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1.
Objective
Some crashes result in drivers experiencing (or sustaining) a traumatic brain injury (TBI) while other crashes involve drivers that have already experienced a TBI. The objective of this study is to examine the factors that influence these two TBI crash groups.Methods
Data from the Iowa Department of Public Health's Brain Injury Registry and Department of Transportation's crash records were linked together and used in logistic regression models to predict the likelihood of a driver sustaining a TBI in a crash and those who drive after a TBI.Results
Between 2001 and 2006, there were 2382 crashes in which an individual sustained a TBI. As expected, a higher likelihood of sustaining a TBI was observed for motorcycle drivers who did not wear a helmet and in crashes that resulted in total or disabling vehicle damage. Focusing specifically on the post-TBI drivers (and not occupants), 1583 were involved in crashes. These post-TBI drivers were less likely to wear seatbelts or have passengers in the vehicle at the time of the crash, and were more likely to crash at night. Post-TBI drivers were also involved in significantly more multiple crashes (about 14%) when compared to drivers who have not experienced a TBI (about 10%) during the study period. When controlling for gender, date of injury, and severity of TBI (using Glasgow Coma Scale), individuals that sustained a TBI when they were younger were more likely to be involved in multiple crashes.Conclusions
Different factors influence the crash likelihood for those that sustain a TBI in a crash and those that crash following a TBI. In general, post-TBI drivers have a higher occurrence of multiple crashes and this should be further explored to guide driver rehabilitation, evaluation, and training. 相似文献2.
3.
Kaarin J. Anstey Mark S. Horswill Joanne M. Wood Christopher Hatherly 《Accident; analysis and prevention》2012
Objective
The current study evaluated part of the Multifactorial Model of Driving Safety to elucidate the relative importance of cognitive function and a limited range of standard measures of visual function in relation to the Capacity to Drive Safely. Capacity to Drive Safely was operationalized using three validated screening measures for older drivers. These included an adaptation of the well validated Useful Field of View (UFOV) and two newer measures, namely a Hazard Perception Test (HPT), and a Hazard Change Detection Task (HCDT).Method
Community dwelling drivers (n = 297) aged 65–96 were assessed using a battery of measures of cognitive and visual function.Results
Factor analysis of these predictor variables yielded factors including Executive/Speed, Vision (measured by visual acuity and contrast sensitivity), Spatial, Visual Closure, and Working Memory. Cognitive and Vision factors explained 83–95% of age-related variance in the Capacity to Drive Safely. Spatial and Working Memory were associated with UFOV, HPT and HCDT, Executive/Speed was associated with UFOV and HCDT and Vision was associated with HPT.Conclusion
The Capacity to Drive Safely declines with chronological age, and this decline is associated with age-related declines in several higher order cognitive abilities involving manipulation and storage of visuospatial information under speeded conditions. There are also age-independent effects of cognitive function and vision that determine driving safety. 相似文献4.
Context
Authorizing powered two-wheeler drivers to drive in lanes reserved to buses is a measure that is sometimes mentioned to improve mobility conditions for these users. But what effect would this measure have on the safety of these users and on the safety of the other users with whom they share the traffic space?Objective
The objective of this study is to contribute elements to help answer this question. More precisely, the objective is to estimate the risk of having an accident per kilometer driven by powered two-wheeler drivers who drive in bus lanes and to compare this risk with that of powered two-wheeler drivers who drive in general traffic lanes.Method
Using the bodily injury accidents recorded by the police over two years on 13 roads in the city of Marseille and a campaign of periodical observations of powered two-wheeler traffic, we estimated the risk per kilometer driven by powered two-wheeler drivers who drive in bus lanes and compared it with that of drivers who do not drive in them.Results
The results show that the risk for powered two-wheeler drivers who drive in bus lanes of being involved in a bodily injury accident is significantly higher than the risk run by drivers who drive in general traffic lanes. For the 13 roads studied, it is on average 3.25 times higher (95% CI: 2.03; 5.21).Conclusion
In the current situation, powered two-wheeler drivers who drive in bus lanes are less safe than those who drive in general traffic lanes. The analysis of police reports suggests that part of this increased risk comes from collisions between automobile drivers turning right and powered two-wheelers driving in the bus lane who continue straight ahead. 相似文献5.
Michel Bédard Shawn Marshall Malcolm Man-Son-Hing Bruce Weaver Isabelle Gélinas Nicol Korner-Bitensky Barbara Mazer Gary Naglie Michelle M. Porter Mark J. Rapoport Holly Tuokko Brenda Vrkljan 《Accident; analysis and prevention》2013
Background
A new tool, the SIMARD-MD, has been proposed to help physicians identify cognitively impaired drivers who may be unfit to drive, but little empirical evidence is available to justify its use. We analyzed data from a cohort of older Canadian drivers who had undergone cognitive testing to: (1) correlate the SIMARD-MD with other tools that measure cognition (e.g., trail-making test), (2) identify how many drivers, using published cut-offs on the SIMARD-MD, would be recommended to lose their license, or be considered fit to drive, or be required to undergo further driving assessment, and (3) determine if the SIMARD-MD is biased by level of education as many cognitive tools are.Methods
Cross-sectional data from 841 drivers aged 70 and over from seven Canadian sites who are enrolled in a 5-year cohort study were used for the analyses. Scores on the SIMARD-MD were correlated with scores on the other cognitive measures. The recommendations that would be made based on the SIMARD-MD scores were based on published cut-off values suggested by the authors of the tool. The impact of education status was examined using linear regression controlling for age.Results
Correlations between the SIMARD-MD and other cognitive measures ranged from .15 to .86. Using published cut-off scores, 21 participants (2.5%) would have been recommended to relinquish their licenses, 428 (50.9%) would have been deemed fit to drive, and 392 (46.6%) would have been required to undergo further testing. We found a difference of 8.19 points (95% CI = 4.99, 11.40, p < .001) in favor of drivers with post-secondary education versus those without, representing over 11% of the mean score.Discussion
The SIMARD-MD is unlikely to be valuable to clinicians because it lacks sufficient precision to provide clear recommendations about fitness-to-drive. Recommendations based solely on the SIMARD-MD may place many seniors at risk of losing their transportation mobility or incurring unnecessary stress and costs to prove they are safe to drive. Furthermore, the education bias may create an unwanted structural inequity. Hence, adoption of the SIMARD-MD as a tool to determine fitness-to-drive appears premature. 相似文献6.
Background
Crashes involving a passenger car and a motorcycle, where the car is turning across the path of the motorcycle, are a major crash type of motorcycle riders. It has been proposed that the incidence of such crashes could be reduced through improvements in motorcycle conspicuity. Operation of low-beam headlights on motorcycles has been discussed as one approach for improving the “sensory conspicuity” of motorcycles during daylight hours, whilst previous experience as a rider may serve to heighten “cognitive conspicuity” through raised awareness of motorcyclists on our roads.Method
Twenty-three experienced car drivers with no riding experience (“drivers”) and 20 experienced car drivers who were also motorcycle riders (“driver–riders”) completed a series of trials in a driving simulator where their task in each trial was to turn ahead of an oncoming vehicle if they felt that they had sufficient room to do so safely. A key manipulation across trials was whether the oncoming vehicle was a motorcycle with headlights on, or a motorcycle with headlights off. Time gap (short, medium, long) was also manipulated.Results
Results indicate that, at time gaps defined in the current study as short, low-beam headlights may confer some benefit in gap acceptance by encouraging drivers to accept fewer gaps ahead of a motorcycle with headlights on than ahead of a motorcycle with headlights off. No statistically significant differences in gap acceptance between the headlight conditions were found at either the medium or long time gaps. Irrespective of time gap, driver–riders were found to adopt a more efficient turn strategy than drivers with no direct riding experience.Conclusions
Overall, the present research provides support for the use of low-beam headlights and riding experience as tools through which to augment the sensory and cognitive conspicuity of motorcycles, respectively. It is proposed that further research aim to explore directly the precise mechanisms underlying the observed effects. 相似文献7.
Introduction
Road traffic accidents (RTAs) constitute a serious global health risk, and evidence suggests that young drivers are significantly overrepresented among those injured or killed in RTAs. This study explores the role of anger, impulsivity, sensation seeking and driver attitudes as correlates for risky driving practices among drivers, drawing comparisons between age and gender.Method
The study used a cross-sectional survey design, with a sample of 306 post-graduate university students from two universities in Durban, South Africa, who completed the self-administered questionnaire.Results
The results indicate that drivers with higher driver anger, sensation seeking, urgency, and with a lack of premeditation and perseverance in daily activities were statistically more likely to report riskier driving acts. Males reported significantly more acts of risky driving behaviour (RDB) than females. Driver attitudes significantly predicted self-reported acts of RDB on most indicators. Older drivers (25 years and older) had safer driver attitudes and a lower sense of sensation seeking and urgency in life.Conclusion
Interventions targeting young drivers, which focus on impeding the manifestation of anger, impulsivity and sensation seeking are recommended. Also, the empirical support for the attitude–behaviour hypothesis evidenced in this study vindicates the development or continuation of interventions that focus on this dynamic. 相似文献8.
9.
Aim
The aim of this study was to identify demographic and behavioural factors associated with pre-licensed driving.Method
A cohort comprising 3526 newly licensed drivers aged 15–24 years old from throughout New Zealand completed a questionnaire which sought information on pre-licensed driving behaviour and factors thought to be related to this.Results
Almost half of the participants had driven on-road prior to passing their learner license theory test; 14% had driven more than 20 times; and 7.5% had driven more than 200 km. Multivariate logistic regression showed the results differed depending on the outcome examined. In general pre-licensed driving was significantly higher among males, among Māori, those living in a rural area, and those living in an area of high deprivation. Furthermore, those who drove pre-licensed were more likely to engage in other risky behaviours such as hazardous drinking and cannabis use, and have medium to high scores for sensation seeking and aggression/hostility.Conclusion
The young people who were pre-licensed drivers displayed a range of demographic and behavioural characteristics that indicate they may be at higher crash risk than their peers who did not drive before licensing. Identifying those who drive before licensing and targeting road safety interventions towards this group may help reduce the high crash risk among novice drivers. 相似文献10.
Sarah Bakiri Cédric Galéra Emmanuel Lagarde Magali Laborey Benjamin Contrand Régis Ribéreau-Gayon Louis-Rachid Salmi Catherine Gabaude Alexandra Fort Bertrand Maury Céline Lemercier Maurice Cours Manuel-Pierre Bouvard Ludivine Orriols 《Accident; analysis and prevention》2013
Background
Use of cellular phones has been shown to be associated with crashes but many external distractions remain to be studied.Objective
To assess the risk associated with diversion of attention due to unexpected events or secondary tasks at the wheel.Design
Responsibility case–control study.Setting
Adult emergency department of the Bordeaux University Hospital (France) from April 2010 to August 2011.Participants
955 injured drivers presenting as a result of motor vehicle crash.Main outcome measures
The main outcome variable was responsibility for the crash. Exposures were external distraction, alcohol use, psychotropic medicine use, and sleep deprivation. Potential confounders were sociodemographic and crash characteristics.Results
Beyond classical risk factor found to be associated with responsibility, results showed that distracting events inside the vehicle (picking up an object), distraction due to driver activity (smoking) and distracting events occurring outside were associated with an increased probability of being at fault. These distraction-related factors accounted for 8% of injurious road crashes.Limitations
Retrospective responsibility self-assessment.Conclusions
Diverted attention may carry more risk than expected. Our results are supporting recent research efforts to detect periods of driving vulnerability related to inattention. 相似文献11.
Introduction
The aim of this study was to explore the effects of external influences on long distance trucking, in particular, incentive-based remuneration systems and the need to wait or queue to load or unload on driver experiences of fatigue.Methods
Long distance truck drivers (n = 475) were recruited at truck rest stops on the major transport corridors within New South Wales, Australia and asked to complete a survey by self-administration or interview. The survey covered demographics, usual working arrangements, details of the last trip and safety outcomes including fatigue experiences.Results
On average drivers’ last trip was over 2000 km and took 21.5 h to complete with an additional 6 h of non-driving work. Incentive payments were associated with longer working hours, greater distances driven and higher fatigue for more drivers. Drivers required to wait in queues did significantly more non-driving work and experienced fatigue more often than those who did not. Drivers who were not paid to wait did the longest trips with average weekly hours above the legal working hours limits, had the highest levels of fatigue and the highest levels of interference by work with family life. In contrast, drivers who were paid to wait did significantly less work with shorter usual hours and shorter last trips. Multivariate analysis showed that incentive-based payment and unpaid waiting in queues were significant predictors of driver fatigue.Conclusions
The findings suggest that mandating payment of drivers for non-driving work including waiting would reduce the amount of non-driving work required for drivers and reduce weekly hours of work. In turn this would reduce driver fatigue and safety risk as well as enhancing the efficiency of the long distance road transport industry. 相似文献12.
Objectives
This study assessed the association between county level material deprivation and urbanization with fatal road traffic crashes involving young unlicensed drivers in the United States (US).Background
Road traffic crashes have been positively associated with area deprivation and low population density but thus far few studies have been concerned specifically with young drivers, especially those that are unlicensed.Methods
A county material deprivation index was derived from the Townsend Material Deprivation Index, with variables extracted from the US Census (2000). An urbanicity scale was adapted from the US Department of Agriculture's Rural–Urban Continuum Codes (2003). Data on fatal crashes involving a young unlicensed driver during a seven-year period (2000–2006; n = 3059) were extracted from the Fatality Analysis Reporting System. The effect of deprivation and urbanicity on the odds of the occurrence of at least one fatal crash at the county level was modeled by conditional and unconditional logistic regression.Results
The conditional model found a positive association between material deprivation and a fatal crash involving a young unlicensed driver (OR = 1.19, 95% CI 1.17, 1.21). The interaction between urbanicity and material deprivation was negatively associated in suburban counties for fatal crashes (OR = 0.92, 95% CI 0.90, 0.95).Conclusions
An association with material deprivation and the likelihood of a fatal crash involving a young unlicensed driver is a new finding. It can be used to inform specific county-level interventions and promote state licensing policies to provide equity in young people's mobility regardless of where they live. 相似文献13.
Scott V. Masten Eric A. Chapman Debra B. Atkinson Kelly K. Browning 《Accident; analysis and prevention》2014
Introduction
Self-reports by novice teen drivers in California and elsewhere suggest that many violate graduated driver licensing (GDL) nighttime and passenger restrictions, and to a lesser extent, drive on learner permits without being supervised. Is this corroborated by their traffic conviction records?Method
We examined historical aggregated conviction rates for GDL-related violations before and after GDL, and Poisson regressions of conviction rates over time among 16–17-year-old California novices.Results
During the year before they received their provisional licenses, <1% of 16-year-old novices and <2% of 17-year-old novices were convicted of driving unlicensed or unsupervised on their learner permits. Statewide historical conviction rates for these offenses were not higher after GDL was implemented, despite the longer holding period. Convictions for violating GDL nighttime or passenger restrictions were highest almost immediately after provisional licensure, though only about 3% of 16-year-old novices and 2% of 17-year-old novices were ever convicted of violating either restriction.Discussion
California 16–17-year-old novice drivers were very rarely convicted of GDL-related violations. The contradictive, large differences between the current findings and self-report surveys are likely due in part to the fact that most self-reports assessed only whether teens had ever violated a GDL-related requirement, which exaggerates prevalence. Our conviction findings are more similar to estimates of non-compliance with GDL-related requirements from naturalistic driving studies that monitor actual driving behavior and take exposure into account, but are lower likely due to issues related to detection, enforcement, and adjudication of violations, as well as limitations of existing naturalistic studies. 相似文献14.
Alex R. Bowers R. Julius Anastasio Sarah S. Sheldon Margaret G. O’Connor Ann M. Hollis Piers D. Howe Todd S. Horowitz 《Accident; analysis and prevention》2013
Objectives
To conduct a pilot study to evaluate the predictive value of the Montreal Cognitive Assessment test (MoCA) and a brief test of multiple object tracking (MOT) relative to other tests of cognition and attention in identifying at-risk older drivers, and to determine which combination of tests provided the best overall prediction.Methods
Forty-seven currently licensed drivers (58–95 years), primarily from a clinical driving evaluation program, participated. Their performance was measured on: (1) a screening test battery, comprising MoCA, MOT, Mini-Mental State Examination (MMSE), Trail-Making Test, visual acuity, contrast sensitivity, and Useful Field of View (UFOV) and (2) a standardized road test.Results
Eighteen participants were rated at-risk on the road test. UFOV subtest 2 was the best single predictor with an area under the curve (AUC) of .84. Neither MoCA nor MOT was a better predictor of the at-risk outcome than either MMSE or UFOV, respectively. The best four-test combination (MMSE, UFOV subtest 2, visual acuity and contrast sensitivity) was able to identify at-risk drivers with 95% specificity and 80% sensitivity (.91 AUC).Conclusions
Although the best four-test combination was much better than a single test in identifying at-risk drivers, there is still much work to do in this field to establish test batteries that have both high sensitivity and specificity. 相似文献15.
Introduction
Technical systems that warn or brake for vehicle–pedestrian encounters reduce injuries more effectively the earlier an intervention is initiated. However, premature intervention can irritate drivers, leading to system deactivation and, consequently, no injury reduction whatsoever. It has been proposed that no intervention should be initiated as long as attentive drivers are within their comfort zones. This study aims at quantifying driver comfort boundaries for pedestrian crossing situations to offer guidance for the appropriate timing of interventions.Methods
Sixty two volunteers drove through an intersection on a test track at 30 and 50 km/h. A pedestrian dummy was launched from behind an obstruction towards the driving path of the approaching car. Brake onset indicated discomfort. Time to collision (TTC), longitudinal and lateral distance were measured at brake onset.Results
TTC was independent of driving speed ranging from 2.1 to 4.3 s with a median of 3.2 s. Longitudinal distance ranged from 19 to 48 meters with an apparent difference between driving speeds. Lateral distances differed slightly, but significantly between driving speeds. The median was 3.1 m (3.2 m for 30 km/h and 2.9 m for 50 km/h) and values ranged from 1.9 to 4.1 m. Lateral distance in seconds ranged from 1.9 to 4.3 s with a median value of 3.1 s (3.2 s for 30 km/h and 3.0 s for 50 km/h).Discussion
TTC was independent of driving speed, trial order and volunteer age. It might be considered suitable to intervene in situations where, for example, 90% of drivers have exceeded their comfort boundary, i.e. when drivers have already initiated braking. This percentile value translates to intervention at a TTC of 2.5 s (95% confidence 2.4–2.7 s). The study was limited to Swedish nationals, fully aware drivers, and two driving speeds, but did not investigate behavioural changes due to system interaction.Conclusion
This study showed that TTC at brake onset was a suitable measure for the quantification of driver comfort boundaries in pedestrian crossing situations. All drivers applied their brakes prior to 2.1 s TTC. 相似文献16.
Purpose
Health risk behaviors tend to cluster in young people, not least among young drivers. Less is known about the health risk profile of young unlicensed drivers. This study investigates health risk behaviors among young unlicensed drivers compared to both their licensed and driving peers, and their non-driving peers.Methods
High school students participating in the Youth Risk Behavior Surveillance System in Montana (US) and age-eligible to have a driver's license were studied (n = 5985), categorized according to their self-reported car driving and license practice (licensed driving, unlicensed driving, and non-driving). Ten health risk behaviors, of which four were related to car riding/driving, were considered. Multinomial logistic regression was used to compile sex-specific odds ratios (with 95% confidence intervals) of adopting those behaviors using licensed drivers as a reference and adjusting for age and race/ethnicity.Results
Health risk behaviors tended to be more common among unlicensed drivers than other groups, although some behaviors were prevalent in all groups (i.e., alcohol use and lack of seat belt use). As a consequence, for both male and female students, there was a significant association between unlicensed driving and most health risk behaviors, except for being involved in a physical fight and riding with a drinking driver among female students.Conclusions
Young unlicensed drivers are more likely than licensed drivers to adopt several health risk behaviors both in car driving/riding or otherwise, in particular alcohol use and cigarette smoking. This challenges any simplistic approach as unlicensed driving in youth is not an isolated act suggesting public health and traffic safety initiatives. 相似文献17.
Aizhan Meirambayeva Evelyn Vingilis A. Ian McLeod Yoassry Elzohairy Jinkun Xiao Guangyong Zou Yuanhao Lai 《Accident; analysis and prevention》2014
Objective
The purpose of this study was to conduct a process and outcome evaluation of the deterrent impact of Ontario's street racing and stunt driving legislation which came into effect on September 30, 2007, on collision casualties defined as injuries and fatalities. It was hypothesized that because males, especially young ones, are much more likely to engage in speeding, street racing and stunt driving, the new law would have more impact in reducing speeding-related collision casualties in males when compared to females.Methods
Interrupted time series analysis with ARIMA modelling was applied to the monthly speeding-related collision casualties in Ontario for the period of January 1, 2002 to December 31, 2010, separately for young male drivers 16–25 years of age (primary intervention group), mature male drivers 26–65 years of age (secondary intervention group), young female drivers 16–25 years of age (primary comparison group) and mature female drivers 26–65 years of age (secondary comparison group). A covariate adjustment using non-speeding casualties was included.Results
A significant intervention effect was found for young male drivers with, on average, 58 fewer collision casualties per month, but not for mature male drivers, when non-speeding casualties were controlled for. No corresponding effect was observed in either comparison (females) group.Conclusion
These findings indicate a reduction in speeding-related casualties among young males of 58 fewer casualties per month subsequent to the introduction of Ontario's street racing and stunt driving legislation and suggest the presence of a general deterrent effect. 相似文献18.
Michelle L. Fraser Lynn B. Meuleners Andy H. Lee Jonathon Q. Ng Nigel Morlet 《Accident; analysis and prevention》2013
Objective
To investigate self-reported driving difficulty before and after first eye cataract surgery and determine which visual measures are associated with changes in self-reported driving difficulty after surgery.Methods
A cohort of 99 older drivers with bilateral cataract were assessed the week before and 12 weeks after first eye cataract surgery. Visual measures including visual acuity, contrast sensitivity, stereopsis and useful field of view were assessed. Self-reported driving difficulty was measured via the Driving Habits Questionnaire. Cognitive status was assessed using the Mini Mental State Examination. Regression analysis was undertaken to determine the association between changes in visual measures and self-reported driving difficulty after first eye cataract surgery.Results
Overall, self-reported driving difficulty improved after first eye cataract surgery. However, 16% of participants did not improve and driving difficulty worsened in 11% following surgery. Improvement in driving difficulty score after first eye cataract surgery was associated with improved contrast sensitivity in the operated eye (p < 0.001), new glasses after surgery (p < 0.001), and fewer chronic health conditions (p = 0.016).Conclusion
Contrast sensitivity rather than visual acuity was a significant factor affecting change in self-reported driving difficulty after first eye cataract surgery for bilateral patients. This has implications for driver licensing authorities worldwide that rely heavily on visual acuity as a measure of visual fitness to drive. 相似文献19.
Raquel B. De Boni Francisco Inacio Bastos Mauricio de Vasconcellos Fernanda Oliveira Renata P. Limberger Flavio Pechansky 《Accident; analysis and prevention》2014
Background
Driving under the influence of multiple substances is a public health concern, but there is little epidemiological data about their combined use and putative impact on driving in low and middle-income countries where traffic crashes have been clustering in recent years. The aim of this study is to estimate the prevalence of alcohol and drug use – as well as their associated factors – among drivers in the context of alcohol outlets (AOs).Methods
A probability three-stage sample survey was conducted in Porto Alegre, Brazil. Individuals who were leaving AO were screened, with the selection of 683 drivers who met the inclusion criteria. Drivers answered a structured interview, were breathalyzed, and had their saliva collected for drug screening. Prevalences were assessed using domain estimation and logistic regression models assessed covariates associated with substance use.Findings
Benzodiazepines 3.9% (SE 2.13) and cocaine 3.8% (SE 1.3) were the most frequently detected drugs in saliva. Among drivers who were going to drive, 11% had at least one drug identified by the saliva drug screening, 0.4% two, and 0.1% three drugs in addition to alcohol. In multivariable analyses, having a blood alcohol concentration (BAC) > 0.06% was found to be associated with a 3.64 times (CI 95% 1.79–7.39) higher chance of drug detection, compared with interviewees with lower BACs.Conclusions
To drive under the influence of multiple substances is likely to be found in this setting, highlighting an association between harmful patterns of consume of alcohol and the misuse of other substances. 相似文献20.
Catherine J. Vladutiu Charles Poole Stephen W. Marshall Carri Casteel M. Kathryn Menard Harold B. Weiss 《Accident; analysis and prevention》2013