Fatal traffic accidents among trailer truck drivers and accident causes as viewed by other truck drivers

Causality factors, the responsibility of the driver and driver fatigue-related factors were studied in fatal two-vehicle accidents where a trailer truck driver was involved during the period of 1991-1997 (n = 337). In addition, 251 long-haul truck drivers were surveyed in order to study their views regarding contributing factors in accidents involving trucks and the development of possible countermeasure against driver fatigue. Trailer truck drivers were principally responsible for 16% of all the accidents. Younger driver age and driving during evening hours were significant predictors of being principally responsible. In addition, the probability of being principally responsible for the accident increased by a factor of over three if the driver had a chronic illness. Prolonged driving preceding the accident, accident history or traffic offence history did not have a significant effect. Only 2% of the drivers were estimated to have fallen asleep while driving just prior to the accident, and altogether 4% of the drivers had been tired prior to the accident. Of the drivers 13% had however, been driving over 10 h preceding the accident (which has been criminally punishably in Finland since 1995 under the EC regulation) but no individual factors had a significant effect in predicting prolonged driving. The surveyed views regarding causes of truck accidents correspond well with the accident analysis. Accidents were viewed as being most often caused by other road users and driver fatigue was viewed to be no more than the fifth (out of eight) common cause of accidents. The probability of viewing fatigue as a more common cause increased significantly if the driver had experienced fatigue-related problems while driving. However, nearly half of the surveyed truck drivers expressed a negative view towards developing a technological countermeasure against driver fatigue. The negative view was not related to personal experiences of fatigue-related problems while driving.     

Occupational vehicular accident claims: a workers' compensation analysis of Oregon truck drivers 1990-1997

This study used workers' compensation data from Oregon from 1990 to 1997 to examine workers' compensation claims from vehicular accidents by truck drivers, and to calculate claim rate estimates using baseline data derived from the US Bureau of Census' Current Population Surveys. During this period, 1168 valid injury claims due to vehicular accidents were filed representing an accident claim rate of 50.3 (95% CI: 45.1-55.5) per 10,000 truck drivers annually. There were 19 work-related vehicular accident fatalities recorded in the data over the 8-year period. Of all claimants, males constituted the majority (80.7%), most were 35 years of age or younger (51.4%) and had less than 1 year of job tenure (51.0%). Truck driver claim rates due to vehicular accidents were lowest during the 6 a.m. to 12 p.m. period. The average amount of compensable lost work days per injury claim was 57.8 days (S.D.=124.7) and the median claim time was 16.0 days with the inter-quartile range being 53.5 days. The amount of lost work reported increased with the claimant's age. A total of US$ 11,642,635 was paid in claims for vehicular accidents of truck drivers in Oregon over the time examined, which averaged US$ 9966 per claim, with a median claim amount of US$ 2590 and inter-quartile range of US$ 7670. Claims citing sprains were the most frequently recorded injury experienced from vehicular accidents.     

Injury severities of truck drivers in single- and multi-vehicle accidents on rural highways

In adverse driving conditions, such as inclement weather and/or complex terrain, trucks are often involved in single-vehicle (SV) accidents in addition to multi-vehicle (MV) accidents. Ten-year accident data involving trucks on rural highway from the Highway Safety Information System (HSIS) is studied to investigate the difference in driver-injury severity between SV and MV accidents by using mixed logit models. Injury severity from SV and MV accidents involving trucks on rural highways is modeled separately and their respective critical risk factors such as driver, vehicle, temporal, roadway, environmental and accident characteristics are evaluated. It is found that there exists substantial difference between the impacts from a variety of variables on the driver-injury severity in MV and SV accidents. By conducting the injury severity study for MV and SV accidents involving trucks separately, some new or more comprehensive observations, which have not been covered in the existing studies can be made. Estimation findings indicate that the snow road surface and light traffic indicators will be better modeled as random parameters in SV and MV models respectively. As a result, the complex interactions of various variables and the nature of truck-driver injury are able to be disclosed in a better way. Based on the improved understanding on the injury severity of truck drivers from truck-involved accidents, it is expected that more rational and effective injury prevention strategy may be developed for truck drivers under different driving conditions in the future.     

A study of driver experience and vehicle familiarity in accidents

A separate study was performed as part of a major accident investigation project to (1) test the hypothesis that drivers of vehicles involved in investigated accidents had less driving experience than the general driving population, and (2) test the hypothesis that accident involved drivers were less familiar with their vehicles than the general driving population. A Kolmogorov-Smirnov one-tail test was employed to evaluate the differences in the distributions of driver experience and vehicle familiarity between the “accident sample” and a “control sample.” Results indicated that drivers involved in the investigated accidents had less driving experience in general and had less driving experience with the accident vehicles than drivers in the general population. These effects are discussed briefly and further studies are suggested.     

卡车驾驶员情绪状态研究

采用世界卫生组织（WHO）推荐的神经行为核心功能成套测验（NCTB）中的情绪状态测验（POMS）,对232名男性卡车驾驶员的情绪状态进行了问卷调查。结果表明：（1）事故组卡车驾驶员的愤怒、疲劳、慌乱等消极情绪显高于安全组卡车驾驶员;（2）事故多发组卡车驾驶员的紧张、抑郁、愤怒、疲劳、慌乱等消极情绪显高于安全组卡车驾驶员;（3）年龄因素对卡车驾驶员的精力状态有显影响。对其余各种情绪状态没有显影响;（4）驾驶工龄对卡车驾驶员的情绪状态没有显影响。     

Comprehensive analysis of single- and multi-vehicle large truck at-fault crashes on rural and urban roadways in Alabama

The research described in this paper analyzed injury severities at a disaggregate level for single-vehicle (SV) and multi-vehicle (MV) large truck at-fault accidents for rural and urban locations in Alabama. Given the occurrence of a crash, four separate random parameter logit models of injury severity (with possible outcomes of major, minor, and possible or no injury) were estimated. The models identified different sets of factors that can lead to effective policy decisions aimed at reducing large truck-at-fault accidents for respective locations. The results of the study clearly indicated that there are differences between the influences of a variety of variables on the injury severities resulting from urban vs. rural SV and MV large truck at-fault accidents. The results showed that some variables were significant only in one type of accident model (SV or MV) but not in the other accident model. Again, some variables were found to be significant in one location (rural or urban) but not in other locations. The study also identified important factors that significantly impact the injury severity resulting from SV and MV large truck at-fault accidents in urban and rural locations based on the estimated values of average direct pseudo-elasticity. A careful study of the results of this study will help policy makers and transportation agencies identify location specific recommendations to increase safety awareness related to large truck involved accidents and to improve overall highway safety.     

Association of work-related accidents with noise exposure in the workplace and noise-induced hearing loss based on the experience of some 240,000 person-years of observation

This retrospective study explores the association between occupational noise exposure at the time of hearing tests, permanent noise-induced hearing loss and work-related accident risk. Log-binomial analysis was used to first ascertain the association between study variables according to activity sector (North American Industry Classification System, NAICS) and accident context while controlling for age. Second part of the paper estimates the overall number of accidents attributable to occupational noise or the associated hearing loss (excess fraction). Study was carried on a sample of 52,982 male workers exposed to a minimum of 80dBA on a daily basis and whose hearing was examined at least once between 1983 and 1996 by public health authorities of Quebec. These participants evidenced bilateral average hearing threshold levels at 3, 4 and 6kHz ranging from normal (/=90dBA) and noise-induced hearing loss.     

Psychosocial correlates of the impact of road traffic accidents among South African drivers and passengers

The aim of the study was to investigate the psychosocial consequences and coping strategies among accident victims in South Africa. Participants (138 drivers and 141 passengers) who had been involved in a road traffic accident were approached and interviewed in public places. In both groups the median age group was between 25 years and 34 years. In 34 accidents (12.2%) a family member was killed, in 68 accidents (24.4%) a non-family member was killed in the accident. In 272 accidents 197 (72.4%) persons (both drivers and passengers) were injured and 168 (61.7%) were hospitalized. Eighty-seven drivers (63%) did not perceive themselves at fault and 51 (37%) did. Following the road traffic accident both drivers and passengers showed a significant decline of their well-being. Drivers who perceived themselves to be at fault did not cope better than those not perceiving themselves at fault. Passengers related to the drivers showed more decline in their well-being than those not related. Path analysis for drivers found that holding oneself responsible had a direct, and mediated by self-blame, guilt and family distress, negative effect on personal well-being. In the passengers group, holding the driver or others responsible led, mediated by increased self-blame, feelings of guilt, and family distress, to lower psychological well-being (PWB). Findings have relevant implications for the development of coping strategies to aid victims of road traffic accidents in dealing with their trauma in this African context, which may differ to those in Western societies.     

Bus driver accident record: the return of accident proneness

One of the assumptions of the theory of accident proneness is that drivers’ accident liability is stable over time, which was tested in the present paper. Previous investigations of this problem (or rather the conclusions) were found to be deficient because they did not take into account the statistical problem of low variance in the accident variable. However, by correlating the between time periods association coefficient and the mean number of accidents across several samples, this problem can be overcome. Therefore, the stability of accident record over time was investigated in five samples of British bus drivers. It was found that the size of the correlations between time periods increased with the increase in mean accident frequency. Furthermore, this increase could be described by a linear regression line, which fit the various points extremely well. Also, the size of correlations of ‘at fault’ accidents increased faster with the mean than did ‘all accidents’, although the latter had a higher initial value. It was therefore concluded, in contrast to previous authors, that the accident record of drivers is quite stable over time and that the very low correlations that have often been found were due to the samples and methods used (low-risk drivers and short time periods equalling low crash means) and not of any inherent instability in drivers’ behaviour and/or accident record. It was also concluded that only culpable accidents should be used for this type of calculation. No evidence was found for a decrease in correlation size between single years' accidents when time periods between the years were lengthened, i.e. accidents in one year predicted accidents in several other years equally well. However, the period used was rather short. The results are discussed with reference to training intervention for accident-involved drivers, especially for organisations with major fleets, such as bus companies.     

Evaluation and optimization of chromium removal from tannery effluent by microemulsion in the Morris extractor

A multidisciplinary Road Accident Analysis Group with the objective of conducting in-depth investigations of specific types of accidents has existed in Denmark for some years. The group has analysed head-on collisions, left-turn accidents, truck accidents and single vehicle accidents. The data collection included police reports, the group's investigation of accident sites and vehicles involved, and interviews with the involved road users and witnesses. The main accident factors in the head-on collisions and in the single vehicle accidents were excessive speed, drunk driving and driving under the influence of illegal drugs. The primary accident factors in left-turn accidents were attention errors or misjudging the amount of time available to complete the left turn. In the truck accidents insufficient searching for visual information as well as speeding were major factors. For all the accident themes the primary injury factor was failure to wear seat- belts. The multidisciplinary approach has provided a rather precise knowledge of the contributing factors leading up to the accident. The method requires a lot of resources, which is a limiting factor for the number of accidents to be analysed in this way. However, the method is suitable for analysis of common occurring or very serious types of accidents.     

Applying data mining techniques to explore factors contributing to occupational injuries in Taiwan's construction industry

Construction accident research involves the systematic sorting, classification, and encoding of comprehensive databases of injuries and fatalities. The present study explores the causes and distribution of occupational accidents in the Taiwan construction industry by analyzing such a database using the data mining method known as classification and regression tree (CART). Utilizing a database of 1542 accident cases during the period 2000–2009, the study seeks to establish potential cause-and-effect relationships regarding serious occupational accidents in the industry. The results of this study show that the occurrence rules for falls and collapses in both public and private project construction industries serve as key factors to predict the occurrence of occupational injuries. The results of the study provide a framework for improving the safety practices and training programs that are essential to protecting construction workers from occasional or unexpected accidents.     

The variation of drivers' accident rates between drivers and over time.

Accident records of individual drivers in eight large samples from the general driving population have been analysed as nonhomogeneous Poisson processes, i.e. by assuming that each driver's accidents occur randomly with an individual underlying accident rate that varies in time. Previous hypotheses about the form of this variation are reviewed. The moments of the distribution over drivers of individual underlying accident rates averaged over periods of one or more years are estimated; they indicate that most of the distributions are intermediate in form between the gamma and lognormal distributions. The results suggest the presence of an overall annual factor that multiplies all the individual rates; when this is removed the remaining process is approximately stationary (i.e. the mean and standard deviation are approximately constant in time). The coefficient of variation of individual accident rates falls slowly as the length of the period over which they are averaged increases, indicating positive correlation between the underlying accident rates of the same drivers in different periods. These correlations are estimated directly from the accident frequency data, which appears to be a new and useful method of analysis. For one sample, which spans 14 years, the correlation between two adjacent years is about 0.74 and falls approximately linearly to about 0.49 for two years separated by a gap of 12 years. A "switching process" with differing individual means, previously proposed for drivers' accidents by Bartlett, does not appear to fit these results well. A "scaling process," studied by Mandelbrot and previously found to apply in a number of different fields, provides a better fit to the data and could represent the combined effect of a hierarchy of switching processes operating on different time scales, in accordance with what is known or conjectured about the variation of factors affecting accident rates. Although the data analysed are affected by variation in exposure between drivers, the methods and ideas used have implications that may help to resolve the long-standing dispute about individual accident proneness.     

Road accidents caused by drivers falling asleep

About 29600 Norwegian accident-involved drivers received a questionnaire about the last accident reported to their insurance company. About 9200 drivers (31%) returned the questionnaire. The questionnaire contained questions about sleep or fatigue as contributing factors to the accident. In addition, the drivers reported whether or not they had fallen asleep some time whilst driving. and what the consequences had been. Sleep or drowsiness was a contributing factor in 3.9% of all accidents, as reported by drivers who were at fault for the accident. This factor was strongly over-represented in night-time accidents (18.6%), in running-off-the-road accidents (8.3%), accidents after driving more than 150 km on one trip (8.1%), and personal injury accidents (7.3%). A logistic regression analysis showed that the following additional factors made significant and independent contributions to increasing the odds of sleep involvement in an accident: dry road, high speed limit, driving one's own car, not driving the car daily, high education, and few years of driving experience. More male than female drivers were involved in sleep-related accidents, but this seems largely to be explained by males driving relatively more than females on roads with high speed limits. A total of 10% of male drivers and 4% of females reported to have fallen asleep while driving during the last 12 months. A total of 4% of these events resulted in an accident. The most frequent consequence of falling asleep--amounting to more than 40% of the reported incidents--was crossing of the right edge-line before awaking, whereas crossing of the centreline was reported by 16%. Drivers' lack of awareness of important precursors of falling asleep--like highway hypnosis, driving without awareness, and similar phenomena--as well as a reluctance to discontinue driving despite feeling tired are pointed out as likely contributors to sleep-related accidents. More knowledge about the drivers' experiences immediately preceding such accidents may give a better background for implementing effective driver warning systems and other countermeasures.     

Work-related versus non-work-related road accidents, developments in the last decade in France

The aim of this research was to analyze the changes that have affected work-related road accidents between 1997 and 2006, using police data. The study focused on drivers aged between 14 and 64 years. The characteristics considered were the age, gender, type of vehicle and occupation of the individuals involved and the location, time and severity of the accident. Two periods were compared, 1997-2000 and 2003-2006. Three types of journey were considered: while at work, commuting (going to and from work), and non-work-related.The percentage of all accidents which were work-related varied little over the decade (10% while at work and 18% while commuting). The accidents that occurred while at work still had the lowest fatality rates (1.4% among women and 3.4% among men in 2003-2006). Men accounted for the majority of the casualties: 90% of fatalities while at work and approximately 80% for the other types of journey. The greatest reduction took place in the number of motorists, and this has led to an increase in the proportion of motorized two-wheelers both while at work and while commuting. In the case of accidents while at work, the professional drivers still had the highest risk, craftsmen and shopkeepers were also at higher risk than manual workers of both genders and male employees. Extending analysis of this type to other European countries would be of major interest both for epidemiological monitoring and the prevention of occupational road accidents.     

Modeling traffic accident occurrence and involvement

The Negative Binomial modeling technique was used to model the frequency of accident occurrence and involvement. Accident data over a period of 3 years, accounting for 1,606 accidents on a principal arterial in Central Florida, were used to estimate the model. The model illustrated the significance of the Annual Average Daily Traffic (AADT), degree of horizontal curvature, lane, shoulder and median widths, urban/rural, and the section's length, on the frequency of accident occurrence. Several Negative Binomial models of the frequency of accident involvement were also developed to account for the demographic characteristics of the driver (age and gender). The results showed that heavy traffic volume, speeding, narrow lane width, larger number of lanes, urban roadway sections, narrow shoulder width and reduced median width increase the likelihood for accident involvement. Subsequent elasticity computations identified the relative importance of the variables included in the models. Female drivers experience more accidents than male drivers in heavy traffic volume, reduced median width, narrow lane width, and larger number of lanes. Male drivers have greater tendency to be involved in traffic accidents while speeding. The models also indicated that young and older drivers experience more accidents than middle aged drivers in heavy traffic volume, and reduced shoulder and median widths. Younger drivers have a greater tendency of being involved in accidents on roadway curves and while speeding.     

The deviation concept in occupational accident control—I: Definition and classification

This paper, presented in two parts, assesses the potentialities and limitations of the deviation concept as applied to occupational accident control. A systems variable is classified as a deviation when its value falls outside a norm. In Part I, a systems model of accidents that incorporates the deviation concept is presented. Theories, models, terms, and taxonomies of the occupational accident research literature are analyzed in relation to this model in order to identify general elements. Theoretical and methodological problems concerning the definition of norms and taxonomies of deviations are discussed. In Part II measures of the significance of deviations with respect to the risk of accidents and criteria for the assessment of methods for the collection of data on deviations are operationalized. Empirical research on relations between deviations and accidents and on methods for data collection are reviewed on the basis of these measures and criteria. It is concluded that the deviation concept provides a valid basis for the design of information systems for the efficient control of accidents in production systems in operation. Considerations for the design of information systems for the collection, storing, processing, and feedback of information on deviations for accident prevention purposes are discussed.     

卡车驾驶员的深度知觉研究

用深度知觉测试仪,对２４８ 名男性卡车驾驶员在视觉对象低速和高速运动条件下的深度知觉准确性进行了测量。结果表明：安全组与事故组卡车驾驶员的深度知觉准确性,在视觉对象低速运动条件下差异不显著,高速运动条件下则差异显著;年龄对卡车驾驶员深度知觉准确性无显著影响;工龄对卡车驾驶员深度知觉准确性有显著影响,３０ 年与３０ 年以上工龄组卡车驾驶员的深度知觉准确性较差     

Gender and age distribution of occupational fatalities in Taiwan

This study analyzed fatal occupational injuries in Taiwan. One thousand eight hundred ninety work-related accident reports filed in the years 1996-1999 were extracted from the annual publication of the Council of Labor Affairs (CLA). These data were analyzed in terms of gender, age and work experience of the accident victim as well as accident type and the work-related source of injury to identify significant contributing factors. The CLA data showed that work-related falls were the leading cause of work-related fatalities in both male and female workers (38.2% of male victims and 39.2% of female victims). Gender differences were also noted in the accident type and age of the injured workers. Male workers had a significantly higher prevalence of fatal occupational injuries than female workers throughout the analyzed period (7.4 compared to 0.9 per 100,000 full-time workers). Young males aged 24 years or less had the highest rate of fatal occupational injuries. The finding that gender and age are major factors in occupational injuries is a significant finding in the field of occupational safety and may be helpful for developing accident prevention programs.