车险:5种行为不赔偿

春节前后,驾车上路的特别多。车水马龙,道路拥挤,驾车人要谨慎驾驶,即使有车险,出了事故,若碰上保险公司的免赔条款规定的情况,还是得不到任何的经济补偿。为此,特向上了车险的驾驶人提醒,下列5种驾车行为一旦出了交通事故,保险公司不予赔偿:     

违章作业是焊接伤亡事故的主因

春节前后，驾车上路的特别多。车水马龙，道路拥挤，驾车人要谨慎驾驶，即使有车险，出了事故，若碰上保险公司的免赔条款规定的情况，还是得不到任何的经济补偿。为此，特向上了车险的驾驶人提醒，下列5种驾车行为一旦出了交通事故，保险公司不予赔偿：     

爱车投保 四大招数教你更省钱

续保一辆颐达的车险,在该车上年无责任事故的前提下,全险费用为5680元;如果通过4S店或者保险公司代理人购买,最多只能享受全险7折优惠,即需3976元左右;但如果直接拨打电话车险服务电话向保险公司投保,那么只需要3124元。算一算,比7折的价格还省了852元。以上这种购买车险的"省钱"窍门,作为车主的你是否知道呢?无论是新车主还是老车主,每年都要为爱车投保车险,然而这笔费用如何才能比较划算,同时避免各种投保陷阱呢?     

中美两国汽车驾驶安全影响因素研究

影响汽车驾驶安全的各国道路交通系统以及驾驶员的驾驶行为等存在着差异性 ,许多差异可以通过统计数据的分析 ,或者其他定量研究方法获取 ,但仍然有许多影响驾驶安全的因素难以发现。笔者通过焦点团体座谈会的方法 ,从驾驶者的角度 ,搜集并分析了中美两国驾驶安全的主要影响因素 ,以及具有美国驾驶经历会对我国驾驶员有何影响。通过中美两国定性数据的对比分析 ,得出了主要影响因素 ,与此同时 ,通过问卷调查定量地分析了这些因素的严重程度。     

无忧行车保险箱之四

1、交强险采取什么方式“奖优罚劣”费率浮动？交强险实施第一年实行全国统一保险价格，禁止费率浮动。同时根据《机动车交通事故责任强制保险条例》规定，交强险费率水平将与道路交通安全违法行为和道路交通事故挂钩，安全驾驶者可以享有优惠的费率，交通肇事者将负担较高保险费。其目的在于利用经济调节手段，提高驾驶人的交通安全意识，督促驾驶人安全行驶，有效预防和减少交通事故的发牛。     

交通事故人员伤亡的影响因素分析

为探究交通事故各影响因素对人员伤亡的影响,并根据影响情况给出减少事故伤亡的合理建议,通过收集、统计某市2013年4—9月的交通事故数据,采用Poisson、负二项(NB)、HurdlePoisson(HP)、Hurdle-NB(HNB)、零膨胀Poisson(ZIP)和零膨胀负二项(ZINB)回归模型,对交通事故计数资料进行回归拟合,通过似然比(LR)检验、Vuong检验和拟合优度检验准则比较与选择模型。结果显示,ZINB回归模型拟合效果最佳,肇事车辆有无牌照、车损情况、驾驶人驾驶资历和天气状况等因素对事故中伤亡人数的影响显著,采取限制无牌照车辆出行,保障车辆性能和尽量让驾驶资历高的人驾驶并控制车速等措施能够减少事故伤亡。     

高速公路疲劳驾驶交通事故的控制

针对我国高速公路疲劳驾驶交通事故频发的现状,结合高速公路行车特点,从驾驶员高速行车的生理心理及高速公路行车环境等方面分析高速公路疲劳驾车交通事故原因。根据交通心理学、安全人机学等原理,提出驾驶者自身控制、运输单位内部管理、宣传和舆论、家庭教导、交通部门服务性诱导、交通管理部门的执法和管理等各个方面提出高速公路疲劳驾驶交通事故的控制措施。     

研究刹车痕迹 治理多事路段——怎样消除高速公路危险源

高速公路事故的死亡率是一般公路的两倍,因此,如何发现并消除引发高速公路交通事故的危险源,成为高速公路安全管理工作的基本内容。笔者认为,高速公路交通的安全与否,取决于人、车、路、管理等道路交通综合系统的各个环节能否连续地协调工作。所以,对高速公路安全管理系统的研究,也就是要重点研究影响高速公路交通安全的主要因素,因为这些因素就是交通事故之“源”,只要把交通事故的源头控制好,就能达到预防和减少交通事故的目的。     

驾驶汽车生理素质的训练（一）

目前全世界范围每年约有60多万人死于道路交通事故中，通过对事故的分析和交通安全工程师对人车安全系统的研究，发现驾驶人的生理素质对事故的发生有密切联系。因此，要想安全驾驶一生，就必须了解驾驶员生理方面的知识，掌握一些克服驾驶员生理对安全不利因素的方法。影响驾驶安全的生理因素主要有驾驶员的视觉特性、听觉特性、人体感觉特性、驾驶疲劳特性以及酒后驾车等对安全行车的影响。     

英扩大车险覆盖面 促进道路交通安全

专项调查为全面分析和评估未投保驾驶对道路安全的影响,并尽快调研和提出切实可行的对策,整治无保险驾车顽症,以减少人身和财产损失。2003年,英国交通部委托诺丁汉大学经济学教授大卫·格林那威牵头组织了独立的专项调查。2004年6月,英国交通部(Department for Transport)公布了2003年全英道路交通事故报告,     

Risky behavior of drivers of motorized two wheeled vehicles in India

INTRODUCTION: Motorized two-wheeled vehicles (MTV) account for a large proportion of road traffic in India and the riders of these vehicles have a high risk of road traffic injuries. We report on the availability of drivers licenses, use of a helmet, driver behavior, and condition of vehicles for MTV drivers in Hyderabad, a city in India METHODS: Drivers of a MTV aged >16 years were interviewed at petrol filling stations RESULTS: There were 4,183 MTV drivers who participated in the study. Four hundred sixty one (11%; 95% CI 9.7-12.3%) drivers had not obtained a drivers license and 798 (21.4%) had obtained a license without taking the mandatory driving test. Two thousand nine hundred twenty (69.8%; 95% CI 67.9-71.7%) drivers reported no/very occasional use of a helmet, the significant predictors of which included that those driving borrowed a MTV (odds ratio 7.90; 95% CI 3.40-18.40) or driving moped/scooterette/scooter as compared with motorcycle (3.32; 2.76-3.98), lower education (3.10; 2.66-3.61), age >45 years (2.41; 1.63-3.57), and males (1.57; 1.16-2.13). Two thousand five hundred and eight (59.9%) drivers reported committing a traffic law violation at least once within the last 3 months. Overall, 1,222 (29.2%) drivers reported ever being caught by traffic police for a traffic law violation with data on violations available for 1,205 of these drivers, of whom 680 (56.4%) paid a fine, 310 (25.7%) paid by bribe, and 215 (17.8%) made no payment. The proportion of those who did not make payment for committed violation was significantly higher among females (46.8%) than males (16.3%). Two thousand fifty two (49%) of all MTVs had no rearview mirror CONCLUSIONS: These data suggest the need to enact and enforce policy interventions for improving the drivers license system, mandatory use of a helmet, effective traffic law enforcement, and ensuring good vehicle condition to reduce the risk factors that potentially contribute to mortality and morbidity in road traffic crashes in MTV drivers in Indian cities.     

车辆保险--交通安全管理的经济手段

中国道路交通安全面临着前所未有的挑战.本文在分析车辆保险与投保人安全驾驶关系的基础上,提出推行车辆保险是解决我国当前道路交通安全、保障交通事故受害者合法权益的有效经济手段之一.     

Views of US drivers about driving safety

Problem: To assess how drivers view dangers on the highway, what motivates them to drive safely, how they say they reduce their crash and injury risk, and how they rate their own driving skills. Results: Most drivers rated their skills as better than average. The biggest motivating factor for safe driving was concern for safety of others in their vehicle, followed by negative outcomes such as being in a crash, increased insurance costs, and fines. The greatest threats to their safety were thought to be other drivers' actions that increase crash risk such as alcohol impairment or running red lights. In terms of reducing crashes and injuries, drivers tended to focus on actions they could take such as driving defensively or using seat belts. There was less recognition of the role of vehicles and vehicle features in crash or injury prevention. Impact on research, practice, and policy: Knowing how drivers view themselves and others, their concerns, and their motivations and techniques for staying out of trouble on the roads provides insight into the difficulty of changing driving practices.     

Does longevity impact the severity of traffic crashes? A comparative study of young-older and old-older drivers

Introduction: This article analyzes the effect of driver’s age in crash severity with a particular focus on those over the age of 65. The greater frequency and longevity of older drivers around the world suggests the need to introduce a possible segmentation within this group at risk, thus eliminating the generic interval of 65 and over as applied today in road safety data and in the automobile insurance sector. Method: We investigate differences in the severity of traffic crashes among two subgroups of older drivers –young-older (65–75) and old-older (75+), and findings are compared with the age interval of drivers under 65. Here, we draw on data for 2016 provided by Spanish Traffic Authority. Parametric and semi-parametric regression models are applied. Results: We identified the factors related to the crash, vehicle, and driver that have a significant impact on the probability of the crash being slight, serious, or fatal for the different age groups. Conclusions: We found that crash severity and the expected costs of crashes significantly increase when the driver is over the age of 75. Practical Applications: Our results have obvious implications for regulators responsible for road safety policies – most specifically as they consider there should be specific driver licensing requirements and driving training for elderly – and for the automobile insurance industry, which to date has not examined the impact that the longevity of drivers is likely to have on their balance sheets.     

大货车驾驶员交通心理与交通安全的研究

笔者从交通心理学的角度,对大货车驾驶员在行驶过程中的心理状况、因攻击性驾驶行为、强烈的冒险动机的驱使、对道路期望心理的失衡及交通安全感偏差等不良心理因素而导致恶性交通事故进行分析。通过研究得出以下结论大货车驾驶员是一特殊的群体,应重视对该群体的教育、培训与管理,从而提高驾驶员的职业道德水平、性格品质、交通安全感及驾驶技能,以改善道路安全环境和交通安全状况、降低道路交通事故发生率。     

疲劳驾驶交通事故的严重程度影响因素分析

为探究和定量分析疲劳驾驶交通事故严重程度的影响因素,以广东省1370条疲劳驾驶事故数据为基础,对比分析不同年份、时间段以及年龄段的疲劳驾驶交通事故特征;以交通事故严重程度为因变量,将其分为严重事故和非严重事故,从驾驶员年龄、驾龄、车辆类型等17个初步选择的自变量中筛选对疲劳驾驶交通事故严重程度具有显著影响的因素;采用二...     

Poverty as a determinant of young drivers' fatal crash risks

Problem

U.S. teenaged and young-adult drivers' elevated rates of fatal traffic crash involvement typically are attributed to biological and developmental risk-taking associated with young age. However, young drivers differ from older ones along several sociodemographic dimensions, including higher poverty rates and greater concentration in poorer areas, which may contribute to their risks.

Method

Using Fatality Analysis Reporting System, Census, and Federal Highway Administration data for 1994-2007, bivariate and multivariate regression analyses were conducted of fatal motor-vehicle crash involvements per 100 million miles driven by driver age (16 through 74) and state along with 14 driver-, vehicle-, and state-level variables.

Results

Driver age was not a significant predictor of fatal crash risk once several factors associated with high poverty status (more occupants per vehicle, smaller vehicle size, older vehicle age, lower state per-capita income, lower state population density, more motor-vehicle driving, and lower education levels) were controlled. These risk factors were significantly associated with each other and with higher crash involvement among adult drivers as well.

Summary and Discussion

The strong association between fatal crash risk and environments of poverty as operationalized by substandard vehicle and driving conditions suggests a major overlooked traffic safety factor particularly affecting young drivers.     

Deterioration of the useful visual field with ageing during simulated driving in traffic and its possible consequences for road safety

A previous study has shown that the useful visual field deteriorates in a simulated road traffic situation as a function of the driver’s age and of the vehicle’s speed under monotonous conditions [Rogé, J., Pébayle, T., Lambilliotte, E., Spitzenstetter, F., Giselbrecht, D., Muzet, A., 2004. Influence of age, speed and duration of monotonous driving task in traffic on the driver’s useful visual field. Vision Research 44 (23), 2737–2744]. The aim of this new experiment is to study the effects of traffic density and age on the useful visual field of the driver during a simulated driving task with controlled traffic characteristics (speed, number of cars) for all participants. In total, 10 young drivers (m = 28.2 years) and 10 older drivers (m = 51.2 years) followed a car in road traffic at an average speed of 126 km h⁻¹ during two 2 h sessions corresponding to two conditions of traffic (light traffic, with five vehicles around the participant; and heavy traffic, with nine vehicles). While following this vehicle, the driver had to detect changes in the colour of a signal located in the central part of his or her visual field and a signal that appeared at different eccentricities on the rear lights of other vehicles in the traffic. Analysis of the data indicated that age interacted with the location of the peripheral signal and density of traffic interacted with the duration of driving. The implications of these results are discussed in terms of road safety and in terms of models of deterioration of the useful visual field (general interference and tunnel vision).     

Validation of not-at-fault driver representativeness assumption for quasi-induced exposure using U.S. national traffic databases

Introduction:The quasi-induced exposure (QIE) method has been widely implemented into traffic safety research. One of the key assumptions of QIE method is that not-at-fault drivers represent the driving population at the time of a crash. Recent studies have validated the QIE representative assumption using not-at-fault drivers from three-or-more vehicle crashes (excluding the first not-at-fault drivers; D3_other) as the reference group in single state crash databases. However, it is unclear if the QIE representativeness assumption is valid on a national scale and is a representative sample of driving population in the United States. The aims of this study were to assess the QIE representativeness assumption on a national scale and to evaluate if D3_other could serve as a representative sample of the U.S. driving population. Method: Using the Fatality Analysis Reporting System (FARS) and the National Occupant Protection Use Survey (NOPUS), distributions of driver gender, age, vehicle type, time, and roadway type among the not-at-fault drivers in clean two-vehicle crashes, the first not-at-fault drivers in three-or-more-vehicle crashes, and the remaining not-at-fault drivers in three-or-more vehicle crashes were compared to the driver population observed in NOPUS. Results: The results showed that with respect to driver gender, vehicle type, time, and roadway type, drivers among D3_other did not show statistical significant difference from NOPUS observations. The age distribution of D3_other driver was not practically different to NOPUS observations. Conclusions: Overall, we conclude that D3_other drivers in FARS represents the driving population at the time of the crash. Practical applications: Our study provides a solid foundation for future studies to utilize D3_other as the reference group to validate the QIE representativeness assumption and has potential to increase the generalizability of future FARS studies.     

Characteristics and risks of drivers with low annual distance driven

OBJECTIVES: It has been noted by several authors that risk (defined only in terms of total expected numbers of crash involvements per total distance driven) paints a misleading picture of crash liability, particularly for the young and the old, as their high risk is associated with risky driving patterns typical of people who drive low annual kms. This article sets out to analyze these driving patterns of low-km drivers and to evaluate the risk of these patterns. As licensing programs tend to focus on young and old drivers, who tend to drive lower annual distances, income and employment data are also analyzed for low-km drivers. This is to provide a better picture for policy makers of the sort of people and the sorts of transportation requirements that their policies may affect. METHODS: Crash data and travel data were disaggregated by driver characteristics and by driving conditions (road type, day and night, weekend and weekday) and combined to form estimates of risk for typical driving patterns of driver groups. Characteristics of driving patterns and of the drivers themselves were derived for groups defined by age and by the amount of annual driving undertaken. RESULTS: Older drivers who drive less tend to have higher risk per km mainly due to their predominantly urban trips. Nevertheless, because older drivers on average manage to reduce their risk per distance driven by choosing driving patterns that are safer than the driving patterns of other age groups, the risk of older drivers as a group is not overestimated. CONCLUSION: Despite being quite different from one another, the low- and high-km driving patterns of younger drivers were found to impose identical risks.