.3 billion for crashes involving casualties, based on 2016-2020 data. (BITRE, 2022). Direct health expenditure alone totalled approximately AUD$1.5 billion in 2023-24. (AIHW, 2026c)

​

In New Zealand, the annual social cost of road crashes and injuries was estimated at an average of approximately NZ$12.68 billion annually, according to 2022-2024 data. (Ministry of Transport, 2026)​​

Is the burden of road deaths increasing?
 

Notwithstanding the recent increase in transport-related injury death rate compared with the past 5-year average, when reviewing road deaths over decades, decreases have been evident aligning with aspects including significant improvements in road infrastructure, vehicle design, user behaviour (such as consistent use of seat belts and child restraints) and slower speeds. There have been significant improvements among young drivers (aged 17-25 years) in recent years, although they remain over-represented in road injury in Australia. (AIHW, 2026a; BITRE, 2022)

​

In the past ten years, transport-related injury death rates in Australia have remained relatively stable but have increased slightly in recent years. In 2023-24, the transport-related injury death rate was 5.6 per 100,000 population, representing a small increase (0.4%) compared with the past 5-year average. (AIHW, 2026c) Over the past ten years, hospitalisation rates have gradually lowered, with the rate in 2024-25 at 0.3% lower than the previous five-year average. (AIHW, 2026c)   ​​

Common Risk Factors

In broad terms, key risk factors for road injury are:

  • Alcohol use: Alcohol-related crashes are significantly more severe than crashes not involving alcohol. According to Queensland crash data between 2015 and 2019, 64.1% of alcohol-related crashes resulted in hospitalisation and 6.3% were fatal, compared with 41.0% and 1.5% of non-alcohol-related crashes, respectively. (Love et al., 2023). In New Zealand, 15% of road deaths and serious injuries between July 2024 and June 2025 involved a driver who exceeded the alcohol limit or refused a test. (Love et al., 2023; WSP, 2026)

  • Young drivers: Crash rates are highest in the early months of transition from a learner licence to solo driving (with a provisional/probationary licence). Limited driving experience and developing decision-making and self-regulation skills contribute to this increased risk. (Watson-Brown et al., 2021)

  • Men: In Australia, young and old men continue to be over-represented, accounting for 78.2% of all transport-related deaths in 2023-24. The crude death rate for all males was 8.7 deaths per 100,000 population, more than three times higher than the rate for females (2.4 per 100,000). Young men experience the highest hospitalisation rate for transport-related injuries compared to all other demographic groups, at 541.8 per 100,000 population in 2024-25. (AIHW, 2026a) In New Zealand, males involved in road crashes comprised 59% of major trauma patients attended by emergency medical services between 2016 and 2018. (Lilley et al., 2024)

  • Vulnerable road users: In 2024, pedestrians, cyclists and motorcyclists accounted for 37% of all road deaths in Australia. New Zealand hospital data from 2017-18 to 2020-21 showed an increase in motorcycling injuries, with motorcyclists accounted for 23% of road-transport injury hospitalisations, despite motorcycles comprising a relatively small proportion of travel. (BITRE, 2025; Isles et al., 2024)

  • Failure to use safety equipment: Not wearing a seat belt, not using an appropriate child restraint, or not wearing a helmet when riding a bicycle or motorcycle increases the risk of serious injury and death. (Giovannini et al., 2024; Ratnasekera et al., 2025; Soica & Gheorghe, 2025)

  • Speeding: Higher speeds increase both the likelihood of a crash and the severity of injuries when a crash occurs. Even modest increases in speed can have serious consequences. Travelling by just 6 km/h more can result in an impact speed up to 18 km/h higher and increase the risk of serious injury by 68%. (Woon et al., 2021)

  • Fatigue: Sleep deprivation is associated with an increased risk of transport crashes. (Marando et al., 2022)

  • Time of travel: The risk of a crash varies by time of day. Crash risk is higher when travelling at dusk, at night, and during peak traffic periods. (BITRE, 2022)

  • Rural and remote areas: The risk of injury increases with rural and remote driving compared with driving in urban areas. Factors attributed to this increased risk include road engineering, speed, fatigue, alcohol. Many high speed roads in regional and remote areas have less safety features than roads with the same speed limits in metropolitan areas and major highways. (BITRE, 2022)

  • Type of crash: Head-on collisions increase the risk of severe injury compared to other crash types. (BITRE, 2022)

  • Road infrastructure: Poor road infrastructure, including inadequate separation of road users and vehicles travelling at different speeds, increases the likelihood and severity of crashes. (Papadimitriou et al. 2019)

  • Age of vehicle: The older the car, the fewer safety features/devices and the greater the risk of injury in a crash. (Blows et al., 2003)

  • Mobile phone use and distraction: Drivers using a mobile phone have been shown to be four times more likely to be involved in a crash than those not using a phone. (Dingus, 2016)

Effective interventions​​

​​

Safe Systems approach

  • Effective road injury prevention is guided by the Safe System approach and informed by an understanding of the traffic safety culture that influences road user behaviour.

  • The Safe System approach recognises that road users will inevitably make errors, and the need for the transport system to be designed to minimise the risk of injury and death when those mistakes occur. It adopts a whole-of-system approach by integrating safer road users, safer vehicles, safer roads, safer speeds, and effective post-crash care to create a more forgiving and resilient transport system. (Khan & Das, 2025)

​

Traffic safety culture

  • Traffic safety culture complements the Safe System approach by recognising that road safety is also influenced by the broader sociocultural context. Traffic safety culture refers to shared beliefs of a social group that influence road user behaviour. These beliefs influence public attitudes, policy environments and cultural norms, which in turn influence the acceptance and effectiveness of road safety interventions. (Ward et al, 2019)

​

Evidence and evaluation

  • Effective road safety interventions are informed by evidence and need to be evaluated to assess the extent they are achieving their intended objectives. Evaluation of road safety interventions generates evidence to demonstrate their public value and provide the necessary evidence to determine whether an intervention should be continued, modified or terminated. (Newcomer et al., 2015)

 

A comprehensive evaluation provides insight across an intervention program’s life cycle (Newcomer et al., 2015):

  • Process evaluations describe program activities and compare them with intended inputs to help improve the methods of delivery/implementation of an intervention;

  • Impact evaluations measure results, such as the extent to which an intervention affects road user attitudes, beliefs, and intentions; and

  • Outcome evaluations assess the intervention’s ultimate success in achieving its objectives, such as reducing crashes, injuries, and fatalities and improving traffic histories through reducing engagement in illegal, risky driving behaviours (e.g., speeding, mobile phone use while driving).

 

Evidence for evaluations may be generated using various research designs, including randomised controlled trials, which are often considered the most rigorous; as well as quasi-experimental designs such as case-control studies, pre-post evaluations, and interrupted time-series studies. (Newcomer et al., 2015)

 

The studies summarised in the tables below provide examples of evaluated road safety interventions organised according to the Safe System pillars.

Image by A G

Table 1. Examples of evaluated road safety interventions organised according to the Safe System pillar: Safer roads.

Table 2. Examples of evaluated road safety interventions organised according to the Safe System pillar: Safer speeds.

Table 3. Examples of evaluated road safety interventions organised according to the Safe System pillar: Safer vehicles.

Table 4. Examples of evaluated road safety interventions organised according to the Safe System pillar: Safer road users.

Relevant national strategies
 

An overview of national strategies that relate to road and land transport injury prevention is presented in Table 5.

​

Table 5. National strategies relevant to road injury prevention.

​​

Hand Reach Out Sun Trees.jpg

Data and research gaps – What don’t we know?​

​

Data and evidence are lacking on:

  • Public awareness and attitudes towards, police enforcement and implementation of best-practice Graduated Driver Licensing Systems.

  • Young drivers and driver training involving the use of Advanced Assistance Driving Systems (ADAS).

  • The way in which young children learn about safe and risky driving behaviours through television/online program viewing.

  • Drivers’ hazard perception when driving at night.

  • Effectiveness of programs to help older drivers move from driving to no longer holding a licence.

  • Implementation research to inform translation of road safety research into policy and factors influencing decisions in policy development.

  • Effective interventions to reduce road injury among culturally and linguistically diverse people and people living with disability.

  • Approaches to safely transition to safe, autonomous vehicles while maintaining equity in access to such vehicles.

  • Cost-effectiveness of programs.

  • Co-ordination of community-based programs.

  • Community attitudes, social norms, and traffic safety culture, and how they influence the acceptance and effectiveness of road safety initiatives.

  • Effective and equitable post-crash care, including how emergency medical services, triage and transport pathways can improve timely access to appropriate hospital and specialist trauma care for rural, remote, Aboriginal, Torres Strait Islander and Māori populations.

Key partners and stakeholders​

​

Government and policy

 

Research and evaluation

​

Global

 

Community education and advocacy

 

Key additional organisations to consider partnering in program development and evaluation for road injury prevention

  • Aboriginal Community Controlled Organisations

  • Local governments

  • Rural health services

  • State education departments

  • State and territory departments of health

  • State and territory transport and road agencies

​

Key resources and guidelines      

​

Position Papers

References​

Where can I find more information on the burden, incidence and impact of injury due to road transport?  

 

Australian Institute of Health and Welfare reports

​​

Road Safety Australia, Department of Infrastructure, Transport, Regional Development and Communications and Australian Automobile Society Reports

​​

New Zealand Ministry of Transport Sources

​​

Where can I find more information on the risk factors for road transport injuries? 

  • Blows, S., Ivers, R. Q., Woodward, M., Connor, J., Ameratunga, S., & Norton, R. (2003). Vehicle year and the risk of car crash injury. Injury Prevention, 9(4), 353–356. https://doi.org/10.1136/ip.9.4.353

  • Dingus, T. A., Guo, F., Lee, S., Antin, J. F., Perez, M., Buchanan-King, M., & Hankey, J. (2016). Driver crash risk factors and prevalence evaluation using naturalistic driving data. Proceedings of the National Academy of Sciences, 113(10), 2636–2641. https://doi.org/10.1073/pnas.1513271113

  • Giovannini, E., Santelli, S., Pelletti, G., Bonasoni, M. P., Cornacchia, A., Pelotti, S., & Fais, P. (2024). Pediatric motor vehicle crashes injuries: A systematic review for forensic evaluation. International Journal of Legal Medicine, 138(4), 1329–1341. https://doi.org/10.1007/s00414-024-03174-7

  • Isles, S., Keane, M., Dipnall, J. F., & Beck, B. (2024). Temporal trends of transport-related injuries on New Zealand roads. New Zealand Medical Journal, 137(1592), 43–53. https://doi.org/10.26635/6965.6342

  • Love, S., Rowland, B., & Davey, J. (2023). Exactly how dangerous is drink driving? An examination of vehicle crash data to identify the comparative risks of alcohol-related crashes. Crime Prevention and Community Safety, 25(2), 131–147. https://doi.org/10.1057/s41300-023-00172-6

  • Marando, I., Matthews, R. W., Grosser, L., Yates, C., & Banks, S. (2022). The effect of time on task, sleep deprivation, and time of day on simulated driving performance. Sleep, 45(9), Article zsac167. https://doi.org/10.1093/sleep/zsac167

  • Papadimitriou, E., Filtness, A., Theofilatos, A., Ziakopoulos, A., Quigley, C., & Yannis, G. (2019). Review and ranking of crash risk factors related to the road infrastructure. Accident Analysis & Prevention, 125, 85–97. https://doi.org/10.1016/j.aap.2019.01.002

  • Ratnasekera, A. M., Seng, S. S., Gardiner, S. K., Butler, C., Goldenberg-Sandau, A., Lu, N., Abdel Aziz, H., Appelbaum, R. D., Mashbari, H., Hafiz, S., Chowdhury, S., Soe-Lin, H., Reynolds, J. M., Teichman, A. L., Kartiko, S., Kaufman, E. J., Murphy, P., Kodadek, L., & Rattan, R. (2025). Systematic review and meta-analysis of efficacy of helmet use and helmet laws to reduce mortality and cervical spine injury in adult motorcycle riders: A practice management guideline from the Eastern Association for the Surgery of Trauma. Journal of Trauma and Acute Care Surgery, 99(4), 650–663. https://doi.org/10.1097/TA.0000000000004607

  • Shu, C.-C. E., Moeller, H., Whyte, T., Bilston, L. E., Adams, S., Nassar, N., Ivers, R. Q., Olivier, J., & Brown, J. (2025). Child restraint legislation and injury rate NSW 2001–2019: Analysing hospital administration data. Injury Prevention. Article ip–2025–045722. https://doi.org/10.1136/ip-2025-045722

  • Soica, A., & Gheorghe, C. (2025). A review of seatbelt technologies and their role in vehicle safety. Applied Sciences, 15(10), 5303. https://doi.org/10.3390/app15105303

  • Thomas, J. A., Frith, B., Malcolm, L. A., & Cooper, D. (2024). Differences in drivers accessing and progressing through the graduated driver licensing system in New Zealand (Research Report 722). NZ Transport Agency Waka Kotahi. https://www.nzta.govt.nz/resources/research/reports/722

  • Watson-Brown, N., Scott-Parker, B., & Senserrick, T. (2021). Higher order training supporting competence, autonomy, relatedness (HOT-CAR): A model to improve learner drivers’ higher order skills. Transportation Research Part F: Traffic Psychology and Behaviour, 80, 79–89. https://doi.org/10.1016/j.trf.2021.03.013

  • Woon, K., Kelley-Baker, T., Arbelaez, R., O’Malley, S., & Jensen, J. (2021). Impact of speeds on drivers and vehicles: Results from crash tests. AAA Foundation for Traffic Safety.

  • WSP. (2026). National Drink Driving Impairment Survey 2025. NZ Transport Agency Waka Kotahi.  https://nzta.govt.nz/assets/resources/national-drink-driving-impairment-survey/national-drink-driving-impairment-survey-2025.pdf

​

Where can I find further information on effective interventions? 

  • Asbridge, M., Ogilvie, R., Wilson, M., & Hayden, J. (2018). The impact of booster seat use on child injury and mortality: Systematic review and meta-analysis of observational studies of booster seat effectiveness. Accident Analysis & Prevention, 119, 50–57. https://doi.org/10.1016/j.aap.2018.07.004

  • Cuentas-Hernandez, S., Li, X., King, M. J., Lewis, I., & Oviedo-Trespalacios, O. (2024). Driven to distraction: A systematic literature review on the role of the driving context in mobile phone use. Transportation Research Part F: Traffic Psychology and Behaviour, 106, 215–243. https://doi.org/10.1016/j.trf.2024.08.006

  • Elrose, F., Lewis, I., Hassan, H., & Murray, C. (2022). Insights into the effectiveness of messaging promoting intentions to use connected vehicle technology. Transportation Research Part F: Traffic Psychology and Behaviour, 88, 155–167. https://doi.org/10.1016/j.trf.2022.05.018

  • Esmaeilikia, M., Radun, I., Grzebieta, R., & Olivier, J. (2019). Bicycle helmets and risky behaviour: A systematic review. Transportation Research Part F: Traffic Psychology and Behaviour, 60, 299–310. https://doi.org/10.1016/j.trf.2018.10.026

  • Fausto, B. A., Maldonado, P. F. A., Ross, L. A., Lavallière, M., & Edwards, J. D. (2021). A systematic review and meta-analysis of older driver interventions. Accident Analysis & Prevention, 149, 105852. https://doi.org/10.1016/j.aap.2020.105852

  • Glendon, I., & Lewis, I. (2022). Field testing anti-speeding messages. Transportation Research Part F: Traffic Psychology and Behaviour, 91, 431–450. https://doi.org/10.1016/j.trf.2022.10.022

  • Hashemi Nazari, S. S., Moradi, A., & Rahmani, K. (2017). A systematic review of the effect of various interventions on reducing fatigue and sleepiness while driving. Chinese Journal of Traumatology, 20(5), 249–258. https://doi.org/10.1016/j.cjtee.2017.03.005

  • Haworth, N. (2024). Learning about crash causation from countermeasure evaluation: The example of the Queensland minimum passing distance rule. Accident Analysis & Prevention, 195, 107401. https://doi.org/10.1016/j.aap.2023.107401

  • Hinton, J., Oviedo-Trespalacios, O., Watson, B., & Haworth, N. (2024). Beyond the billboard: A review of other external sources of driver distraction. Accident Analysis & Prevention, 208, 107771. https://doi.org/10.1016/j.aap.2024.107771

  • Hussain, Q., Feng, H., Grzebieta, R., Brijs, T., & Olivier, J. (2019). The relationship between impact speed and the probability of pedestrian fatality during a vehicle-pedestrian crash: A systematic review and meta-analysis. Accident Analysis & Prevention, 129, 241–249. https://doi.org/10.1016/j.aap.2019.05.033

  • Kaye, S.-A., Rodwell, D., & Lewis, I. (2026). A theoretically informed investigation of young drivers' intentions to engage in hand-held phone use for video and text messaging in vehicles with and without ADAS. Transportation Research Part F: Traffic Psychology and Behaviour, 118, 103536. https://doi.org/10.1016/j.trf.2026.103536

  • Kazemzadehazad, S., Monajjem, S., Larue, G. S., & King, M. J. (2019). Evaluating new treatments for improving driver performance on combined horizontal and crest vertical curves on two-lane rural roads: A driving simulator study. Transportation Research Part F: Traffic Psychology and Behaviour, 62, 727–739. https://doi.org/10.1016/j.trf.2019.03.002

  • Kaye, S.-A., Watson-Brown, N., Yin, J., Oviedo-Trespalacios, O., Senserrick, T., & Lewis, I. (2023). Perceived effectiveness of traditional and technology-based approaches to reduce speeding. Paper presented at the Australasian Road Safety Conference, Cairns, Queensland, Australia, 19–21 September 2023.

  • Kaye, S.-A., Rodwell, D., & Lewis, I. (2026). A theoretically informed investigation of young drivers’ intentions to engage in hand-held phone use for video and text messaging in vehicles with and without ADAS. Transportation Research Part F: Traffic Psychology and Behaviour, 118, 103536. https://doi.org/10.1016/j.trf.2026.103536

  • Keller, M. E., Watson, B., Kaye, S.-A., King, M., & Lewis, I. (2026). Actors, roles and responsibilities for speed management: A systems-based analysis of key stakeholders in Sweden and Queensland, Australia. Safety Science, 193, 107012. https://doi.org/10.1016/j.ssci.2025.107012

  • Khan, M. N., & Das, S. (2025). Advancing traffic safety through the Safe System approach: A systematic review. Accident Analysis & Prevention, 217, 108624. https://doi.org/10.1016/j.aap.2024.107518

  • Lewis, I., Nandavar, S., Kaye, S.-A., McDonald, M., & Jamwal-Girdler, M. (2023). Designing and evaluating public awareness messaging to increase knowledge about and intentions to use Connected and Automated Vehicles. Proceedings of the 2023 Australasian Road Safety Conference, Cairns, Queensland.

  • Lewis, I., Rodwell, D., Gordon, N., & McDonald, M. (2025). Examining the effects of road safety advertising that encourages positive, prosocial driving behaviours. Transportation Research Part F: Traffic Psychology and Behaviour, 115, 103366. https://doi.org/10.1016/j.trf.2025.103366

  • Lewis, I., White, K. M., Ho, B., Elliott, B., & Watson, B. (2017). Insights into targeting young male drivers with anti-speeding advertising: An application of the Step approach to Message Design and Testing (SatMDT). Accident Analysis & Prevention, 103, 129–142. https://doi.org/10.1016/j.aap.2017.04.004

  • Newcomer, K. E., Hatry, H. P., & Wholey, J. S. (2015). Handbook of practical program evaluation (4th ed.). Jossey-Bass.

  • Rejali, S., Kaye, S.-A., Watson-Brown, N., Senserrick, T., & Oviedo-Trespalacios, O. (2025). Drivers’ perceptions of improving official information and road rules for distracted driving: Enhancing content, design, and delivery. Transportation Research Part F: Traffic Psychology and Behaviour, 110, 148–162. https://doi.org/10.1016/j.trf.2025.02.012

  • Rothman, L., Buliung, R., Macarthur, C., To, T., & Howard, A. (2014). Walking and child pedestrian injury: A systematic review of built environment correlates of safe walking. Injury Prevention, 20(1), 41–49. https://doi.org/10.1136/injuryprev-2012-040701

  • Schramm, A., Haworth, N., Heesch, K., Watson, A., & Debnath, A. (2016). Evaluation of the Queensland minimum passing distance road rule. Queensland University of Technology. Retrieved from https://eprints.qut.edu.au/94655/

  • Smyth, T., & Sheehan, M. (2015). Implementing best practice principles in the delivery of a Learner Driver Mentor Program in rural Queensland: A case study report. Proceedings of the 2015 Australasian Road Safety Conference. Australasian College of Road Safety.

  • Soro, W. L., Haworth, N., Zaslavsky, A., & Debnath, A. K. (2024). Bicycle rider evaluations of an intersection safety alert system: Learnings for similar technologies from a field trial. Transportation Research Part F: Traffic Psychology and Behaviour, 104, 249–265. https://doi.org/10.1016/j.trf.2024.06.005  

  • Thomas, J. A., Frith, B., Malcolm, L. A., & Cooper, D. (2024). Differences in drivers accessing and progressing through the graduated driver licensing system in New Zealand (NZ Transport Agency Waka Kotahi research report 722).

  • Tse, I., McDonald, A., Patel, A., Blewden, M., & MacArthur-Beadle, S. (2023). Auckland Transport’s mass action pedestrian improvement programme. Journal of Road Safety, 34(3), 11–21. https://doi.org/10.33492/JRS-D-21-00057

  • Ward, N. J., Linkenbach, J., Keller, S. N., & Otto, J. (2010). White Papers for Towards zero deaths: A National Strategy on Highway Safety. Retrieved from https://rosap.ntl.bts.gov/view/dot/36774

  • Ward, N. J., Watson, B., & Fleming-Vogl, K. (2019). Traffic Safety Culture: Definition, Foundation, and Application. Emerald Publishing.

Blue Sky Clouds

Acknowledgements

This webpage was prepared by the MAIC-QUT Road Safety Research Collaboration (MQ Collab) in partnership with the Australasian Injury Prevention Network. We gratefully acknowledge the assistance of Dr Amy Williamson for the information sourced relating to New Zealand. The MQ Collab acknowledge also input from earlier iterations of the fact sheet provided by the George Institute for Global Health and the Ngarruwan Ngadju First Peoples Health and Wellbeing Research Centre, University of Wollongong.

 

Date: August 2026​​

© 2026 by Australasian Injury Prevention Network 

bottom of page