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.     

Motorists' knowledge,attitudes and practices toward alcohol-impaired driving/riding in Ghana

Objectives: The main objective of this study was to establish the knowledge, attitudes, and practices toward drink driving/riding as a risk factor for road traffic crashes in 3 regional capitals in Ghana.

Methods: The study used a face-to-face approach to randomly sample motorists who were accessing various services at fuel/gas stations, garages, and lorry terminals in 3 cities in Ghana.

Results: Over the previous 12 months, 24% of all motorists and 55% of motorists who were current alcohol users reported driving or riding a vehicle within an hour of alcohol intake. On average, motorists/riders who were current alcohol users consumed 4 standard drinks per drinking occasion. Generally, 83% of motorists who currently use alcohol walked, rode, or drove home after consuming alcohol away from their homes. Motorists/riders who reported drink driving were 4 times more likely to have had previous traffic violation arrests compared to those who reported no drink driving/riding (P =.001). Respondents were of the opinion that speeding was the major cause of traffic crashes, followed by driver carelessness, poor road conditions, inexperienced driving, and drink driving, in that order. Thirty-six percent of motorists who use alcohol had the perception that consuming between 6 and 15 standard drinks was the volume of alcohol that will take them to the legal blood alcohol concentration (BAC) limit of 0.08%. Compared to females, male motorists/riders were more likely to report drink driving (adjusted odds ratio [AOR] = 5.15; 95% confidence interval [CI], 2.31 to 11.47). Private motorists also reported a higher likelihood of drink driving compared to commercial drivers (AOR = 3.36; 95% CI, 1.88 to 6.02). Only 4% of motorists knew the legal BAC limit of Ghana and only 2% had ever been tested for drink driving/riding.

Conclusion: The volumes of alcohol that motorists typically consume per drinking occasion were very high and their estimates of the number of drinks required to reach the legal BAC limit was also very high. Provision of authoritative information advising motorists about safe, responsible, or low-risk levels of alcohol consumption is imperative. Many traffic violations including drink driving were reported, thus suggesting a need for enhanced policing and enforcement. However, given the low level of knowledge of the legal BAC limit, educating motorists about how many drinks will approximate the legal BAC should be intensified prior to an increase in enforcement; otherwise, the desired outcome of enforcement may not be achieved.     

Novice teen driving: GDL and beyond

The Symposium on Novice Teen Driving: GDL and Beyond--Research Foundations for Policy and Practice, held in Tucson, AZ, on February 5-7, 2007, provided a detailed overview of graduated driver licensing (GDL) and other beginning driver issues in the United States. This paper summarizes the information presented at the Symposium and in its background papers. IMPACT ON INDUSTRY: This information and summary should help all interested persons and organizations, including industry, in their efforts to improve GDL and teen driver programs in the United States, which in turn will further reduce traffic crashes and fatalities involving teenage drivers.     

On-board safety monitoring systems for driving: review, knowledge gaps, and framework

IntroductionFatal highway incidents remain the leading type of fatal work-related event, carrying tremendous personal, social, and economic costs. While employers with a fixed worksite can observe and interact directly with workers in an effort to promote safety and reduce risk, employers with workers who operate a motor vehicle as part of their job have fewer options. New technologies such as on-board safety monitoring systems offer the potential to further improve safety. These technologies allow vehicle owners to collect safety-specific information related to a driver's on-the-road behavior and performance. While many such devices are being developed and implemented in both commercial fleets and private vehicles, the scientific examination of these devices has lagged by comparison.MethodIn the current paper, we: (a) describe the general features and functionality of current generations of on-board monitoring devices and how they might impact various driver behaviors; (b) review the current state of scientific knowledge specific to on-board devices; (c) discuss knowledge gaps and potential areas for future research, borrowing from the related domain of computer-based electronic performance monitoring (EPM); and (d) propose a framework that can be used to explore some of the human-system interactions pertaining to monitoring systems.Impact on IndustryMotor vehicle crashes can carry tremendous costs for employers, in terms of injury, disability, and loss of potentially productive work years. New technologies can offer tremendous benefits in terms of promoting safer on-the-road behaviors.     

Parental perceptions of teen driving: Restrictions,worry and influence

IntroductionParents play a critical role in preventing crashes among teens. Research of parental perceptions and concerns regarding teen driving safety is limited. We examined results from the 2013 Summer ConsumerStyles survey that queried parents about restrictions placed on their teen drivers, their perceived level of “worry” about their teen driver’s safety, and influence of parental restrictions regarding their teen’s driving.MethodsWe produced frequency distributions for the number of restrictions imposed, parental “worry,” and influence of rules regarding their teen’s driving, reported by teen’s driving license status (learning to drive or obtained a driver’s license). Response categories were dichotomized because of small cell sizes, and we ran separate log-linear regression models to explore whether imposing all four restrictions on teen drivers was associated with either worry intensity (“a lot” versus “somewhat, not very much or not at all”) or perceived influence of parental rules (“a lot” versus “somewhat, not very much or not at all”).ResultsAmong the 456 parent respondents, 80% reported having restrictions for their teen driver regarding use of safety belts, drinking and driving, cell phones, and text messaging while driving. However, among the 188 parents of licensed teens, only 9% reported having a written parent-teen driving agreement, either currently or in the past. Worrying “a lot” was reported less frequently by parents of newly licensed teens (36%) compared with parents of learning teens (61%).Conclusions and Practical ApplicationsParents report having rules and restrictions for their teen drivers, but only a small percentage formalize the rules and restrictions in a written parent-teen driving agreement. Parents worry less about their teen driver’s safety during the newly licensed phase, when crash risk is high as compared to the learning phase. Further research is needed into how to effectively support parents in supervising and monitoring their teen driver.     

行为安全管理的探索与实践

行为安全是安全管理的主要内容,本文从实践角度,为行为安全管理提供了可参考的经验,即:围绕以人为本主线,把握住依靠员工、教育员工和激励员工三个前提,处理好身体状态、家庭状态、思想状态、精神状态和操作状态与行为安全的关系.     

Mobile phone use while driving: Development and validation of knowledge,attitude, and practice survey instruments

Introduction: Instruments that assess the knowledge, attitude, and practice (KAP) of mobile phone use serve as a primary assessment tool on which mobile phone distracted driving interventions can be designed. The objective of this study is to develop and validate KAP-modeled survey instruments that measure the knowledge of mobile phone hazards while driving (KMPHD), the attitude of drivers towards mobile phone use while driving (AMPUD), and the practice of mobile phone use while driving (PMPUD). Method: This study was a cross-sectional analytical survey conducted in Ibadan, Nigeria. Three instruments were designed to measure KMPHD, AMPUD, and PMPUD. Content validity, item analysis, exploratory factor analysis were conducted, and items were excluded based on the collective results of the analysis. The domains of the constructs and the reliability of the instruments are reported. A confirmatory factor analysis was used to assess the regression weights of each item and the model fit. Results: From an original list of 13, 12, and 10 items in the KMPHD, AMPUD, and PMPUD instruments, a final list of 7, 5, and 7 items were generated in each survey instrument, respectively. Two domains of the knowledge of hazards and practice of mobile phone use were obtained, and attitude to phone use while driving was a single domain. The reliabilities (Cronbach alpha) of the KMPHD (0.881), AMPUD (0.954), and PMPUD (0.920) were sufficiently high. Also, all items in the three instruments had moderate-to-high regression coefficients, and the model fits of the instruments were good. Conclusions: This study provides KAP-modeled survey instruments that can be used to assess a population-based knowledge, attitude, and practice of mobile phone use while driving. Practical Applications: This survey instrument can be used in assessing baseline knowledge, attitude, and practice of phone use while driving and determine the focus and effectiveness of mobile phone-induced distracted driving interventions.     

Comparing safety climate factors as predictors of work-related driving behavior

INTRODUCTION: Research suggests safety climate (SC) is a strong predictor of safety-related outcomes in organizations. This study explores the relationship between six SC dimensions and four aspects of work-related driving. METHOD: The SC factors measured were "communication and procedures," "work pressures," "relationships," "safety rules," "driver training," and "management commitment." The aspects of self-reported occupational driving measured were traffic violations, driver error, driving while distracted, and pre-trip vehicle maintenance. RESULTS: Hierarchical regression analyses revealed that the SC factors accounted for significant amounts of variance in all four aspects of work-related driving, over and above the control factors of age, sex, and work-related driving exposure. However, further investigation indicated certain SC factors (particularly safety rules, communication, and management commitment) were more strongly related to specific aspects of work-related driving behavior than others. Together, the SC factors were better able to predict self-reported distraction from the road than the other aspects of driving behavior measured. Implications for occupational safety, particularly for the management of work-related drivers are discussed.     

Covariability in three dimensions of teenage driving risk behavior: impaired driving,risky and unsafe driving behavior,and secondary task engagement

Objective: This research examined the extent to which teenagers who engaged in one form of risky driving also engaged in other forms and whether risky driving measures were reciprocally associated over time.

Methods: The data were from waves 1, 2, and 3 (W1, W2, and W3) of the NEXT Generation study, with longitudinal assessment of a nationally representative sample starting with 10th graders starting in 2009–2010. Three measures of risky driving were assessed in autoregressive and cross-lagged analyses: driving while alcohol/drug impaired (DWI), Checkpoints Risky Driving Scale (risky and unsafe driving), and secondary task engagement while driving.

Results: In adjusted autoregression models, the risk variables demonstrated high levels of stability, with significant associations observed across the 3 waves. However, associations between variables were inconsistent. DWI at W2 was associated with risky and unsafe driving at W3 (β = 0.21, P < .01); risky and unsafe driving at W1 was associated with DWI at W2 (β = 0.20, P < .01); and risky and unsafe driving at W2 is associated with secondary task engagement at W3 (β = 0.19, P < .01). Over time, associations between DWI and secondary task engagement were not significant.

Conclusions: Our findings provide modest evidence for the covariability of risky driving, with prospective associations between the Risky Driving Scale and the other measures and reciprocal associations between all 3 variables at some time points. Secondary task engagement, however, appears largely to be an independent measure of risky driving. The findings suggest the importance of implementing interventions that addresses each of these driving risks.     

领导行为、安全文化与矿工安全行为的结构方程模型

为了提高矿工的安全行为,在相关研究基础上,提出领导行为、安全文化与矿工安全行为之间的理论假设模型。依据436份来自矿工的有效问卷,利用结构方程模型方法验证假设。结果表明:领导行为、安全文化对于安全行为具有一定的预测力和影响力,领导行为不仅对安全文化有直接影响,也通过安全文化间接影响安全行为;交易型领导对安全行为的整体影响强度高于变革型领导;变革型领导和交易型领导对安全文化各维度均有显著的正向影响关系;安全文化中除安全规程和安全培训对安全参与行为预测力不足外,其余维度均对安全遵守行为和安全参与行为有显著的正向影响关系。     

Aggressive driving: a survey of attitudes, opinions and behaviors

INTRODUCTION: Aggressive driving encompasses a continuum of behaviors that range from extreme acts, such as shootings, to less severe manifestations, such as arguments and gestures. It is clear from the available data that aggressive driving is not uncommon and very risky. However, little is known about the opinions and practices of drivers. The purpose of this study was to help bridge these gaps. METHODS: The data were gathered by means of a public opinion poll among a representative sample of 1,201 Canadian drivers. Univariate frequency distributions and 95% confidence intervals were calculated and logistic regression and generalized linear latent models were used to summarize the data. RESULTS: It was found that the issue of aggressive driving is a significant one as a considerable percentage of drivers admits to it. The results coming from the logistic regression and the generalized linear latent model suggest that male and younger drivers are more likely to behave aggressively in traffic and that behaving more aggressively is associated with a history of traffic tickets. DISCUSSION: When gauging people's attitudes, opinions, and behaviors, it becomes clear that aggressive driving is a considerable problem. There also seems to be a need for a better understanding of which specific behaviors respondents associate with the generic term "aggressive driving." IMPACT ON INDUSTRY: Results from this study further emphasize the need of increasing the aggressive driving knowledge base.     

Predicting road safety behavior with implicit attitudes and the Theory of Planned Behavior

Introduction The Theory of Planned Behavior (TPB) is one of the most widely used psychological models when it comes to explaining road safety behaviors. Recently, studies have also been conducted from the perspective of dual-process models. However, the present is the first study on road safety behaviors that integrates both perspectives. The study evaluates the roles of both implicit attitudes and TPB constructs in the prediction of seatbelt use. Method A sample of 100 drivers completed: (1) a self-reporting instrument on seatbelt use, (2) a questionnaire addressing TPB constructs, (3) an indirect measure of attitudes (Implicit Association Test), and (4) a social desirability scale. Results Results suggest that both types of attitudes make a significant and quite similar contribution to the explanation of seatbelt use. Interestingly, implicit attitudes were a better predictor than explicit attitudes among participants reporting inconsistent seatbelt use. In addition, path analysis models suggested that implicit attitudes appear to be relatively independent of TPB constructs and have a direct effect on seatbelt use. Conclusion The findings advance the idea of adding implicit attitudes to variables from the TPB model in order to increase the explanatory power of models used to predict road safety behaviors. Practical applications Potential use of implicit attitude measures in the education and training of drivers are discussed.     

Parents' views of teen driving risks, the role of parents, and how they plan to manage the risks

PROBLEM: There is limited information about how parents view teen driving risks and intend to handle these risks during the licensing process, and how they will respond to graduated licensing provisions. METHODS: Parents in Connecticut were interviewed when their teens got their learner's permit. The survey was undertaken when the state did not have a midnight restriction or a passenger restriction. RESULTS: Generally, parents were well aware of teen driving risks, thought parents should be thoroughly involved in the licensing process, and plan to be active participants themselves. DISCUSSION: Parents were concerned about the risk of driving after midnight and already restrict that behavior. However, parents do not seem to see or understand the risks of having even one teen passenger in the vehicle. IMPACT ON INDUSTRY: The views and existing practices of parents need to be taken into account in deciding on the provisions of graduated licensing legislation and how to best ensure acceptance and compliance.     

Fatigued and drowsy driving: a survey of attitudes, opinions and behaviors

INTRODUCTION: There is evidence suggesting that the problem of fatigued or drowsy driving is an important contributor to road crashes. However, not much is known about public perceptions of the issue. The purpose of this study was to obtain information on attitudes, opinions, and professed practices related to fatigued or drowsy driving. METHODS: The data were gathered by means of a public opinion poll among a representative sample of 750 Ontario drivers. RESULTS: A majority of drivers (58.6%) admitted that they occasionally drive while fatigued or drowsy. Of greater importance, 14.5% of respondents admitted that they had fallen asleep or "nodded off" while driving during the past year. Nearly 2% were involved in a fatigue or drowsy driving related crash in the past year. Respondents were also asked about measures they take to overcome fatigue or drowsiness. Results indicate that relatively ineffective measures such as opening the window or playing music are the most popular; the most effective preventive measure--taking a rest--is the least popular. DISCUSSION: The prevalence of the behavior, coupled with the ineffective prevention measures favored by the public suggest there is a need for increasing their level of awareness and knowledge about the problem. IMPACT ON INDUSTRY: Results from this study further emphasize the importance of increasing the fatigued and drowsy driving knowledge base and the need to educate the public about it.     

Crash histories,safety perceptions,and attitudes among Virginia bicyclists

IntroductionCycling injury and fatality rates are on the rise, yet there exists no comprehensive database for bicycle crash injury data.MethodWidely used for safety analysis, police crash report datasets are automobile-oriented and widely known to under-report bicycle crashes. This research is one attempt to address gaps in bicycle data in sources like police crash reports. A survey was developed and deployed to enhance the quality and quantity of available bicycle safety data in Virginia. The survey captures bicyclist attitudes and perceptions of safety as well as bicycle crash histories of respondents.ResultsThe results of this survey most notably show very high levels of under-reporting of bicycle crashes, with only 12% of the crashes recorded in this survey reported to police. Additionally, the results of this work show that lack of knowledge concerning bicycle laws is associated with lower levels of cycling confidence. Count model results predict that bicyclists who stop completely at traffic signals are 40% less likely to be involved in crashes compared to counterparts who sometimes stop at signals. In this dataset, suburban and urban roads with designated bike lanes had more favorable injury severity profiles, with lower percentages of severe and minor injury crashes compared to similar roads with a shared bike/automobile lane or no designated bike infrastructure.     

Longitudinal examination of underage drinking and subsequent drinking and risky driving

INTRODUCTION: Alcohol use, alcohol misuse, and risky driving from adolescence into young adulthood were compared by drinking onset age. METHODS: Surveys were administered in Grades 5/6, 6/7, 7/8, 10, 12, and at approximately age 23. Participants were placed into Drinking Onset groups based on self-reported alcohol use frequency on the adolescent surveys. Driving records were examined in three age periods: under 21, 21-25, and 26+. RESULTS: The earliest drinking initiators reported higher alcohol use and misuse on each survey, and were more likely to have risky driving offenses before age 21 and to have alcohol driving offenses in all three age periods. DISCUSSION: The earliest drinking initiators engaged in risky drinking behavior and risky driving behavior that was consistently higher than those with later drinking initiation, beginning in adolescence and persisting well into young adulthood.     

Comparison of self-report and objective measures of driving behavior and road safety: A systematic review

IntroductionThis research systematically reviewed the existing literature in regards to studies which have used both self-report and objective measures of driving behavior. The objective of the current review was to evaluate disparities or similarities between self-report and objective measures of driving behavior.MethodsSearches were undertaken in the following electronic databases, PsycINFO, PubMed, and Scopus, for peer-reviewed full-text articles that (1) focused on road safety, and (2) compared both subjective and objective measures of driving performance or driver safety. A total of 22,728 articles were identified, with 19 articles, comprising 20 studies, included as part of the review.ResultsThe research reported herein suggested that for some behaviors (e.g., driving in stressful situations) there were similarities between self-report and objective measures while for other behaviors (e.g., sleepiness and vigilance states) there were differences between these measurement techniques. In addition, findings from some studies suggested that in-vehicle devices may be a valid measurement tool to assess driving exposure in older drivers.ConclusionsFurther research is needed to examine the correspondence between self-report and objective measures of driving behavior. In particular, there is a need to increase the number of studies which compare “like with like” as it is difficult to draw comparisons when there are variations in measurement tools used.Practical applicationsIncorporating a range of objective and self-report measurements tools in research would help to ensure that the methods used offer the most reliable measures of assessing on-road behaviors.     

Whole-body vibration knowledge survey of U.S. occupational safety and health professionals

Problem

Whole-body vibration (WBV) is an occupational issue of concern due to adverse health effects or simple discomfort and annoyance. Unlike in Europe, WBV is an emerging topic in the U.S. safety and health (S&H) professional community. We hypothesized that at least one-half of the U.S. occupational S&H professionals knew little or nothing about WBV.

Method

We conducted a cross-sectional study (survey) of WBV knowledge among members of the American Society of Safety Engineers. A Likert scale (1-none to 5-expert) was used to determine WBV topic knowledge levels (KL_1-5).

Results

Analysis of 2,764 responses revealed that 69.5% of the participants self-reported a less than basic WBV understanding. The WBV KL_1-5 mean for all participants was 1.94 ± 1.00, corresponding to an awareness of WBV without a depth of understanding.

Summary

Many at-risk U.S. workers may not be supported by occupational S&H professionals with adequate WBV knowledge.

Impact on Industry

A significant number of U.S. workers may be exposed to unhealthy levels of whole-body vibration. However, the U.S. occupational safety and health community is generally unprepared to anticipate, monitor, and control the whole-body vibration hazard.