In the expanding food delivery sector, particularly in Asia, where motorcycles are preferred for their efficiency, there has been an alarming rise in traffic safety incidents involving delivery riders. This increase highlights the need for a comprehensive understanding of safety outcomes within the industry, encompassing both organizational and personal factors. Our study, using data from 401 motorcycle delivery riders in Vietnam, addresses this gap with a conceptual model based on the Safety Climate Model. This model assesses the impact of safety climate, knowledge, and motivation on rider safety performance. Our findings reveal that factors like management values, effective safety communication, and quality safety equipment are crucial in creating a positive safety climate. This climate significantly boosts safety participation and compliance among riders. Furthermore, the study confirms that safety climate indirectly influences safety outcomes through safety knowledge and motivation. These results illustrate the dynamic between organizational practices and individual behaviors in determining safety in the food delivery industry. The study underscores the need for a holistic approach to safety, extending beyond equipment provision to include management commitment, communication, and motivational incentives. Implementing such comprehensive strategies is vital for enhancing rider safety, contributing to a safer work environment, and reducing safety–critical incidents among food delivery riders.

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The present study examines the question of whether certain humor styles predict self-esteem. Men and women in 15 countries (NTOTAL = 4701) completed self-report measures assessing self-esteem and the four humor styles of affiliative, aggressive, self-defeating, and self-enhancing. Each of the country samples had self-esteem averages at or above the midpoint of the scale, but did vary. The samples from Colombia and Serbia had the highest self-esteem values and Russia had the lowest. For all of the country samples, with the exception of Russia, the multiple regression results demonstrated that a greater level of the self-enhancing humor style positively predicted higher self-esteem scores. As the self-enhancing humor style involves improving one’s mood with humor, the results suggest that for the majority of the participants, self-enhancing humor styles also help to increase self-esteem. The results are discussed both within countries and across the samples. In particular, the unique finding that not a self-enhancing humor style but an aggressive humor style predicts self-esteem in the Russian sample is discussed. The chapter ends with a discussion of how humor styles correlate with mental health indicators and how the understanding of humor style profiles are related to well-being across countries adds to the global understanding of individual differences.

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Introduction: There is a need for improved drug driving enforcement to promote greater driver compliance with drug driving laws. In Australia, Roadside Drug Testing (RDT) suffers from operational challenges that undermine its effectiveness in reducing drug driving. Objective: To identify potential improvements to RDT, this study investigated the extent to which drivers perceive RDT to be procedurally just and that the policing of drug driving and the associated laws are legitimate. These perceptions were then compared with those applying to Random Breath Testing (RBT) and examined in relation to their respective influence on intentions to drug and drink drive in the future. Method: A sample of 1,483 licensed drivers from three Australian states completed an online survey. Results: Those participants who reported engaging in drug driving perceived RDT to be less procedurally just than non-drug drivers. Similarly, drug drivers perceived the police and associated drug driving laws to be less legitimate than non-drug drivers. Furthermore, drug drivers who had been tested at an RDT operation in the past perceived RDT to be less procedurally just and considered drug driving policing and laws to be less legitimate, compared with the corresponding perceptions of drink drivers who had been tested at an RBT operation. A regression analysis indicated that stronger intentions to drug drive in the future were associated with lower perceptions of police legitimacy and the legitimacy of drug driving laws, but not with the elements of procedural justice. However, follow-up analyses indicated that the influence of procedural justice on intentions was mediated by the two legitimacy variables, thus weakening its direct impact on intentions. Practical applications: The results highlight the need for road safety authorities to enhance the perceived legitimacy of drug driving enforcement and associated laws. Changes to current police practices and/or drug-driving laws may also be needed to enhance the effectiveness of RDT.

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The study applied the Theory of Planned Behaviour (TPB) to explore motorcycle riders’ underlying behavioural, normative, and control beliefs towards Advanced Rider Assistance Systems (ARAS). Each belief was explored in terms of three categories of technologies, (i) advanced technologies that help riders manage riding according to situations and conditions, (ii) advanced technologies that help riders to stop, and (iii) advanced technologies that help riders to corner. Eight focus groups were conducted with 39 motorcycle riders (Mage = 44.54 years, 27 males) who resided in Australia. First, participants completed a short online questionnaire which asked demographic information (e.g., age, gender, riding experience), before taking part in a 50-minute semi-structured online focus group. Participants’ knowledge of ARAS differed depending on the type of technology, with most participants reporting good to excellent knowledge of cruise control and standard anti-lock braking system (ABS) and a poor to fair understanding of selectable riding modes and cornering ABS. For behavioural beliefs, two common advantages reported for all three categories of technologies were safety and that the technologies would benefit new riders or riders with less experience. The three common disadvantages included concerns over riders’ reliance on the technologies, cost, and loss of skill or false sense of security. For normative beliefs, participants reported that their loved ones (i.e., partner, family, and friends) would approve of them using these technologies, with participants perceiving that ‘purists’ (i.e., riders who prefer to ride traditional motorcycles) would disapprove. For control beliefs, cost, lack of information on the safety of advanced technologies, and not being able to switch off systems were reported as barriers to use. Lowering insurance premiums, education/test rides, technologies as selectable options, and availability, were all identified as factors that would encourage use of ARAS. By providing information about ARAS, riders will become more informed about ARAS, which may enhance trust and user acceptance. Additionally, ongoing research and development are essential to ensure the evaluation and improvement of ARAS and mitigate any unintended consequences.

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In recent years, the growth of motorcycle-based ride-hailing and delivery services has led to an increase in traffic crashes involving these riders. Previous studies have indicated that the behavior of ride-hailing and delivery riders is influenced by work demands and individual characteristics. However, the extent to which risky riding behaviors depend on the type of riding and the interaction between road traffic context and risky behaviors remains unclear. Addressing these gaps, this study investigates factors influencing risky behaviors among motorcycle riders in Hanoi, Vietnam. By examining various rider traits (such as rider type, gender, and age) and aspects of the road traffic environment (such as police presence, number of road lanes, and weather), we aim to understand their contribution to risky riding behaviors. Through the observation of 9164 motorcycle riders (i.e., delivery, ride-hailing, and private motorcycle riders) at 31 intersections and decision tree analysis, the study underscores the significant impact of rider type on risky behaviors. Key findings include a higher tendency for both delivery riders and ride-hailing riders to run red lights, neglect to use turn signals, and the notable distraction of mobile phone use. Additionally, private riders are found to show a higher incidence of not wearing helmets even in locations with a police presence. These findings highlight the critical need for strategies to enhance road safety for all motorcycle riders. However, it is essential to recognize that the reasons behind risky behavior vary across different groups of motorcycle riders, from private to commercial riders. Therefore, we need more targeted strategies that address the specific factors influencing each group to effectively improve road safety for all.

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The digital age has amplified exposure to pornography, particularly among gay and bisexual men, intensifying the ongoing research debate surrounding its impact on well-being. We recruited 632 Australian gay and bisexual men to participate in an online survey to examine the relationship between porn use and their psychosocial/psychosexual well-being. Data on demographics, psychosocial well-being, understandings of sexuality, sexual self-esteem, connectedness to the LGBT community, and porn use, including porn use statements developed for this study, were collected. Most participants reported viewing porn a few times per week or once a day. Associations were identified between frequency, length of porn use, and other concepts. Older participants used porn less frequently, while those with higher psychological distress tended to be at opposite ends/poles of porn use frequency. Higher connectedness to the LGBT community was associated with less frequent porn use. Certain beliefs about porn were correlated with the frequency and length of porn use; for example, participants engaging with ‘kinkier’ porn and considering themselves ‘kinkier’ had longer viewing sessions. The findings offer insights into the interplay between individual characteristics, well-being, and patterns of porn usage in this population, contributing to a deeper understanding of the relationships between these concepts.

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Introduction. Technological advancements have the potential to enhance people’s quality of life, but their misuse can have a detrimental impact on safety. A notable example is the escalating issue of distracted driving resulting from the use of mobile phones behind the wheel, leading to severe crashes and injuries. Despite these concerns, both drivers’ usage patterns and their risk-related associations remain scarcely documented in Mexico. Therefore, this descriptive study aimed to examine the mobile phone usage of Mexican drivers, its relationships to risk awareness and near-miss/crash involvement, and the self-reported underlying reasons for this behavior. Methods. This cross-sectional study utilized a sample of 1,353 licensed Mexican drivers who took part in a nationwide series of interviews regarding their onboard phone use settings. Results. A significant percentage of drivers (96.8%) recognize using a mobile phone while driving as high-risk behavior. However, only 7.4% reported completely avoiding its use while driving, with 22.4% identified as high-frequency users. Frequency was also found positively associated with the self-reported rate of near-misses and crashes. Furthermore, qualitative data analysis highlights the emergence of a ‘sense of urgency’ to attend to phone-related tasks in response to daily demands and life dynamics, offering a potential explanation for this behavior. Conclusion. The results of this study suggest common patterns of onboard mobile use among Mexican drivers concerning driving situations and associated risks. This underscores the need for increased efforts to discourage onboard phone use in the country.

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The potential of Advanced Driver Assistance Systems (ADAS) to enhance road safety and driver comfort is significant. However, its realization can be compromised by driver misuse. This paper discusses the misuse of ADAS, defined as the suboptimal, inappropriate, or incorrect utilization of these systems. Such misuse not only diminishes their safety benefits but also poses new risks. In this paper, I argue that misuse encompasses at least three distinct behaviours: Non-Use When Beneficial, Overuse, and Non-Compliant Use. Each presents unique challenges to leveraging ADAS's full safety capabilities. Through an analysis of these behaviours, the paper aims to shed light on the underlying reasons for ADAS misuse and its implications for road safety and vehicle efficiency. The study underscores the importance of addressing these issues through the development of more effective ADAS technologies, comprehensive education programs, and other interventions tailored to encourage correct usage. By exploring the specific pathways of misuse and their impact on road safety, this research contributes to the broader understanding of how to maximize the benefits of ADAS, ensuring they serve their intended purpose of making roads safer for all users.

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Road corridors contain countless sources of distraction, each carrying the potential to draw drivers’ eyes and minds off roads, thus increasing the risk of a crash. While the impact of billboards on driver distraction has received considerable attention, empirical data for other types of roadside advertising signs is very limited. Furthermore, the existing research examining other potential external sources of distraction is fragmentary, which makes it difficult to develop evidence-based road safety policies to mitigate risk. Therefore, the aim of this study was to conduct an exploratory review to ascertain and synthesise the available distraction-related literature for various types of roadside advertising signs (excluding billboards) and other potential external sources of distraction in the road corridor. Based on distraction-related theory and existing literature, 58 predefined categories of potential distraction sources were developed to guide an exploratory literature search using the Scopus database. Fourteen documents relating to external distraction sources were identified in the database search with a further five studies found using a backwards citation chaining search (N=19). However, no studies for non-billboard types of roadside advertising signs were found. Studies included those that investigated driver distraction in relation to construction zones, commercial logos contained within official traffic management Dynamic Message Signs (DMS) and service (logo) signs, drones, murals, roadside memorials and wind turbines. While one study investigated whether an external source of distraction can have a positive effect on driver behaviour, the remainder focused on the potential negative impacts on road safety of these sources of distraction. A key finding of the review is that crash risk increases when drivers continue to visually and cognitively engage with a source of distraction. Overall, the studies provide insights into the types of distractions that can be encountered in road corridors and the impact they can have on driver behaviour. However, more research is required before the mechanisms and pathways involved in these types of distractions can be effectively conceptualised, and thereby mitigated to reduce the burden of distraction risk and road trauma.@en

Mobile phone use is one of the most frequent causes of distraction among drivers. While there have been a significant number of studies that have examined individuals’ intentions to use a mobile phone while driving, the influence of individuals’ in-situ judgement of driving conditions has received considerably less attention. The aim of this investigation was to provide a systematic understanding of how factors associated with the driving context and environment influence a driver's decision to engage in mobile phone use while driving. Following a systematic classification scheme, 41 research articles from the years 2011 to 2020 were reviewed and synthesised to identify the contextual determinants of mobile phone distraction. Overall, the findings provided support for the role that contextual features play in influencing individuals’ mobile phone use engagement. This finding was particularly the case in instances where mobile phone tasks required relatively high cognitive and physical demands on an individual, such as texting and/or reading mails. The findings also indicated that as contextual complexity increases, mobile phone use decreases as well. A deeper understanding of the relationship between contextual factors and phone use while driving may aid in the design of more efficient driver support systems and the development of distraction-sensitive road design guides. This understanding can also assist in the identification of mobile phone use hotspots and the improvement of law enforcement and educational strategies to prevent the behaviour.

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Distracted driving is a traffic safety issue worldwide. While the development of comprehensive information and road rules about distracted driving by governments is essential to address the issue, there is evidence showing that existing road rules and information may not always deter drivers from engaging in distractions while driving. Therefore, this study explored drivers’ views on government information and road rules concerning distracted driving, aiming to understand how these rules and information have shaped drivers’ perceptions and behaviour towards distractions. Interviews (n = 35) were conducted with Queensland drivers aged between 21 and 70 years and a thematic analysis was used to explore the data. Based on the findings, government information on distracted driving was believed by participants to be incomprehensive, not effectively communicated, and focused on mobile phone use. Road rules and enforcement measures often prioritise mobile phone use and contain grey areas that may confuse drivers about legal and illegal distractions. The results showed that the perceived risk of distractions varies among drivers, with some distractions not being considered as risky as other behaviours (e.g., using a smartwatch). Findings showed that government practices are believed to influence drivers’ perceptions and behaviour about distracted driving, encouraging an inaccurate perception about driver safety and with the potential to prompt drivers to engage with distracting behaviours without knowledge nor consideration of the risks. The results of this study offer important insights for policymakers in developing and disseminating comprehensive information and road rules for distracted driving.

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As technological development towards connected and automated vehicles (CAVs) continues to rise, addressing the challenges associated with their integration is crucial, especially regarding public acceptance. This study explores the acceptability of CAVs, focusing on their potential role in enhancing safety and justice within the transport system. Semi-structured interviews were conducted with a diverse participant group, including 18 car drivers (aged 20–79, M = 48.3, SD = 18.77) and 12 pedestrians (aged 18–61, M = 36.0, SD = 12.94). Thematic analysis was employed to identify and contextualise factors influencing CAV acceptability, encompassing usefulness, ease of use, effectiveness, affordability, and social acceptability. Results emphasised safety as a top priority for both drivers and pedestrians. Trust and system reliability were also common concerns, varying with participants’ roles and transport experiences. Both drivers and pedestrians identified cost and economic benefits as significant barriers to CAV acceptance. Moreover, shared apprehensions about justice in adopting CAVs acknowledged the imperfections inherent in technological advancements. Participants supported CAVs but raised concerns about potential harm to vulnerable road users. Both car drivers and pedestrians expressed concerns that introducing CAVs could exacerbate existing injustices these road users face. This study offers valuable insights into how individual differences influence CAV acceptability, contributing to understanding their preparedness to adopt advanced automotive technologies.

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Reducing risky behaviors and traffic violations is crucial for preventing road trauma among private and commercial motorcyclists. While legal interventions such as road rules and police enforcement have been somewhat effective, there is a gap in understanding how motorcyclists perceive these deterrents and the psycho-social factors influencing their effectiveness. This research aims to explore the interplay between motorcyclists’ psycho-social predispositions and their responses to legal interventions. It also compares two distinct groups of riders - private and commercial motorcyclists - within the urban environment of Da Nang, Vietnam, providing a nuanced consideration of the influence of work-related impacts on risky behavior, which can enable targeted interventions. We propose a theoretical model integrating the Theory of Planned Behavior and Deterrence Theory to analyze how psycho-social and punitive factors influence riders’ traffic violations. A total of 423 delivery riders and 411 private riders in Da Nang participated in the study. The results show that attitude, perceived behavioral control, and perceptions of deterrence significantly impact riders’ intentions to engage in risky behaviors, with delivery riders being particularly responsive to law enforcement and penalties. To enhance policy effectiveness, interventions should employ tailored enforcement strategies that account for the unique motivations and perceptions of each rider group. For example, increasing the visibility and consistency of law enforcement could be particularly impactful for delivery riders, who are more sensitive to immediate deterrents. Policy adjustments should also focus on reshaping riders’ attitudes toward safety and adjusting their perceived control over riding situations. By tailoring interventions to effectively influence each group's behavior, we can ultimately reduce traffic incidents.

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The Attention-Related Driving Errors Scale (ARDES) is a self-report measure of individual differences in driving inattention. ARDES was originally developed in Spanish (Argentina), and later adapted to other countries and languages. Evidence supporting the reliability and validity of ARDES scores has been obtained in various different countries. However, no study has been conducted to specifically examine the measurement invariance of ARDES measures across countries, thus limiting their comparability. Can different language versions of ARDES provide comparable measures across countries with different traffic regulations and cultural norms? To what extent might cultural differences prevent researchers from making valid inferences based on ARDES measures? Using Alignment Analysis, the present study assessed the approximate invariance of ARDES measures in seven countries: Argentina (n = 603), Australia (n = 378), Brazil (n = 220), China (n = 308). Spain (n = 310), UK (n = 298), and USA (n = 278). The three-factor structure of ARDES scores (differentiating driving errors occurring at Navigation, Manoeuvring and Control levels) was used as the target theoretical model. A fixed alignment analysis was conducted to examine approximate measurement invariance. 12.3 % of the intercepts and 0.8 % of the item-factor loadings were identified as non-invariant, averaging 8.6 % of non-invariance. Despite substantial differences among the countries, sample recruitment or representativeness, study results support resorting to ARDES measures to make comparisons across the country samples. Thus, the range of cultures, laws and collision risk across these 7 countries provides a demanding assessment for a cultural-free inattention while-driving. The alignment analysis results suggest that ARDES measures reach near equivalence among the countries in the study. We hope this study will serve as a basis for future cross-cultural research on driving inattention using ARDES.

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Distracted driving poses one of the most significant risks to road safety. The current study aims to provide a deeper understanding of the factors affecting the severity of distracted driving crashes in New York City and to explore the temporal stability in the effects of different variables on crash outcomes in 2016 to 2019 period by adopting a post-crash perspective. The police-reported data of single-vehicle distraction-related crashes of private cars on urban roads of New York City was used for this study. Three injury categories were considered: no injury, minor injury, and severe injury. To investigate crash severities and identify unobserved heterogeneities, a random parameters logit model was conducted. The results revealed that a wide variety of variables including driver traits, vehicle and temporal characteristics, and crash attributes were found to be significant in explaining distracted-related crash severities. Furthermore, a series of likelihood ratio tests were conducted to identify the temporal shifts of estimated variables during the period. The results of the temporal analysis showed that the estimated variables of the random parameters model were unstable during the 4-year period, which may be the result of shifting trends such as the development of in-vehicle technologies, and new sources of distraction. However, the complex nature of distracted-related crashes and changes in driver behavior should be considered for further interpretation. This research provides a set of policy implications for planners and policymakers, aiming at facing factors contributing to a higher level of injury severity in distracted driving crashes. This includes providing targeted information on distracted driving to high-risk groups, such as younger drivers, and also combining education, awareness programs, higher penalties, and intense patrolling. Engineering measures such as enhanced roadside illumination and audible edge lines can be effective, especially in reducing late-night distracted driving crashes.

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Recognizing the potential transformative impact on transportation systems, safety perceptions of Shared Automated Vehicles (SAVs) have gained significant attention from researchers in recent years. Yet, the critical factors influencing perception changes and the willingness to re-ride (WTR) have not been extensively studied despite their relevance to SAV operations. This study applied Bayesian Networks (BNs) and Text Network (TN) methodologies to analyze survey data from a shared automated passenger shuttle (SAPS) pilot program conducted between March and April 2023, at Fred G. Bond Metro Park in Cary, North Carolina. Participants in the survey provided feedback on their safety perceptions of the SAPS before and after riding, as well as their willingness to ride again. Key findings reveal that shuttle operations, especially timely arrival and drop-off, significantly affect both perceptional change and WTR. Furthermore, users who accessed the shuttle by walking, biking, or public transportation were more likely to positively change their perception and express a willingness to ride the shuttle again. Also, individuals with initial perceptions of the SAPS as very unsafe or unsafe showed a higher likelihood of perception change. Conversely, older respondents were less likely to experience safety perception changes and WTR. Text network analysis further illuminated that the primary motivations for WTR were the enjoyable experience and convenience offered by the shuttle. The study contributes to the growing body of literature on SAVs by providing practical implications for the future development and testing of SAPSs. These insights are invaluable for policymakers and planners in optimizing SAPS operations, providing a deeper understanding of user experiences and expectations.

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This study estimates mixed logit models taking into account heterogeneity in means and partially constrained parameters in order to explore possible shifts within parameters over time to study factors influencing bicyclist injury severity outcomes. Separate statistical models are estimated for two bicyclist helmet-wearing scenarios (helmet and non-helmet) using a comprehensive dataset from Florida covering a three-year period to assess COVID-19 effects from the 1st of January 2019 to the 31st of December 2021. This research evaluates several factors influencing helmeted and non-helmeted bicyclist injury severity, encompassing the attributes of drivers and cyclists, the environment and weather, the features of the roads and their temporal aspects, and the different types of vehicles. The performed analysis further enhances model robustness by assessing the temporal stability and transferability across different contexts through likelihood ratio tests, alongside an in-depth examination of the temporal consistency of explanatory variables via marginal effects analysis, confirming significant variations between non-helmeted and helmeted bicyclist models and revealing temporal shifts in factors affecting injury severity during the study period. Findings from the model estimations identify several significant variables with consistent parameter estimates across years. Stop signs, cycling with traffic, and dark, unlit conditions increase severe injury risk in non-helmet models, while the stop sign indicator consistently reduces severe injury risk in helmet models. Statistically significant random parameters are identified across different years and helmet-wearing scenarios, including the male driver indicator, which exhibits varying effects on injury severity. Out-of-sample prediction analysis suggests helmets reduce severe injury probability but may increase minor injuries and decrease no-injury accidents, indicating potential risk compensation behavior among helmeted bicyclists. Although helmets offer protection against severe injuries for bicyclists, it is crucial to adopt a comprehensive safety approach, particularly given the evolving demographics of bicyclists amid the COVID-19 outbreak. This entails considering factors like bicyclist and driver behavior, environmental conditions, and infrastructure enhancements. Policymakers, road safety professionals, and advocacy groups should collaborate to develop holistic strategies to address the determinants of bicycle crash severity outcomes and enhance safety measures for bicyclists across diverse road environments.

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Introduction: Responsible businesses actively engage in climate action, health, and safety initiatives as part of their corporate strategy. The outcomes of such initiatives could play an essential role in forming customers' loyalty. However, very few studies have aimed at understanding the relationship among such factors in the public transport (PT) context. As such, this investigation explores the direct impact of perception of health benefits, environmental benefits and safety on passengers’ loyalty intentions towards a PT service. The mediating roles of image and perceived value on these links are also considered. Methods: Partial Least Square - Structural Equation Modeling (PLS-SEM) was utilised to assess the measurement and develop structural models. A multi-group analysis (MGA) was also deployed to test the significant group differences. For this investigation, a sample of 866 individuals was collected from two cities in Vietnam. Results: The results indicate that there were significant relationships between these constructs and the loyalty intention of passengers. The perception of health benefits and image were the main factors affecting passengers’ loyalty in both cities. In contrast, the perception of environmental benefits had the weakest effect on the loyalty intention towards bus services. Conclusions: The results from this study could support the development of interventions to increase PT ridership in low-income countries. Promotional efforts to boost PT ridership should focus on highlighting the health benefits of using PT for passengers and the community. PT operators were also recommended to convey societal and environmental contributions through logos, graphic design, mission statements, slogans, and media relations to improve the image of the bus services.

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Using mobile phones while riding is a form of distracted riding that significantly elevates crash risk. Regrettably, the factors contributing to mobile phone use while riding (MPUWR) among food delivery riders remain under-researched. Addressing this literature gap, the current study employs the Job Demands-Resources (JD-R) model and various socio-economic factors to examine the determinants of MPUWR. The research incorporates data from 558 delivery workers in Hanoi and Ho Chi Minh City, Vietnam. The study utilizes two analytical methods to empirically test the hypotheses, considering non-linear relationships between variables: Partial Least Square Structural Equation Modelling (PLS-SEM) and Artificial Neural Network (ANN). The results reveal mixed impacts of factors connected to job resources. Although social support appears to deter MPUWR, work autonomy and rewards seemingly encourage it. Furthermore, a predisposition towards risk-taking behaviour significantly impacts the frequency of mobile phone usage among delivery riders. Interestingly, riders with higher incomes and those who have previously been fined by the police exhibit more frequent mobile phone use. The findings of this study present valuable insights into the crucial factors to be addressed when designing interventions aimed at reducing phone use among food delivery riders.

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Connected and automated vehicles (CAVs) are poised to transform the transport system. However, significant uncertainties remain about their impact, particularly regarding concerns that this advanced technology might exacerbate injustices, such as safety disparities for vulnerable road users (VRUs). Therefore, understanding the potential conflicts of this technology with societal values such as justice and safety is crucial for responsible implementation. To date, no research has focused on what safety and justice in transport mean in the context of CAV deployment and how the potential benefits of CAVs can be harnessed without exacerbating the existing vulnerabilities and injustices VRUs face. This paper addresses this gap by exploring car drivers' and pedestrians' perceptions of safety and justice issues that CAVs might exacerbate using an existing theoretical framework. Employing a qualitative approach, the study delves into the nuanced aspects of these concepts. Interviews were conducted with 30 participants (40% pedestrians) in Queensland, Australia, aged between 18 and 79. These interviews were recorded, transcribed, organised, and analysed using reflexive thematic analysis. Three main themes emerged from the participants' discussions: (1) CAVs as a safety problem for VRUs, (2) CAVs as a justice problem for VRUs, and (3) CAVs as an alignment with societal values problem. Participants emphasised the safety challenges CAVs pose for VRUs, highlighting the need for thorough evaluation and regulatory oversight. Concerns were also raised about CAVs potentially marginalising vulnerable groups within society. Participants advocated for inclusive discussions and a justice-oriented approach to designing a comprehensive transport system to address these concerns.

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