Pub Date : 2020-12-31DOI: 10.36019/9780813540122-003
{"title":"Selected Bibliography","authors":"","doi":"10.36019/9780813540122-003","DOIUrl":"https://doi.org/10.36019/9780813540122-003","url":null,"abstract":"","PeriodicalId":43503,"journal":{"name":"Journal of the Australasian College of Road Safety","volume":"21 2 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2020-12-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74534682","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-12-31DOI: 10.36019/9780813540122-fm
{"title":"Frontmatter","authors":"","doi":"10.36019/9780813540122-fm","DOIUrl":"https://doi.org/10.36019/9780813540122-fm","url":null,"abstract":"","PeriodicalId":43503,"journal":{"name":"Journal of the Australasian College of Road Safety","volume":"395 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2020-12-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"85014527","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-12-31DOI: 10.36019/9780813540122-001
{"title":"Acknowledgments","authors":"","doi":"10.36019/9780813540122-001","DOIUrl":"https://doi.org/10.36019/9780813540122-001","url":null,"abstract":"","PeriodicalId":43503,"journal":{"name":"Journal of the Australasian College of Road Safety","volume":"47 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2020-12-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"88186169","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Ben W. Morrison, Mark Sasaki, Natalie M. V. Morrison
Dangerous driving is a social problem that results in serious injuries, fatalities, and significant economic costs. Extensive research has examined the efficacy of road safety campaigns in curbing dangerous driving, however, these investigations have largely focused on negatively valenced messages. Less attention has been paid to positively valenced examples, and the role of drivers’ motivations for dangerous driving in relation to message impact. One hundred sixty licensed drivers (female, n = 120; male, n = 30; other, n = 10) completed a questionnaire that measured their current driving behaviours and their motives for driving dangerously. Drivers then viewed one of two safe driving messages (either positive or negative in valence) and provided a gauge of message impact. Finally, looking to the future, participants completed a measure of planned driving behaviour. Results revealed differences across sex in drivers’ motivations to drive dangerously, as well as their planned behavioural change after viewing the safety messages. On average, participants recorded greater response efficacy and message acceptance, and lower message rejection in the positive message group, compared to the negative message group. Further, in a separate analysis of female-only drivers, a number motivators of dangerous driving were linked to message impact from safe driving campaigns. The findings suggest that, despite the traditional dominance of negatively valenced campaigns, there may be benefit in the use of positive campaigns, and further that motivators of dangerous driving can be linked to message impact from safe driving campaigns, supporting the case for a more targeted approach in campaign design.
{"title":"The relative efficacy of positively and negatively valenced road safety campaign messages in improving dangerous driving attitudes","authors":"Ben W. Morrison, Mark Sasaki, Natalie M. V. Morrison","doi":"10.33492/jrs-d-19-00230","DOIUrl":"https://doi.org/10.33492/jrs-d-19-00230","url":null,"abstract":"Dangerous driving is a social problem that results in serious injuries, fatalities, and significant economic costs. Extensive research has examined the efficacy of road safety campaigns in curbing dangerous driving, however, these investigations have largely focused on negatively valenced messages. Less attention has been paid to positively valenced examples, and the role of drivers’ motivations for dangerous driving in relation to message impact. One hundred sixty licensed drivers (female, n = 120; male, n = 30; other, n = 10) completed a questionnaire that measured their current driving behaviours and their motives for driving dangerously. Drivers then viewed one of two safe driving messages (either positive or negative in valence) and provided a gauge of message impact. Finally, looking to the future, participants completed a measure of planned driving behaviour. Results revealed differences across sex in drivers’ motivations to drive dangerously, as well as their planned behavioural change after viewing the safety messages. On average, participants recorded greater response efficacy and message acceptance, and lower message rejection in the positive message group, compared to the negative message group. Further, in a separate analysis of female-only drivers, a number motivators of dangerous driving were linked to message impact from safe driving campaigns. The findings suggest that, despite the traditional dominance of negatively valenced campaigns, there may be benefit in the use of positive campaigns, and further that motivators of dangerous driving can be linked to message impact from safe driving campaigns, supporting the case for a more targeted approach in campaign design.","PeriodicalId":43503,"journal":{"name":"Journal of the Australasian College of Road Safety","volume":"53 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2020-07-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"79871104","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-11-05DOI: 10.33492/JACRS-D-17-00244
Lyndel Bates, Grégoire S. Larue, A. Filtness, A. Hawkins
This paper examines simulators to deliver driver education programs for two very different populations (a) those who have specific impairments or intellectual disabilities and (b) those who may suffer disadvantage associated with their ethnicity. To do this we addressed two research questions (a) What role, if any, can simulation play as an education and/or training intervention for individuals disadvantaged because of individually-orientated concerns such as intellectual impairment or ADHD? (b) What role, if any, can simulation play as an education and/or training intervention for those who are disadvantaged because of their indigenous ethnicity? Technological developments have enabled the incorporation of driving simulators into driver education programs. A review of major databases using keywords identified 2,420 records. After duplicates were removed and screening occurred, thirteen studies were included in the review. The disadvantaged populations for the driver education initiatives that incorporated a simulator were very specific (e.g. intellectual disabilities) with no interventions for those disadvantaged because of ethnicity. A second search identified six papers that discussed interventions for indigenous populations. None of these interventions had a simulator component. The review highlights the need for high quality empirical research in the area of simulators, driver education and disadvantaged groups in order to inform policy development within this area. While there are some preliminary results indicating potential benefits, there is limited research evidence for an initiative of this type making it difficult to develop evidence based policy and practice. Therefore, when these types of initiatives are introduced, they need to be evaluated.
{"title":"Simulators, driver education and disadvantaged groups: A scoping review","authors":"Lyndel Bates, Grégoire S. Larue, A. Filtness, A. Hawkins","doi":"10.33492/JACRS-D-17-00244","DOIUrl":"https://doi.org/10.33492/JACRS-D-17-00244","url":null,"abstract":"This paper examines simulators to deliver driver education programs for two very different populations (a) those who have specific impairments or intellectual disabilities and (b) those who may suffer disadvantage associated with their ethnicity. To do this we addressed two research questions (a) What role, if any, can simulation play as an education and/or training intervention for individuals disadvantaged because of individually-orientated concerns such as intellectual impairment or ADHD? (b) What role, if any, can simulation play as an education and/or training intervention for those who are\u0000disadvantaged because of their indigenous ethnicity? Technological developments have enabled the incorporation of driving simulators into driver education programs. A review of major databases using keywords identified 2,420 records. After duplicates were removed and screening occurred, thirteen studies were included in the review. The disadvantaged populations for the driver education initiatives that incorporated a simulator were very specific (e.g. intellectual disabilities) with no interventions for those disadvantaged because of ethnicity. A second search identified six papers that discussed interventions for indigenous populations. None of these interventions had a simulator component. The review highlights the need for high quality empirical research in the area of simulators, driver education and disadvantaged groups in order to inform policy development within this area. While there are some preliminary results indicating potential benefits, there is limited research evidence for an initiative of this type making it difficult to develop evidence based policy and practice. Therefore, when these types of initiatives are introduced, they need to be evaluated.","PeriodicalId":43503,"journal":{"name":"Journal of the Australasian College of Road Safety","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2019-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48093009","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-11-05DOI: 10.33492/JACRS-D-18-00261
Claire Biribawa, O. Kobusingye, P. Mugyenyi, E. Baguma, E. Bua, P. Alitubeera, N. Tumwesigye
Background: Uganda has a high rate of road traffic injuries (RTI). Alcohol use increases traffic injury risk and severity through impairment of road-use skills and hazard perception. Few studies have examined this problem in Uganda. We therefore assessed the prevalence and determinants of pre-injury alcohol use among road traffic injured patients at Mulago National Referral Hospital, Kampala Uganda. Methods: We enrolled 330 eligible adult RTI patients consecutively in a crosssectional study, at the emergency department in Mulago National Referral Hospital from March-May, 2016. We assessed pre-injury alcohol use using BACtrack professional Breathalyzer, alcohol intoxication assessment tool and alcohol use selfreport covering the period of 6 hours before the injury. We assessed injury severity using Glasgow Coma Scale and Kampala Trauma Score. We estimated prevalence ratios [PR] using modified Poisson regression. Results: Prevalence of pre-injury alcohol use among injured patients was 29.7%. Pedestrians (44%) had the greatest percentage of alcohol use when compared to other road users. Pre-injury alcohol use was associated with mortality at the Emergency Department, PR: 2.33 [1.39 – 3.9]. Conclusion and recommendations: Pre-injury alcohol use is high among pedestrians and yet prevention efforts target mostly motorists. Pre-injury alcohol use also resulted into increased mortality at Emergency Department. We recommend prevention efforts to not only target motorists but also pedestrians.
{"title":"Pre-injury alcohol use and road traffic injury among patients at Mulago National Referral Hospital, Kampala, Uganda: Cross-sectional study","authors":"Claire Biribawa, O. Kobusingye, P. Mugyenyi, E. Baguma, E. Bua, P. Alitubeera, N. Tumwesigye","doi":"10.33492/JACRS-D-18-00261","DOIUrl":"https://doi.org/10.33492/JACRS-D-18-00261","url":null,"abstract":"Background: Uganda has a high rate of road traffic injuries (RTI). Alcohol use increases traffic injury risk and severity through impairment of road-use skills and hazard perception. Few studies have examined this problem in Uganda. We therefore assessed the prevalence and determinants of pre-injury alcohol use among road traffic injured patients at Mulago National Referral Hospital, Kampala Uganda. Methods: We enrolled 330 eligible adult RTI patients consecutively in a crosssectional study, at the emergency department in Mulago National Referral Hospital from March-May, 2016. We assessed pre-injury alcohol use using BACtrack professional Breathalyzer, alcohol intoxication assessment tool and alcohol use selfreport covering the period of 6 hours before the injury. We assessed injury severity using Glasgow Coma Scale and Kampala Trauma Score. We estimated prevalence ratios [PR] using modified Poisson regression. Results: Prevalence of pre-injury alcohol use among injured patients was 29.7%. Pedestrians (44%) had the greatest percentage of alcohol use when compared to other road users. Pre-injury alcohol use was associated with mortality at the Emergency Department, PR: 2.33 [1.39 – 3.9]. Conclusion and recommendations: Pre-injury alcohol use is high among pedestrians and yet prevention efforts target mostly motorists. Pre-injury alcohol use also resulted into increased mortality at Emergency Department. We recommend prevention efforts to not only target motorists but also pedestrians.","PeriodicalId":43503,"journal":{"name":"Journal of the Australasian College of Road Safety","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2019-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48419506","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-11-05DOI: 10.33492/JACRS-D-18-00006
D. Belsham, A. Lennon, Lyndel Bates, Sarah Matthews
This study explored whether a third party policing approach is appropriate for increasing young driver compliance with graduated driver licensing restrictions. Focus groups (n = 3) and semi-structured interviews (n = 24) were conducted with young drivers from Brisbane, Queensland, Australia. Participants (n = 39 in total) were aged 17 to 19 years and held a Provisional 1 or 2 licence. Many young drivers appreciated the involvement of their parents in their novice driving period and reported that parents provided practical support and planning strategies. There is potential for the use of a third party policing intervention to improve compliance amongst young drivers.
{"title":"Novice drivers’ experiences of parental encouragement with road rules in Queensland: Scope for a third party policing approach?","authors":"D. Belsham, A. Lennon, Lyndel Bates, Sarah Matthews","doi":"10.33492/JACRS-D-18-00006","DOIUrl":"https://doi.org/10.33492/JACRS-D-18-00006","url":null,"abstract":"This study explored whether a third party policing approach is appropriate for increasing young driver compliance with graduated driver licensing restrictions. Focus groups (n = 3) and semi-structured interviews (n = 24) were conducted with young drivers from Brisbane, Queensland, Australia. Participants (n = 39 in total) were aged 17 to 19 years and held a Provisional 1 or 2 licence. Many young drivers appreciated the involvement of their parents in their novice driving period and reported that parents provided practical support and planning strategies. There is potential for the use of a third party policing intervention to improve compliance amongst young drivers.","PeriodicalId":43503,"journal":{"name":"Journal of the Australasian College of Road Safety","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2019-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43582793","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-11-05DOI: 10.33492/JACRS-D-19-00244
K. Imberger, A. Watson, S. Kaye
Speeding is a major contributor to deaths and serious injuries in Australia. To assist in speed countermeasure development, VicRoads commissioned an examination of speeding offenders’ characteristics, re-offence and casualty crashes during and after periods of licence sanctions. These analyses aimed to determine the effects of the following sanctions: licence bans; the increase in speeding ban periods and demerit points for higher level speeding offences; additional demerit point bans for high-range offenders in addition to a 12-month speeding ban; and the good behaviour bond available as an alternative to the licence ban after reaching the demerit point threshold. The study had several positive findings, for example licence bans from speeding offences reduced speeding re-offending and casualty crashes; and there were lower re-offence rates for those who elected to take the good behaviour bond when reaching the demerit point limit.
{"title":"The effect of sanctions on Victorian speeding drivers","authors":"K. Imberger, A. Watson, S. Kaye","doi":"10.33492/JACRS-D-19-00244","DOIUrl":"https://doi.org/10.33492/JACRS-D-19-00244","url":null,"abstract":"Speeding is a major contributor to deaths and serious injuries in Australia. To assist in speed countermeasure development, VicRoads commissioned an examination of speeding offenders’ characteristics, re-offence and casualty crashes during and after periods of licence sanctions. These analyses aimed to determine the effects of the following sanctions: licence bans; the increase in speeding ban periods and demerit points for higher level speeding offences; additional demerit point bans for high-range offenders in addition to a 12-month speeding ban; and the good behaviour bond available as an alternative to the licence ban after reaching the demerit point threshold. The study had several positive findings, for example licence bans from speeding offences reduced speeding re-offending and casualty crashes; and there were lower re-offence rates for those who elected to take the good behaviour bond when reaching the demerit point limit.","PeriodicalId":43503,"journal":{"name":"Journal of the Australasian College of Road Safety","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2019-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48237314","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-11-05DOI: 10.33492/JACRS-D-19-00257
T. Tan, Shafiul Haque, Lachlan Lee-Archer, Thomas Mason, Jey Parthiban, T. Beer
Roundabouts constrain speeds and impact angles for vehicles as they approach. Therefore, they are considered to be a ‘Safe System’ solution for intersections. Though roundabouts are a positive road safety treatment for cars they do not show as dramatic a reduction in road trauma for bicyclists. New Zealand crash data for 2001-2011, found almost 28% of injury crashes at roundabouts involve cyclists, while at priority-controlled intersections and signalised intersections the proportions are 8% and 5.5% respectively. VicRoads specifies technical guidance in relation to road safety treatments at roundabouts specifically targeted for the protection of cyclists and pedestrians. In 2018 this guidance was used to design and build two cycle-friendly protected roundabouts in Moray St, South Melbourne, as part of the Metro Tunnel Project. The project upgraded the Moray Street bicycle path to provide cyclists with a safe path in the north-south route and raised pedestrian crossings at all branches of the roundabout during Metro Tunnel works on St Kilda Road. Safe System Solutions Pty Ltd evaluated the performance and found a moderate utilisation rate of cyclists on the dedicated bicycle lanes and a high utilisation rate of pedestrians using raised crossings. The evaluation also found no significant issues with near-crashes for bicycle-and-pedestrian and bicycle-and-vehicle interaction. There were no significant problems with vehicle drivers using the protected roundabout. However, it was noted that when pedestrians are crossing at the raised crossings then vehicles would sometimes stop in the middle of the roundabout thus blocking traffic.
{"title":"Bicycle-Friendly Roundabouts: A Case-Study","authors":"T. Tan, Shafiul Haque, Lachlan Lee-Archer, Thomas Mason, Jey Parthiban, T. Beer","doi":"10.33492/JACRS-D-19-00257","DOIUrl":"https://doi.org/10.33492/JACRS-D-19-00257","url":null,"abstract":"Roundabouts constrain speeds and impact angles for vehicles as they approach. Therefore, they are considered to be a ‘Safe System’ solution for intersections. Though roundabouts are a positive road safety treatment for cars they do not show as dramatic a reduction in road trauma for bicyclists. New Zealand crash data for 2001-2011, found almost 28% of injury crashes at roundabouts involve cyclists, while at priority-controlled intersections and signalised intersections the proportions are 8% and 5.5% respectively. VicRoads specifies technical guidance in relation to road safety treatments at roundabouts specifically targeted for the protection of cyclists and pedestrians. In 2018 this guidance was used to design and build two cycle-friendly protected roundabouts in Moray St, South Melbourne, as part of the Metro Tunnel Project. The project upgraded the Moray Street bicycle path to provide cyclists with a safe path in the north-south route and raised pedestrian crossings at all branches of the roundabout during Metro Tunnel works on St Kilda Road. Safe System Solutions Pty Ltd evaluated the performance and found a moderate utilisation rate of cyclists on the dedicated bicycle lanes and a high utilisation rate of pedestrians using raised crossings. The evaluation also found no significant issues with near-crashes for bicycle-and-pedestrian and bicycle-and-vehicle interaction. There were no significant problems with vehicle drivers using the protected roundabout. However, it was noted that when pedestrians are crossing at the raised crossings then vehicles would sometimes stop in the middle of the roundabout thus blocking traffic.","PeriodicalId":43503,"journal":{"name":"Journal of the Australasian College of Road Safety","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2019-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41577727","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-11-05DOI: 10.33492/jacrs-d-19-00179
Public participation in Western Australian (WA) government policy development and strategy setting is not governed by a particular best practice model. The WA Service Priority Review Working Together One Public Sector Delivering for WA, released 2017, identified the need to build a public sector focussed on community needs and to develop a whole of government citizen engagement strategy for WA, including co-designing. The Road Safety Commission (Commission) employs a diverse range of public participation and engagement initiatives. An initial step in preparing for development and introduction of a whole of government strategy review of the nature of public participation initiatives of the Commission. The review method was an analysis of five initiatives that provide reasonable representation of the Commission’s public participation and engagement activities. For the purposes of this review, the International Association for Public Participation spectrum of public participation has been used to classify the activities. This paper presents a summation of the review to date, communicating the current status and potential future direction of the Commission. Further work is required by the Commission.
{"title":"Community participation in road safety policy development and strategy planning","authors":"","doi":"10.33492/jacrs-d-19-00179","DOIUrl":"https://doi.org/10.33492/jacrs-d-19-00179","url":null,"abstract":"Public participation in Western Australian (WA) government policy development and strategy setting is not governed by a particular best practice model. The WA Service Priority Review Working Together One Public Sector Delivering for WA, released 2017, identified the need to build a public sector focussed on community needs and to develop a whole of government citizen engagement strategy for WA, including co-designing. The Road Safety Commission (Commission) employs a diverse range of public participation and engagement initiatives. An initial step in preparing for development and introduction of a whole of government strategy review of the nature of public participation initiatives of the Commission. The review method was an analysis of five initiatives that provide reasonable representation of the Commission’s public participation and engagement activities. For the purposes of this review, the International Association for Public Participation spectrum of public participation has been used to classify the activities. This paper presents a summation of the review to date, communicating the current status and potential future direction of the Commission. Further work is required by the Commission.","PeriodicalId":43503,"journal":{"name":"Journal of the Australasian College of Road Safety","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2019-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41567604","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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