Workplace safety culture and safety climate are important components of creating safe and thriving workplaces. This study sought to examine the peer-reviewed and grey literature that includes a focus on safety culture and safety climate, as it relates to workplace road safety.A scoping review was undertaken. To identify the peer-reviewed literature, a systematic search of relevant electronic databases was conducted. To identify the grey literature, Google was used. No time limits were placed on the search.170 resources were identified following the peer-reviewed and grey literature search. Following removal of duplicates, 162 results remained. The title and abstract of the peer-reviewed literature sources were screened, with 28 included for full-text review. The title and brief details (e.g., executive summary) of the grey literature were screened, with 57 included for full-text review. Following full-text review, 7 peer-reviewed and 38 grey literature resources met the inclusion criteria. These resources highlighted the responsibilities of employers and individual drivers in relation to safety culture and safety climate, in the context of road safety.There is a limited body of peer-reviewed literature that has examined safety culture and safety climate in the context of workplace road safety. In the small number of included peer-reviewed studies, our review suggests that, despite managers and leaders being the primary players responsible for the promotion of a positive safety culture and safety climate, there is a tendency to focus on drivers. Comparatively, the grey literature makes it clear that managers and leaders have legislative responsibilities.

Work-related light vehicle drivers, (i.e., employed drivers who drive light vehicles as a part of their work, and those who drive professionally as independent contractors within the gig economy), are over-represented in motor vehicle crashes and under-represented in intervention efforts to improve road safety. The over-representation of crashes may be partway explained via road exposure, although other factors such as driving task difficulty and organisational factors have also been reported. More research needs to be done to better understand these issues. The concept of ‘workplace road safety culture’ has been identified as a potential intervention to improve road safety behaviour, thereby reducing road trauma within these driver cohorts. The current study aimed to conduct a legislative analysis related to workplace road safety in the state of Victoria for light vehicle drivers via the systems thinking methodology of Systems Theoretic Accident Model and Processes (STAMP); the legislative analysis addressed both state and national legislation. Specifically, the analysis aimed to identify intervention gaps within workplace road safety, as well as the key decision-makers to facilitate additional intervention. The STAMP control structure demonstrated that legislation for road safety controls and feedback channels differs depending on whether the driver is employed to drive a light vehicle or works as an independent contractor within the gig economy. For example, due to the provision of employer-related legislation, employees have additional safety controls and feedback channels that are not available to independent contractors. The analysis also identified that for employed work-related drivers in light vehicles, there is no central organising body responsible for safety regulation of light vehicle work-related driving. Additionally, for drivers in the gig economy, their algorithmic management system is not necessarily guided by specific safety legislation or regulations. In identifying opportunities to optimise workplace road safety culture, the reporting culture for both driver cohorts should be a focus of improvement. For gig economy drivers, peer support groups could assist in overcoming gaps in safety leadership within the industry. For light commercial vehicle drivers, a central organising body specifically for work-related light vehicle safety regulation could assist with overseeing safety interventions, especially in regards to facilitating collaboration between stakeholders and also in the coordination of safety communication and feedback. Thus, the Victorian government’s objective to reduce the burden of road trauma may be instigated for a substantial proportion of road users who drive for work.

IntroductionThis study examined the influence of real-world vehicle speeds on injury outcomes in police-reported vehicle-to-pedestrian crashes in Palermo, Italy. Specifically, the study quantified the relationship between percentile travel speeds and the risk of fatal and serious injuries (FSI) for pedestrians and assessed the potential effects of small reductions in travel speed using counterfactual scenarios.MethodsPedestrian crash locations from police-reported vehicle-to-pedestrian crashes in Palermo, Italy, were linked with real-world travel speed data obtained from TomTom Move. Percentile travel speeds (15th, 50th, and 85th) were used as proxies for impact speed to estimate FSI risk using established risk functions. A counterfactual analysis was conducted to assess the potential effects of reducing travel speeds by 3 km/h and 5 km/h across the speed distribution on pedestrian injury risk.ResultsA strong positive relationship was observed between percentile travel speeds and increased FSI risk, with substantially higher risks at upper percentile speeds. The counterfactual analysis indicated that reductions of 3 km/h and 5 km/h across the speed distribution could meaningfully reduce the risk of fatal and serious pedestrian injuries.DiscussionThe findings suggest that even modest reductions in vehicle speed can substantially improve pedestrian safety, particularly in urban environments with high pedestrian activity. These results highlight the potential value of targeted speed management strategies for reducing the severity of vehicle-to-pedestrian crashes.

This study investigates workplace road safety cultures among (1) drivers of light commercial vehicles (i.e., drivers of vehicles <4.5 tonnes) and (2) gig economy workers (i.e., drivers and delivery riders working as independent contractors for platforms such as Uber and DoorDash), aiming to identify barriers and facilitators for enhancing safety and reducing work-related incidents. Twenty semi-structured interviews (ten participants from each group) were conducted online via Zoom, a sample size considered sufficient to reach thematic saturation and allow for comparative analysis across the two groups. A thematic analysis identified recurring concepts and ideas across all participant interviews. The findings reveal the limitations of an 'opt-in' safety culture and underscore the need for a more proactive, universally embraced approach. Additionally, the study results highlight the importance of incorporating principles of diversity and inclusion into workplace road safety to address the varied experiences within the workforce. Redefining gig platforms as network operators is suggested to prioritise safety considerations and responsibilities. The inclusion of safety and well-being metrics in a customer's ratings and driver assessments ensures a comprehensive evaluation of performance. The findings highlight opportunities for relevant, tailored, assessed, and compulsory training and education for gig workers to enhance safety practices in this evolving work landscape. These findings contribute to the discourse on workplace road safety, highlighting key opportunities for intervention and the need for evidence-based programmes to mitigate the growing risks associated with work-related driving in both traditional and gig economy settings.

Given the escalation in unregulated work-related driving due to the gig economy industry in recent years in Australia, there remains a challenge in how to incorporate this cohort of drivers into road safety improvements, given that traditional forms of work-related road safety education interventions are largely targeted within the workplace. Additionally, even within the employer-based workplace system, road safety challenges exist for managing light vehicles driven by employees. One such avenue of road safety intervention could be targeting road safety culture which has been shown to improve driver safety attitudes and behaviours. The current study aimed to explore managerial insights into road safety culture to better understand the barriers and facilitators to a safer workplace for work-related drivers, and a safer road system for all road users.A total of 21 participants (managers and industry stakeholders) from across Australia were interviewed on aspects of workplace road safety culture. Components of Reason’s (1997) theory of safety culture, namely, just culture, reporting culture, learning culture, and flexible culture, were thematically analysed to examine opportunities to strengthen an informed road safety culture. Results identified that a learning culture was the workplace road safety culture aspect most integrated into safety management systems. In regards to the light commercial vehicle (LCV) employee driver cohort, flexible culture was one opportunity for potential improvement in the system. Regarding gig economy drivers, a reporting culture could be targeted as an intervention strategy whereby driver safety feedback could be collected and analysed via a third-party agency, beyond the gig platform operators. This consideration for implementation, based upon the analytical findings, is given because many gig economy drivers work for multiple operators, so obtaining accurate reporting on safety information is particularly challenging. In conclusion, the current study has found that targeting workplace road safety culture may be a viable intervention strategy for improving safety in the work-related light vehicle transportation industry.

INTRODUCTION:Vehicle automation technology has considerable potential for reducing road crashes associated with human error, including issues related to driver drowsiness. However, before full automation becomes available on public roads, it will be essential for drivers to take back control from automated driving systems when requested. This poses a challenge for drivers, particularly as automation may further exacerbate drowsiness. This paper aims to update a systematic review published in 2022 (Merlhiot & Bueno, Accident Analysis and Prevention, 170, 106536), to discuss factors affecting driving drowsiness and takeover performance with a particular focus on those not identified in previous review. METHOD:Following the Preferred Reporting Items for Systematic Reviews and Meta-analyses guidelines, three databases: Web of Science, PubMed and Scopus were searched for studies published between March 2021 and October 2024. The following eligibility criteria were applied for study inclusion: 1) participants must have interacted with a simulated or real-world vehicle featured with driving automation Level 2 or above; 2) with at least one measurement indicator of driver drowsiness; 3) with at least one measurement indicator of takeover performance; 4) be conducted within a controlled experimental design. From an initial selection of 182 articles from databases, a total of twelve published articles were obtained after removing duplicates, title, abstracts and full texts checking. Additionally, 17 articles from the previous review were included, resulting in a total of 29 articles for this review study. RESULTS:Driver drowsiness (e.g, increased Karolinska Sleepiness Scale levels, blink frequency) tended to increase with both the duration of automated driving and automation levels. Engaging in non-driving related tasks (NDRTs) alleviates drowsiness (e.g, lower heart rate and percentage of eye closure), but reduces takeover performance (e.g., longer braking reaction times, stronger longitudinal acceleration, shorter minimal time to collision). Compared to older drivers, younger drivers were more susceptible to drowsiness, while older drivers had worse takeover performance (e.g., delayed steering reaction time, higher collision rates). Sleep inertia and circadian rhythms were also identified as factors influencing takeover performance. The road monitoring task helps prevent excessive participation in NDRTs and improves takeover performance (e.g, reduced brake reaction times and maximum steering velocity, increased the minimum time to collision). Digital voice assistants and scheduled manual driving help maintain alertness (e.g, decreased blink duration) and enhance takeover performance (e.g, shorter reaction time to resume steering). There were several limitations of the methodologies applied in the existing studies, among which were: 1) a lack of verification through real-world driving experiments; 2) insufficient diversity in the measurement of driver drowsiness; 3) singularity of takeover scenarios; 4) failure to reveal the mechanism by which drowsiness affects takeover performance. CONCLUSION:Factors such as duration of automated driving, NDRT engagement, driver age, sleep-related issues and automation levels influence the development of drowsiness and subsequent takeover performance. This literature review highlights several necessary directions for future research: 1) what underlying factors affect drowsiness and take over performance; 2) how to prevent the occurrence of driver drowsiness; 3) how to alleviate driver drowsiness once it occurs; 4) how to assist drowsy drivers to regain control of the vehicle safely and quickly.

Abstract Access to adequate and appropriate transport options enables older people to continue as thriving community participants, to reach services and to maintain social connections. While transport needs are diverse, and tend to change over time, there is little information on current and future transport patterns, and the awareness, acceptance and adoption of new technologies. A national online survey was administered to current drivers in Australia. A sample of 705 drivers provided information on available travel modes and use of these modes, awareness of in-vehicle technologies and future use of vehicle technologies. The findings revealed high use of private vehicles, walking and taxis but little use of other travel modes (bicycles, motorcycles, rideshare, community services and public transport). Age, gender and residential location influenced the availability and use/potential use of some transport options. Overall awareness of in-vehicle technologies was generally low and particularly so amongst older and female participants. There was some appetite to use emerging technologies in the future. The findings inform the development of effective strategies and initiatives aligned with healthy ageing and wellbeing targets, increased sustainability, resilience and connectedness, creation of healthier travel choices and healthier environments to promote acceptance and use of a range of transport options and uptake of safer vehicles equipped with in-vehicle technologies to ultimately enhance safe and sustainable mobility of older road users. Such strategies may be particularly useful to support extended safe driving amongst older adults with chronic medical conditions, such as driver monitoring/alert systems.

BACKGROUND:This study explored factors influencing the acceptance of conditionally automated vehicles among Australian drivers by extending the Technology Acceptance Model with the Technology Readiness Index. METHOD:Data from an online survey of 844 participants were analyzed using partial least squares structural equation modeling (PLS-SEM). RESULTS:Perceived usefulness had the strongest direct effect on behavioral intention (0.469, p < 0.001), followed by attitude (0.318, p < 0.001). Innovativeness positively influenced behavioral intention (0.183, p < 0.001), while insecurity had a negative impact (-0.071, p < 0.01). Optimism and discomfort were not significant. Perceived usefulness also had significant indirect effects through attitude (0.156, p < 0.001) and trust (0.072, p < 0.001). Perceived ease of use indirectly influenced behavioral intention through perceived usefulness (0.306, p < 0.001), attitude (0.102, p < 0.001), trust (0.047, p < 0.001), and their combinations. Trust indirectly affected behavioral intention via attitude (0.130, p < 0.001). Perceived security and privacy risks had indirect negative effects through trust and attitude (-0.035, p < 0.001; -0.005, p < 0.05). CONCLUSION:These results suggest that fostering acceptance among less tech-savvy individuals may help promote positive attitudes, increase conditionally automated vehicle adoption, and potentially enhance road safety. PRACTICAL IMPLICATIONS:These findings suggest a need for targeted programs to enhance perceived usefulness and trust while addressing security and privacy concerns, ultimately contributing to safer road systems through the adoption of conditionally automated vehicles.

BACKGROUND:Previous research showed differences in the exposure to risk from using different modes of transport and that modal choice can significantly impact road safety outcomes. Though, a modal shift to a safer mode is not commonly discussed as part of road safety strategies.AIM:This study aimed to explore the perspectives of transport policymakers about the role of safety in modal choice and if it can be one of the main factors for modal choice and shift.METHOD:Seven semi-structured interviews were conducted with transport experts from government (n = 5) and private (n = 2) organisations in the state of Victoria. Interview transcripts were analysed using a thematic approach to identify the key perspectives of the experts.RESULTS:Overall, the analyses indicated uncertainty of the ability to use safety in modal choice as a road safety strategy and identified two main issues; 1) the perceived limited role that safety plays in people's modal choice, and 2) that safety is perceived to be a barrier to modal choice and modal shift towards public and active travel. Experts suggested that when considering transport modes other factors such as convenience, availability, speed, cost, trip purpose and income are more influential than safety in modal choice. They also suggested that safety might play a role within the chosen mode, but not in choosing between modes, such as considering safety features when purchasing a car after deciding to drive a car. It was also stated that safety could act as a barrier preventing people from choosing sustainable transport modes of public transport and active travel.CONCLUSIONS:Theoretically, it is argued that safety and mobility cannot be traded against each other, and that mobility becomes a function of safety, not vice-versa. However, our findings indicated that the transport experts did not believe that safety is the main factor in the modal choice process. Transport experts believed users choose their mode of transport mainly to achieve mobility benefits without necessarily considering how safe is their choice as a differentiator factor. While the shift to a safer mode of transport would help improve road safety outcomes, further investigations are needed to inform how can we influence the consideration of safety as the main factor in modal choice and removing barriers to using the relatively safest available mode of transport.

Naturalistic driving studies (NDS) are an emerging method of collecting driving data from drivers in instrumented vehicles undertaking everyday trips without experimental control. A computational literature review was performed to assess the NDS research domain that aimed to quantitatively describe the extent and structure of existing applications of NDS data. A corpus of 1120 documents was analysed using the methods of scientometrics and text mining to identify prominent contributors and topics. NDS research saw particular prominence in the US and China, however, international collaboration was limited compared to other disciplines. Network mapping of documents and words showed a high degree of overlap in the data sources, types, and analysis methodologies across NDS research. In the context of a safe system approach to road safety, driver-centred behaviours and characteristics such as distraction, risk, and older age were most relevant in terms of number and occurrence, in contrast to relatively underrepresented aspects of road infrastructure and vehicles.

Introduction: Naturalistic driving studies (NDS) have great potential to characterize the road infrastructure factors influencing everyday driving. A systematic review was undertaken to evaluate the objectives, data processing, and analyses in best-practice applications of NDS data to road infrastructure. Method: Following the Preferred Reporting Items for Systematic Reviews and Meta-Analysis (PRISMA) guidelines, a systematic search of seven databases was conducted on 27 June 2023 (PROSPERO CRD42023434948). Fifty-three English-language, peer-reviewed studies were analyzed on the basis of the primary infrastructure category reflected in the research aims. Results: Studies described curves (14), turns at intersections (8), intersections (6), multi-modal treatments (6), ramps (4), work zones (4), charging (2), and other factors (9). Each study was assessed for the risk of methodological bias using amended National Heart, Lung, and Blood Institute templates for Quality Assurance. 74% of studies were assessed to be of ’Good’ quality, 13% of ‘Fair’ quality, and 13% of ‘Poor’ quality. Road infrastructure was characterized by external video (38%) complemented by non-NDS sources including satellite imagery (21%) and government data (19%). Data preparation was required in 91% of studies to extract meaningful variables (e.g. manual video coding) and/or link multiple datasets. Analysis predominantly determined correlations between aspects of driver behavior (speed, trajectory, etc.) and infrastructure factors (geometry, lane configuration, etc.). Conclusions: The methods employed were broadly applicable, but required considerable subject-specific adaptation for non-NDS datasets and/or time-consuming video coding. The incorporation of road infrastructure factors in NDS research can continue to be improved by reducing the computational cost of sample processing.Practical Applications: Encouraged by the adaptability of the identified methods, NDS research has the potential to benefit from the consideration of road infrastructure factors in a Safe System context. The analytical requirements for all components of the Safe System should be considered when planning future NDS data collections and/or analysis.

Objective: This observation study aimed to describe the frequency and type of restraint use for child occupants within private motor vehicles in the emirate of Dubai in the United Arab Emirates (UAE).Methods: An overt, on-road observation study was conducted by trained observers who recorded the restraint use of the occupants while travelling in private motor vehicles with at least one child aged approximately ten years and younger in Dubai.Results: Overall, 2000 vehicles were observed transporting 2940 child occupants estimated to be aged 10 years and younger. Over one-half of the drivers were observed to be using their seatbelt (60.0%) and over one-half of front-seat passengers were observed to be using their seatbelt (53.3%). One-half of the observed child occupants were unrestrained (51.7%), and a further 8.3 percent were seated unrestrained on an adult's lap. Based on the seating position and restraint type within the vehicle, child restraint use was classified into appropriate, seatbelt and inappropriate use, and the results showed that more than one-half of the child occupants were inappropriately restrained (59.9%). There was a significant relationship between the driver's seatbelt use and inappropriate restraint use for at least one child occupant in the vehicle (chi(2) (1) = 75.450, p < 0.001). Unrestrained drivers were more likely to have at least one inappropriately restrained child in their vehicle (28.4%) than to have all children appropriately restrained (8.8%).Conclusions: Despite the introduction of child restraint system (CRS) legislation in 2017 that mandated the use of CRS for child occupants aged four years and younger while travelling in a private motor vehicle in the UAE, this study observed a high proportion of unrestrained or inappropriately restrained child occupants than expected. These findings highlight an urgent need for greater enforcement of this legislation and awareness programs about the significant injury risks for unrestrained or inappropriately restrained child occupants in the UAE.

Trams can go the wrong way at track switches causing disruption and safety risks. In 2019 Melbourne experienced 370 incidents, Toronto 155, and Zurich 194. This paper explores wrong-way incident occurrences and mitigations. It explores literature, reviews global practice, and mines an incident database in Melbourne. Driver fatigue is the principal cause of rail crashes in Australia. Cognitive secondary tasks such as point and call (PAC) can focus vigilance, but no published evidence on PAC effectiveness on railways was found beyond laboratory experiments. However, this study found evidence of PAC effectiveness in San Diego and Toronto, with a broadly 30% to 40% incident reduction impact. International practice shows widespread occurrence of incidents. Automated switch control systems and the removal of driver in-cab control of points can reduce incident occurrence, but not entirely. San Diego has in-cab control but low incident rates, which result from PAC-type measures. A review of Melbourne incidents found that January/February and November are high incident months and Monday/Friday high incident days: each have special event working, and on Monday drivers may be starting a new week of shifts. During the day, early prepeak services, 10 a.m., and evening peaks had high incident occurrences, potentially associated with shift start/changing patterns. Incidents were highly concentrated: 42% at only 10% of switches. New drivers had high incident rates: 15% of incidents in Melbourne, 30% in Toronto, and 33% in Zurich involved drivers in their first year. Findings on incident mitigation and directions for future research are identified.

Wire rope safety barrier (WRSB) is known to be highly effective in reducing the severity of off-road or off-path crashes, however fatal and serious injury outcomes still occur in a small percentage of WRSB-involved crashes. Yet, there is little research on why some WRSB crashes result in severe injury while the majority of crashes involve minor injury outcomes. This paper includes detailed analysis of off-path crashes involving WRSB to better understand associated factors that contribute to severe injury outcomes. Three datasets were analysed: four years of NSW police-reported crash data (2014-2017); ten years of Victorian police-reported crash data and police narratives (2008-2017); five years of police narratives from the US (2001-2005). Results supported earlier research that indicated a relatively low percentage of WRSB crashes involved fatal and serious injury outcomes. Yet, adverse vehicle dynamics were also observed, such as vehicle ricochetting and barrier override, suggesting barrier safety performance could be improved. Some crashes also involved impact angles greater than those used in crash tests, supporting earlier, more detailed research that the full range of real-world crash conditions involving WRSB are not covered in barrier test protocols, and these might be the conditions contributing to severe injury outcomes. The findings provide insight into the potential factors associated with the serious injury outcomes of crashes and can guide further improvements in this effective highway crash countermeasure. Future research should include detailed analysis of real-world crashes to identify factors contributing to adverse crash dynamics, injury outcomes and subsequent implications for barrier design.

Animosity between drivers and cyclists has existed on urban road networks for many years. Conflicts between these two groups of road users are exceptionally high in the shared right-of-way environments. Benchmarking methods of conflict assessments are mostly based on statistical analysis with limited data sources. The actual crash data would be valuable to understand the features of bike-car collisions, however the available data are spatially and temporally sparse. To this end, this paper proposes a simulation-based bicycle-vehicle conflict data generation and assessment approach. The proposed approach uses a three-dimensional visualization and virtual reality platform, integrating traffic microsimulation to reproduce a naturalistic driving/cycling-enabled experimental environment. The simulation platform is validated to reflect the human-resembled driving/cycling behaviors under different infrastructure designs. Comparative experiments are carried out on bicycle-vehicle interactions under different conditions, with data collected from a total of 960 scenarios. Based on the results of the surrogate safety assessment model (SSAM), the obtained key insights include: (1) scenarios of a high conflict probability do not lead to actual crashes, which suggests that the classic SSM-based measurements such as TTC or PET values may not sufficiently reflect real cyclist-driver interactions; (2) the major cause of conflicts is variation in vehicle acceleration, which suggests that drivers are considered to be the main party responsible for bicycle-vehicle conflict/crash occurrence; (3) the proposed approach is able to generate near-miss events and reproduce interaction patterns between cyclists and drivers, facilitating experiments and data collections which would be typically unavailable for this type of study.

While absolute injury numbers are widely used as a road safety indicator, they do not fully account for the likelihood of an injury given a certain level of exposure. Adjusting crash and injury rates for travel exposure can measure the magnitude of travel activity leading to crash outcomes and provide a more comprehensive indicator of safety. Fatal and serious injury (FSI) numbers were adjusted by three measures of travel exposure to estimate crash and injury rates across nine travel modes in the Australian state of Victoria. While car drivers accounted for the highest number of injuries across the three modes, their likelihood of being killed or seriously injured was substantially lower than that of motorcyclists across all exposure measures. Cyclists accounted for fewer injuries than car passengers and pedestrians but had a higher risk per exposure. The results varied by both injury severity and exposure measure. The results of this study will assist with high level transport planning by allowing for the investigation of the changes in travel-related FSI resulting from proposed travel mode shifts driven by safety, environmental reasons or other reasons as part of the holistic goal of transforming the transport system to full compliance with Safe System principles.

OBJECTIVE:To investigate the impact of a road safety programme on adolescents' willingness to engage in risky behaviour as probationary drivers, adjusted for covariates of interest. METHOD:The bstreetsmart is a road safety programme delivered to around 25 000 adolescent students annually in New South Wales. Using a smartphone-based app, student and teacher participation incentives, students were surveyed before and after programme attendance. Mixed-methods linear regression analysed pre/post-modified Behaviour of Young Novice Driver (BYNDS_M) scores. RESULTS:2360 and 1260 students completed pre-event and post-event surveys, respectively. Post-event BYNDS_M scores were around three points lower than pre-event scores (-2.99, 95% CI -3.418 to -2.466), indicating reduced intention to engage in risky driving behaviours. Covariates associated with higher stated intentions of risky driving were exposure to risky driving as a passenger (1.21, 95% CI 0.622 to 2.011) and identifying as non-binary gender (2.48, 95% CI 1.879 to 4.085), adjusting for other predictors. CONCLUSIONS:Trauma-informed, reality-based injury prevention programmes can be effective in changing short-term stated intentions to engage in risky driving, among a pre-independent driving student population. The adolescent novice driver age group is historically challenging to engage, and injury prevention action must be multipronged to address the many factors influencing their behaviour.

This study aimed to identify the key factors associated with Australian parents' willingness to use a rideshare vehicle to transport their unaccompanied child(ren). Six hundred and thirty-one participants completed an online survey (M = 39.2 years, SD = 10.5, Range = 18.0-70.0 years; Female: 63.4%). Most participants (62.1%) reported that they would 'never' use a ride share vehicle to transport their unaccompanied child(ren). The results of a logistic regression model showed that participants': previous use of a rideshare vehicle with their child, annual mileage, propensity for technology adoption, aberrant driving behaviours, as well their requirements for vehicle features were significantly associated with their willingness to use a rideshare vehicle to transport their unaccompanied child, chi 2(7) =159.59, p < 0.001. Overall, the findings suggest that Australian parents are mostly 'unwilling' to use a rideshare vehicle to transport their unaccompanied children. Understanding the views of parents towards emerging transportation modes for their children is crucial for urban planning, traffic engineering, economic and social mobility and ultimately, on supporting safe modes of transportation.