疲劳驾驶交通事故的特点分析与预防

疲劳驾驶引发的道路交通事故导致了严重的人身伤亡和财产损失.本文从心理和生理两方面分析了疲劳形成机理,对我国2006年因疲劳驾驶导致的交通事故进行了疲劳事故特点分析,并根据统计分析结果制定针对性的预防措施,从而减少疲劳驾驶交通事故的发生率.     

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。     

慎防疲劳驾驶

在交通活动中，引发车祸的原因千奇百怪，疲劳驾驶导致车祸是其中一怪。怪就怪在有些驾驶员明明知道自己开车前睡眠不好、或者长途驾驶体力不支已经到了极限，却偏偏硬撑着继续行驶，并在迷迷糊糊打个盹的状态中发生车祸。     

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1 370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;采用二元Logistic回归模型分别对全体数据和不同道路类型下的数据建立疲劳驾驶交通事故严重程度预测模型,并对模型进行参数估计和检验。研究结果表明：模型拟合度良好,准确性高;对疲劳驾驶交通事故严重程度具有显著影响的因素有年龄、人员类型、车辆类型、道路类型、道路线形和能见度;车辆类型和道路线形是影响城市道路交通事故严重程度的重要因素,能见度是影响1,2级及其他更低级道路交通事故严重程度的重要因素。     

高温酷暑谨防疲劳驾驶

编辑同志：目前正值高温时节，司机朋友确实辛苦，特别是一些没有空调装备的大车驾驶员更容易在驾车过程中产生疲劳。人的精力和限度都是有限的，一旦疲劳，如果仍坚持驾驶，往往难以自控，极易发生交通事故。     

减轻驾驶疲劳的几种有效方法

据统计数据表明,在交通事故造成的死亡案件中,因为驾驶员困乏、疲劳驾驶而造成的死亡率超过一半。     

驾驶疲劳的原因及预防

阐述了驾驶疲劳的表现和分类，分析了驾驶疲劳的产生原因，尽而有针对性地提出了预防措施。     

如何应对疲劳驾驶？

当驾驶员感到疲倦而不能将注意力集中时,他就已经在疲劳驾驶了。调查人员通常以两个标准来断定交通事故的起因是疲劳驾驶：第一项,在未曾与其他物体发生接触的情况下,车辆驶离正常路线；第二项，没有发现驾驶员试图避免事故的证据。     

Predominance of alcohol and illicit drugs among traffic accidents fatalities in an urban area of Brazil

Objective: The objective of this study was to determine the prevalence of alcohol and illicit drug use among victims of fatal traffic accidents in the Metropolitan Region of Vitória, Brazil, during the period 2011–2012.

Methods: Blood samples were collected and analyzed for the presence of drugs from 391 deceased victims of traffic crashes that occurred in the Metropolitan Region of Vitória, Brazil. The victims included drivers, passengers, and pedestrians. Sociodemographic variables such as age, gender, day of the week, and period of the year in which the accidents occurred were recorded. The analyses were performed by a gas chromatography–flame ionization method for alcohol and by a gas chromatography–mass spectrometry for amphetamines, cocaine, and cannabis.

Results: The results showed that 44.8% (n = 175) of all cases were positive for alcohol and/or illicit drugs. The detection of alcohol and/or drugs was more frequent in young males, aged 17 to 34, whose samples were positive in 46.8% of cases. Small differences among drivers, passengers, and pedestrians were observed (drivers = 45.9%, passengers = 46.4%, and pedestrians = 45.6%). In general, the most prevalent drug was alcohol, with 141 positive cases (36.1%), followed by cocaine, with 47 positive cases (12%). Amphetamines and cannabis had positivity rates of 4.1 and 4.3%, with 16 and 17 positive cases, respectively. The combined use of alcohol and other drugs was found in 36 cases (9.2%). Crack cocaine use was observed in 27.7% of the positive cases for cocaine.

Conclusions: For the effective reduction of traffic accidents related to driving under influence of drugs (DUID), we suggest the intensification of enforcement actions against the use of alcohol by drivers, the definition of which illicit drugs should be surveyed, as well the cutoff values, the promotion of changing legislation to oblige drivers to provide samples for toxicological testing, and the establishment of public information programs and specific actions aimed at young drivers to promote behavioral changes.     

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.     

摩托车头盔与摩托车交通事故的相关研究

我国近年来的摩托车死亡事故占交通事故死亡总数的25％-28％。在我国摩托车使用比较普及的地区,摩托车交通事故数占到该地区交通事故总数的70％-80％,伤亡比例占到总数的50％以上,甚至更高。通过对摩托车交通事故伤亡人员的具体受伤部位分析,发现头部受伤致死的比例非常高,占到该类事故死亡总数75％以上,远远高于其他部位受伤致死率。摩托车驾乘人员头部受伤致死的主要原因是摩托车驾驶乘人员头盔佩戴率低和佩戴的头盔质量差,对头部未能起到应有的保护作用。造成这一局面既有摩托车乘员头盔标准等技术层面存在的问题,又有行业监管等政策层面存在的问题,最后,文章从摩托车头盔标准方面提出了几点修订建议,为规范头盔行业进行基础性的准备。     

交通运输企业交通事故法律适用问题探讨

交通运输企业的交通运输事故法律适用问题引起了社会广泛争议。如不明确这个问题,对于执法主体、执法权限就不能明确,既会产生安全管理的盲区,有时候也会损害企业的相关权益。文章对《中华人民共和国安全生产法》适用范围条款进行了分析解读,阐明道路交通运输企业的交通运输安全问题既适用《安全生产法》,也适用《道路交通安全法》,二法之间不会有交叉,更不会产生冲突;同时也对道路交通事故的属性进行了分析,并探讨了交通运输企业交通事故的法律适用问题。     

超大城市昼夜交通事故严重程度致因对比分析——以深圳市为例

为研究夜间交通事故严重程度致因,基于深圳市3年3 244起交通事故数据,获取昼夜交通事故分布的时空特征;进一步选取交通事故集聚的南山区、福田区、罗湖区的1 798起交通事故,以交通事故严重程度为因变量,以事故原因、日期、事故形态等10个因素为候选自变量,构建广义有序Logit回归模型,对比分析昼夜不同严重程度交通事故的影响因素。结果表明:路口路段类型、疲劳驾驶、事故日期在夜间模型参数估计值分别为0.493,-0.363,-0.309,而在日间模型表现为不显著,道路路面材料在日间模型参数估计值为-0.232,而在夜间表现为不显著;事故原因、道路横断面渠化方式等因素在日间和夜间所引起交通事故的严重等级均存在较大差异。     

Impact of helmet use on traumatic brain injury from road traffic accidents in Cambodia

Objective: Rapid urbanization and motorization without corresponding increases in helmet usage have made traumatic brain injury due to road traffic accidents a major public health crisis in Cambodia. This analysis was conducted to quantify the impact of helmets on severity of injury, neurosurgical indication, and functional outcomes at discharge for motorcycle operators who required hospitalization for a traumatic brain injury following a road traffic accident in Cambodia.

Methods: The medical records of 491 motorcycle operators who presented to a major tertiary care center in Cambodia with traumatic brain injury were retrospectively analyzed using multivariate logistic regression.

Results: The most common injuries at presentation were contusions (47.0%), epidural hematomas (30.1%), subdural hematomas (27.9%), subarachnoid hemorrhages (12.4%), skull fractures (21.4%), and facial fractures (18.5%). Moderate-to-severe loss of consciousness was present in 36.3% of patients. Not wearing a helmet was associated with an odds ratio of 2.20 (95% confidence interval [CI], 1.15–4.22) for presenting with moderate to severe loss of consciousness compared to helmeted patients. Craniotomy or craniectomy was indicated for evacuation of hematoma in 20.0% of cases, and nonhelmeted patients had 3.21-fold higher odds of requiring neurosurgical intervention (95% CI, 1.25–8.27). Furthermore, lack of helmet usage was associated with 2.72-fold higher odds of discharge with functional deficits (95% CI, 1.14–6.49). In total, 30.1% of patients were discharged with severe functional deficits.

Conclusions: Helmets demonstrate a protective effect and may be an effective public health intervention to significantly reduce the burden of traumatic brain injury in Cambodia and other developing countries with increasing rates of motorization across the world.     

事故的共性原因及其行为科学预防策略

任何事故都是有原因的,事故的原因可分为人和物两个方面,事故的严重度与事故频率间存在三角形分布规律.运用这三条安全科学基本原理和案例分析方法,分析多起不同类型事故.结果表明,事故的共性直接原因是安全知识、安全意识和安全习惯所引起的组织成员个体的不安全行为和物的不安全状态.用行为科学方法和系统化安全管理理论,制订了一个由规范组织成员个体安全行为的安全管理方案、个人行为纠正方法和安全培训组成的通用事故预防路线图,并阐述了路线图实施时所需要的组织行为分析、个人行为纠正和安全培训方法研究的最新进展.     

Risk factors affecting the severity of traffic accidents at Shanghai river-crossing tunnel

Objective: With increasing traffic volume and urban development, increasing numbers of underground tunnels have been constructed to relieve conflict between strained land and heavy traffic. However, as more long tunnels are constructed, tunnel traffic safety is becoming increasingly serious. Thus, it is necessary to acquire their implications and impacts. This study examined 4,539 traffic accidents that have occurred in 14 Shanghai river-crossing tunnels for the period 2011–2012 and analyze the correlation between potential factors and accident injury severity.

Methods: An ordered logit model was developed to examine the correlation between potential factors and accident injury severity.

Results: Results show that increased injury severity is associated with male drivers, drivers aged 65 years or older, accident time from midnight to dawn, weekends, wet road surface, goods vehicles, 3 or more vehicles, 4 or more lanes, middle speed limits (50–79 km/h), zone 3, extra-long tunnels (over 3,000 m), and maximum longitudinal gradient.

Conclusions: This article aims to provide useful information for engineers to develop interventions and countermeasures to improve tunnel safety in China.