Road traffic crashes among farm vehicle drivers in southern China: A cross-sectional survey

Objective: The objective of this study was to identify the prevalence and potential risk factors of farm vehicle–related road traffic crashes among farm vehicle drivers in southern China.

Methods: A cross-sectional study was used to interview 1,422 farm vehicle drivers in southern China. Farm vehicle–related road traffic crashes that occurred from December 2013 to November 2014 were investigated. Data on farm vehicle–related road traffic crashes and related factors were collected by face-to-face interviews.

Results: The prevalence of farm vehicle–related road traffic crashes among the investigated drivers was 7.2%. Farm vehicle–related road traffic crashes were significantly associated with self-reported vision problem (adjusted odds ratio [AOR] = 6.48, 95% confidence interval [CI], 3.86–10.87), self-reported sleep disorders (AOR = 10.03, 95% CI, 6.28–15.99), self-reported stress (AOR = 20.47, 95% CI, 9.96–42.08), reported history of crashes (AOR = 5.40, 95% CI, 3.47–8.42), reported history of drunk driving (AOR = 5.07, 95% CI, 2.97–8.65), and reported history of fatigued driving (AOR = 5.72, 95% CI, 3.73–8.78). The number of road traffic crashes was highest in the daytime and during harvest season. In over 96% of farm vehicle–related road traffic crashes, drivers were believed to be responsible for the crash. Major crash-causing factors included improper driving, careless driving, violating of traffic signals or signs, and being in the wrong lane.

Conclusion: Findings of this study suggest that farm vehicle–related road traffic crashes have become a burgeoning public health problem in China. Programs need to be developed to prevent farm vehicle–related road traffic crashes in this emerging country.     

Driver licensing,motor-vehicle crashes,and moving violations among older adults

IntroductionDriving is important for well-being among older adults, but age-related conditions are associated with driving reduction or cessation and increased crash risk for older drivers. Our objectives were to describe population-based rates of older drivers’ licensing and per-driver rates of crashes and moving violations.Methods: We examined individual-level statewide driver licensing, crash, and traffic citation data among all New Jersey drivers aged ≥ 65 and a 35- to 54-year-old comparison group during 2010–2014. Rate ratios (RR) of crashes and moving violations were estimated using Poisson regression.Results: Overall, 86% of males and 71% of females aged ≥ 65 held a valid driver’s license. Older drivers had 27% lower per-driver crash rates than middle-aged drivers (RR: 0.73, 95% CI: 0.73, 0.74)—with appreciable differences by sex—but 40% higher fatal crash rates (RR: 1.40 [1.24, 1.58]). Moving violation rates among older drivers were 72% lower than middle-aged drivers (RR: 0.28 [0.28, 0.28]).Conclusion: The majority of older adults are licensed, with substantial variation by age and sex. Older drivers have higher rates of fatal crashes but lower rates of moving violations compared with middle-aged drivers.Practical applications: Future research is needed to understand the extent to which older adults drive and to identify opportunities to further reduce risk of crashes and resultant injuries among older adults.     

Risk factors in urban road traffic accidents

INTRODUCTION: The urban road traffic accident (RTA) risks for the city of Zagreb, Croatia, from 1999 through 2000 were analyzed with the aim of reducing the increasing injury incidence. METHOD: Simple and bivariate analysis using chi(2), odds ratio, and confidence interval of 95% was used to determine risks in three outcome groups: killed, severely, and mildly injured. RESULTS: There were 528 RTA victims consisting of 260 severely, 213 mildly injured, and 55 killed at the scene of an accident and during transportation. More fatal accidents occurred during night hours (OR=3.78; 95% CI, 2.08-6.85), on urban road links (OR=2.33; 95% CI, 1.30-4.19), and at exceeding speed limit (OR=2.56; 95% CI, 1.43-4.61). More people were injured than killed on urban junctions (OR=5.27; 95% CI, 2.21-12.57). The highest combined risk of dying or being severely injured was found in males, driving at excessive speed, on urban links, and during bad visibility (OR=16.15; 95% CI, 3.901-66.881). CONCLUSION: These results will influence the urban traffic police enforcement measures, which will change inappropriate behavior of drivers and protect the least experienced road users.     

Relationship between traffic fatalities and drunk driving in Japan

OBJECTIVE: The present study was performed to clarify the relation between alcohol use and traffic fatalities in accidents involving motor vehicles in Japan. METHODS: Data on traffic accidents were collected from Fukuoka Prefectural Police records of traffic accidents which occurred in that prefecture between 1987 and 1996. Multiple logistic regression models were used to assess the effect of alcohol use on the risk of traffic-accident death. RESULTS: The data showed that 58,421 male drivers were involved in traffic accidents during the 10-year study period, and that 271 of these were killed as a result of the accident. Alcohol use was significantly associated with speed, seat belt use, time, and road form. Among male motorcar drivers, the odds ratio of alcohol use before driving, after adjusting for age, calendar year, time, and road form, was 4.08 (95% confidence interval, 3.08-5.40), which means that about 75% of fatalities (attributable risk percent among exposed) might have been prevented if drivers had not drunk before driving. CONCLUSIONS: Alcohol use before driving resulted in a 4.08-fold increase in the risk of death in a traffic accident. It is suggested that alcohol use is considered an important risk factor for fatality in traffic accidents.     

Oregon's habitual traffic offender program: An evaluation of the effectiveness of license revocation

This report presents the results of a study of the effectiveness of license revocation for habitual offenders. Drivers whose licenses were revoked were compared with a similar group of drivers whose licenses were not revoked. All revoked drivers had significantly fewer nonmajor violations than did the control drivers. Revoked drivers who received the revocation notice (47%) also had significantly fewer accidents and major violations. Moreover, revoked drivers demonstrated a significant change in the pattern of violation types after revocation. It was concluded that: (a) revocation seems to be an effective way to deter habitual traffic offenders, because habitual offenders whose licenses are revoked have fewer traffic involvements than would be expected if they were not revoked; (b) license revocation would be more effective if the rate of delivery of the revocation notice was higher; and (c) even though many habitual offenders drive illegally after revocation, there is evidence that improved driving behavior, as well as reduced exposure, contributes to the effectiveness of the program.     

Investigating the role of socio-economic factors in comprehension of traffic signs using decision tree algorithm

IntroductionDrivers' ability to comprehend the meaning of traffic signs is essential to safe driving. Drivers' personal characteristics are believed to play a crucial role in determining drivers' comprehension of traffic signs.MethodThis study investigates the role of age, gender, marital status, license category, educational level, driving experience, monthly income, and number of traffic violation during the last five years in drivers' comprehension of 39 posted traffic signs in the city of Irbid, Jordan. These signs include 15 regulatory signs, 17 warning signs, and 7 guidance signs. A total of 400 paper-based surveys were completed by drivers with different socio-economic characteristics. Subsequently, a decision tree was created for each category of traffic signs to identify the most influential factors affecting drivers' comprehension. Each tree was created twice; once using the whole data set for building and validating the tree, and a second time only using 80% of the data for building and 20% for validating.ResultsThe accuracy of the generated trees in predicting drivers' comprehension of regulatory, guidance, and warning traffic signs was 70%, 71%, and 66.5%, respectively, when using the whole data for building and validating the tree, and was 65%, 62.5%, and 61.3%, respectively, when using only 80% of the data for building and the remaining for validating.ConclusionsThe generated decision trees showed that driving experience, marital status, age, and education background are the most influential factors in determining drivers' comprehension of traffic signs as they were primary splitters in such trees.Practical applicationThe rules obtained from the decision tree can be utilized by transportation agencies to determine the drivers who need help with understanding the road traffic signs.     

Brazilian adaptation of the driving anger expression inventory: testing its psychometrics properties and links between anger behavior,risky behavior,sensation seeking,and hostility in a sample of Brazilian undergraduate students

Introduction: In Brazil, driver aggressiveness in road traffic is a critical issue and could be an important contributing factor to the high number of traffic accidents. Because no instruments are available in Portuguese to register driving aggressiveness or driving anger in Brazil, we adapted English instruments into the Brazilian context. The aims of this study were to provide a Brazilian adaptation of the Driving Anger Expression Inventory (DAX) and to try to validate it by testing its psychometric properties and investigating its relationships with risky driving behaviors (DBQ), road accidents, driving sensation seeking, and hostility. Method: The Brazilian adaptations of the DAX, DBQ, the Driving Sensation Seeking Scale (DSSS) and the hostility Scale were administered to a sample of 512 undergraduate students (with a mean age of 23.7 years, 52.1% men). Results: Confirmatory factor analysis of the Brazilian DAX (DAX-BR) items yielded a four-factor solution with 43 items, which obtained the best goodness-of-fit to the data. Cronbach’s alpha for the DAX-BR factors ranged from 0.69 to 0.88. Other results on validity were a positive correlation (range 0.39–0.59) between the factors of the DAX-BR, DSSS, and DBQ. Conclusion: DAX-BR as the same structure as the original and is a reliable instrument for use with young drivers. Other studies should be conducted to further validate the DAX-BR in different types of populations such as older and more experienced drivers, professional drivers, and traffic regulation offenders whose driver's license has been taken away. Practical applications: This Brazilian version can be recommended for the assessment of driving anger expression in Brazil among young drivers in view of helping them driver more safely, and in particular to reduce traffic violations.     

Florida's weakened motorcycle helmet law: effects on death rates in motorcycle crashes

OBJECTIVES: Effective July 1, 2000, Florida's universal helmet law was amended to exclude riders ages 21 and older with insurance coverage providing at least 10,000 US dollars in medical benefits for injuries sustained in a motorcycle crash. Observed helmet use in Florida was reported to have declined from nearly 100% in 1998, before the law change, to 53% after. This study examined the effects of the law change on the likelihood of death, given involvement in a motorcycle crash. METHODS: Rates of motorcyclist deaths per crash involvement in Florida for 2001-2002 (after the law change) were compared with those for 1998-1999 (before the law change). Before/after death rate ratios (95% CIs) were examined, and logistic regression models estimated the effect of the helmet law change on the odds of death in a crash, while controlling for rider gender, age, and seating position, and number of vehicles. RESULTS: The motorcyclist death rate increased significantly after the law change, from 30.8 to 38.8 deaths per 1,000 crash involvements. Motorcyclist death rates increased for single- and multiple-vehicle crashes, for male and female operators, and for riders of all ages including those younger than 21. After controlling for gender and age, the likelihood of death given involvement in a motorcycle crash was 25% higher than expected after the law change. It is estimated that 117 motorcyclist deaths could have been avoided during 2001-2002 if Florida's universal helmet law had remained in place. CONCLUSIONS: This study provides evidence of the life-saving benefits of universal helmet laws. The results also suggest that age-specific helmet laws are not effective in protecting the youngest drivers. This is not surprising, as these laws are largely unenforceable.     

Problem driver remediation: a meta-analysis of the driver improvement literature

PROBLEM: Given the public safety risk posed by violation and crash repeaters and the substantial costs for state driver improvement programs, it is important that their effectiveness be scientifically demonstrated and that intervention programs are based on sound research findings. METHOD: Crash and traffic violation standardized effect sizes (d) representing 106 individual interventions were coded from 35 methodologically sound studies and analyzed using meta-analysis. RESULTS: Driver improvement intervention in general was associated with small but significant reductions in both crashes (dw = 0.03) and violations (dw = 0.06). Significant effects were found on both measures for warning letters, group meetings, individual hearings, and license suspense/revocation. Of the driver improvement interventions studied, license suspension/revocation was by far the most effective treatment for both crashes and violations (dw = 0.11 and 0.19). Since one of the objectives of license suspension/revocation is to eliminate driving for the period of suspension, it is possible that much or all of the effect is due to reduced exposure and/or more careful driving during the suspension interval. Results were mixed for other types of interventions, although distributing educational or informational material was not associated with any reductions. Interventions associated with violation reduction tended to also be associated with crash reduction, although the relationship was not very strong (r = .30). DISCUSSION: Although interpretation of the effect size estimates was complicated by almost ubiquitous heterogeneity, the results do suggest an overall positive impact of driver improvement interventions in general. IMPACT ON INDUSTRY: The results support the continued use of driver improvement interventions, chiefly warning letters, group meetings, individual hearings, and especially license suspension/revocation. The results also suggest that court-triggered traffic violator programs are less effective than interventions triggered by drivers license agencies.     

A comparison of web-based and telephone surveys for assessing traffic safety concerns, beliefs, and behaviors

Introduction

The purpose of this investigation was to compare the results of a web-based and a telephone interview survey measuring driver concerns about a variety of traffic safety issues, their beliefs, and specific driving behaviors.

Method

State-wide, annual random digit-dial telephone surveys and web-based surveys were conducted in Maryland. A total of 1,700 drivers were surveyed by telephone and 6,806 took a web survey.

Results

Telephone respondents were more likely to be female and older. Web respondents were more likely to be white and not Latino/Hispanic. After controlling for demographic differences, telephone survey respondents were more likely to be concerned about traffic safety. They were more likely to believe that sobriety checkpoints reduce drunk driving (OR = 2.18, 95% CI 1.94, 2.45), they would be ticketed for not wearing a seat belt (OR = 1.26, 95% CI 1.12, 1.43), and they would be stopped by the police if they drove after drinking too much (OR = 1.17, 95% CI 1.03, 1.32). They were less likely to report a variety of risky behaviors including using a cell phone while driving (OR = .54, 95% CI .48, .61) and driving 10+ mph over the speed limit (OR = .81, 95% CI .72, .91), but were more likely to report having been ticketed for a moving violation in the last month (OR = 2.22, 95% CI 1.70, 2.90). Suggestions are offered for overcoming potential sources of sampling bias.

Impact on Industry

Web-based surveys produce substantially different results than random-digit-dial telephone surveys, when used for public assessments of traffic safety concerns and behaviors.     

我国区域道路交通安全形势对比与影响因素分析

根据2007年的政府统计数据,将全国划分为4个社会经济发展区域,并对比各区域道路交通的发展状况与安全形势,然后运用SPSS统计软件分析道路交通安全评价参数与社会经济发展水平之间的相关性。发现社会经济发展梯次靠前的区域,其道路交通与安全状况也相对较好;GDP、人口、机动车保有量、机动车驾驶证普及率、道路条件和交通运输规模等因素分别对交通事故的死亡人数、万车死亡率、亿元GDP死亡率和百公里道路死亡率等指标具有显著影响。针对各区域的道路交通安全现状,必须进一步加快交通基础与安全设施建设,建立和完善交通事故紧急救援体系,加强交通安全宣传、教育、管理以及区域间的交流与合作。     

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).     

Road accident fatality risks for “vulnerable” versus “protected” road users in northern Ghana

Background: Road traffic injuries (RTIs) are a serious epidemic that claims more than a million lives across the globe each year. The burden of RTIs is particularly pronounced in Africa and other low- and middle-income countries. The unfavorable disparity of the burden of road trauma in the world is largely attributable to unsafe vehicles, lack of appropriate road infrastructure, and the predominance of vulnerable road users (VRUs) in developing countries. However, little research exists in northern Ghana to highlight the scale and risk of death among road users.

Objective: The objective of this research was to establish the relative risk of death among road users in northern Ghana.

Methods: Crash data from police reports between 2007 and 2011 were analyzed for the Upper Regions of Ghana. Conditional probabilities and multivariable logistic regression techniques were used to report proportions and adjusted odds ratios (AORs), respectively.

Results: Generally, crashes in northern Ghana were extremely severe; that is, 35% of all injury related collisions were fatal. The proportion of fatal casualties ranged between 21% among victims of sideswipe collisions and 41% among pedestrians and victims of rear-end collisions. Though males were 6 times more likely to die than females overall, females were more likely to die as pedestrians (90% of all female casualty deaths) and males were more likely to die as riders/drivers (78% of all male casualty deaths). Pedestrians were 3 times more likely to die (odds ratio [OR] = 3.1; 95% confidence interval [CI], 2.4 to 4.1) compared with drivers/riders. Compared with drivers, the odds of death among cyclists was about 4 times higher (AOR = 3.6; 95% CI, 2.3 to 5.6) and about 2 times higher among motorcyclists (AOR = 1.6; 95% CI, 1.2 to 2.2). Compared with casualties aged between 30 and 59 years, children under 10 years and those aged 60 years and above were independently 2 times more likely to die in traffic collisions.

Conclusion: Provision of requisite road infrastructure is vital for the safety of VRUs in northern Ghana. Cycle paths and lanes (for cyclists) as well as sidewalks (for pedestrians) in particular will separate VRUs from motorists and improve their safety. Enforcement of traffic laws particularly regarding helmet use, speeding, and alcohol use will be beneficial. Introduction of the demerit points system in the enforcement of traffic regulations may have significant deterrent effects on road users who have the penchant for violating traffic regulations. Road safety education is also required to create responsible road users.     

California's graduated driver license law: Effect on teenage drivers' deaths through 2005

PROBLEM: While many researchers believe Graduated Driver Licensing (GDL) laws save lives by imposing restrictions and delayed licensure on drivers under age 18, longer term effects on older teenagers have not been studied. METHOD: The effects of California's strict GDL law on deaths of drivers ages 16-19 were analyzed for 1995-2005 using Incidence Rate Ratios (IRR) and Auto-Regressive Integrated Moving Average (ARIMA) time series analysis of Fatality Analysis Reporting System mortality data. RESULTS: The two methods yielded similar results. IRR analysis found California 16-year-old drivers subject to the GDL experienced a 15% fatality decline (95% CI, 0.70-0.99), while 18 year-old drivers experienced a 15% increase (95% CI, 1.02-1.27). ARIMA analysis found 16 year-old drivers experienced a near-significant 20% fatality decline (p=0.07), while 18 year-olds experienced a 24% increase (p=0.01). Unlicensed teenage drivers and older teen drivers driving alone and transporting teenage passengers suffered significant fatality increases. SUMMARY AND DISCUSSION: California's GDL may negatively affect older teenagers and other driver subpopulations and merits reevaluation.     

Does the Maryland graduated driver licensing law affect both 16-year-old drivers and those who share the road with them?

PROBLEM: To assess effects of the 1999 Maryland graduated driver licensing (GDL) law on both 16-year-old drivers and other road users. METHOD: Calculation and comparison of crash involvement rates and non-fatal injury rates pre-GDL (1996-1998) and post-GDL (2001-2003) by type of road user, per population, and per licensed driver, with adjustment for trends among 30-59-year-old drivers. RESULTS: Post-GDL, prevalence of licensure decreased 24% among 16-year-olds, and rates of 16-year-old drivers involved in crashes significantly decreased per 16-year-old population (corrected rate ratio (RRc) 0.82; 95% CI (0.71, 0.96)). A significant decrease also was observed for non-fatal injuries per 16-year-old population among 16-year-old drivers involved in crashes (RRc 0.63; 95% CI (0.41, 0.98)). Similarly, decreases, albeit not statistically significant, were observed among their passengers and other vehicle occupants. Per 16-year-old licensed driver, a slight non-significant increase was observed in crash involvement rates; non-fatal injury rates per 16-year-old licensed driver suggest decreased risk (non-significant) among 16-year-old drivers, their passengers, and other vehicle occupants. SUMMARY: Maryland's GDL delayed licensure and reduced crashes and non-fatal injuries among 16-year-old drivers per population. Trends in injuries among other road users involved in crashes with 16-year-old drivers were suggestive of a benefit from GDL, although observed decreases were not significant. Per licensed driver, findings were not significant, but suggested little change in crash involvement and decreased non-fatal injuries. Because one-third fewer 16-year-olds were licensed post-GDL, these results may suggest a selection effect in licensure. IMPACT ON INDUSTRY: Because Maryland had nighttime restrictions for new drivers before 1999, this study suggests other components of GDL are beneficial for drivers and possibly for other road users. States with weak GDL laws should strongly consider revising them.     

实现道路交通安全的营运车辆监控系统框架研究

当前营运车辆监管中,交通管理部门、运输企业和司乘人员3方没有直接的信息通道,导致监管不到位,影响道路交通安全。笔者探讨了营运车辆监控的信息传输通道;以GPS、无线通信技术和互联网为基础,设计了营运车辆监控的技术框架,实现了联系3方的信息传输通道;分析框架实现的关键技术,包括道路限速数据库,车辆超速、疲劳驾驶、超载等违法行为的判定模式等;以广东省营运车辆监控系统为例,验证了框架的可行性。该技术框架使司乘人员的交通违法行为被及时警告和提醒,交通管理部门可以及时制止交通违法行为,可以主动预防交通事故,提高道路交通安全水平。