Drivers of local people’s participation in sustainable natural resource management: a case study in central Iran

The driving forces behind natural resource management (NRM) vary among countries. Most NRM programmes focus on biophysical drivers such as soil, water and vegetation, with little attention directed towards the nuanced sociocultural and religious drivers of sustainable natural resource management (SNRM) practices. This paper explores those understudied drivers that influence local people’s participation (LPP) in SNRM in Isfahan, Iran. Using a multi-stage stratified sampling method, we selected 200 natural resource experts and natural resource users to complete a questionnaire about their perceptions of SNRM. Results reveal that sociocultural and religious beliefs are the major drivers of SNRM. The results also indicate that subsidiary drivers include: a sense of responsibility towards SNRM; the conviction that natural resources belong to God and should therefore be preserved; participation to preserve natural resources because of training courses and media influence; a long-established custom of preserving natural resources; and the specific impact of environmental television programmes. Demographic analysis finds a significant relationship between educational level and LPP in SNRM. This study’s results therefore suggest that natural resource managers would benefit from a deeper understanding of the local sociocultural and religious contexts that motivate people to participate in SNRM.     

The Long Beach/Fort Lauderdale relative risk study

Problem

The role of alcohol as a major factor in traffic crash causation has been firmly established. However, controversy remains as to the precise shape of the relative risk function and the BAC at which crash risk begins to increase.

Methods

This study used a case-control design in two locations: Long Beach, California, and Fort Lauderdale, Florida. Data were collected on 2,871 crashes of all severities and a matched control group of drivers selected from the same time, location, and direction of travel as the crash drivers. Of the 14,985 sample drivers, 81.3% of the crash drivers and 97.9% of the controls provided a valid BAC specimen.

Results

When adjusted for covariates and nonparticipation bias, increases in relative risk were observed at BACs of .04-.05, and the elevations in risk became very pronounced when BACs exceeded .10.

Discussion

The results provide strong support for .08 per se laws and for state policies that increase sanctions for BACs in excess of .15.

Impact on Industry

This study provides further precision on the deleterious effects of alcohol on driving and, by implication, on other complex tasks.     

Crashes of novice teenage drivers: characteristics and contributing factors

OBJECTIVE: The initial months of licensure are especially hazardous for teenagers. Factors leading to crashes of novice 16-year-old drivers were identified. METHOD: Sixteen year-olds in Connecticut who were involved in nonfatal crashes during the first 8 months of licensure were interviewed, and police crash reports were examined. Crash types and contributing factors were identified. RESULTS: Three-fourths of the crash-involved teenagers were at fault. Their crashes resulted primarily when they ran off the road, rear ended another vehicle, or collided with another vehicle that had the right-of-way. Three factors contributed about equally to their crashes: failing to detect another vehicle or traffic control, speeding, and losing control of the vehicle or sliding. Slippery roads also were an important factor. Most failures to detect another vehicle or traffic control involved not looking thoroughly, distraction, or inattention. DISCUSSION: Based on the findings, potential countermeasures for reducing crashes of novice teenage drivers include adequate practice driving, in-vehicle monitoring devices, and electronic stability control. IMPACT ON INDUSTRY: More than half of the nonfatal, at-fault crashes of newly licensed 16-year-old drivers involved more than one contributing factor including speed, loss of control, and slippery roads. Efforts to reduce teenage crashes should focus on these factors.     

The older driver with dementia: an updated literature review

INTRODUCTION: At some point during their illness, drivers with dementia pose a public safety risk. METHOD: To address the issue of determining driving competence in drivers with dementia, the authors reviewed 11 studies. RESULTS: When comparing different driving assessments, the authors found that while road tests, simulators, and neuropsychological tests are important, each has limitations. CONCLUSION: Neuropsychological tests that highlighted visual spatial skills, attention, and reaction time provided the most meaningful correlations with driving performance. Furthermore, the authors recommend that patients with MMSE scores of 24 or less have a driving evaluation, and that driving evaluations be repeated at six month intervals or more frequently if a noticeable decline is observed. IMPACT: Because many older adults with dementia continue to drive, competence must be addressed.     

Factors related to seat belt use among fatally injured teenage drivers

PROBLEM: In the United States, teenage drivers have a higher crash risk and lower observed seat belt use than other age groups. METHOD: Seat belt use was examined for teenage (16-19 years) drivers who were fatally injured in traffic crashes occurring in the United States during the years 1995-2000. Vehicle, driver, and crash factors potentially related to belt use were examined. State differences in belt use rates among fatally injured teenage drivers were related to states' observed belt use rates for all ages and other state-level variables. RESULTS: During 1995-2000, mean belt use was 36% among fatally injured teenage drivers and 23% among fatally injured teenage passengers. One of the strongest predictors of higher belt use for both drivers and passengers was whether the crash occurred in a state with a primary seat belt law. Belt use rates for 1995-2000 for fatally injured teenage drivers ranged from 20% or less in six states to more than 60% in two states. States with the highest use rates were those with strong primary belt use laws and those with high rates of observed belt use for all ages. Lower belt use among fatally injured teenage drivers was associated with increasing age; male drivers; drivers of SUVs, vans, or pickup trucks rather than cars; older vehicles; crashes occurring late at night; crashes occurring on rural roadways; single vehicle crashes; and drivers with BACs of 0.10 or higher. Teenage driver belt use declined as the number of teenage passengers increased, but increased in the presence of at least one passenger 30 years or older. IMPACT ON TRAFFIC SAFETY: It is suggested that to increase teenage belt use, states should enact strong primary belt use laws and mount highly publicized efforts to enforce these laws. Graduated driver licensing systems should incorporate strong provisions that require seat belt use by teenage drivers and passengers.     

Graduated driver licensing research in 2003 and beyond

This paper updates the comprehensive summary of graduated driver licensing (GDL) published in the January 2003 special issue of the Journal of Safety Research. It summarizes recent research not included in the special issue as well as research in progress or planned research. The most active research areas are risk factors for beginning teen drivers and evaluations of GDL programs. Results in each area strengthen the case for GDL. Additional research is producing valuable information about specific GDL implementation issues and the roles of parents and driver education in helping teenagers learn to drive safely.     

A national evaluation of the nighttime and passenger restriction components of graduated driver licensing

Introduction

The high crash rate of youthful novice drivers has been recognized for half a century. Over the last decade, graduated driver licensing (GDL) systems, which extend the period of supervised driving and limit the novice's exposure to higher-risk conditions (such as nighttime driving), have effectively reduced crash involvements of novice drivers.

Method

This study used data from the Fatality Analysis Reporting System (FARS) and the implementation dates of GDL laws in a state-by-year panel study to evaluate the effectiveness of two key elements of GDL laws: nighttime restrictions and passenger limitations.

Results

Nighttime restrictions were found to reduce 16- and 17-year-old driver involvements in nighttime fatal crashes by an estimated 10% and 16- and 17-year-old drinking drivers in nighttime fatal crashes by 13%. Passenger restrictions were found to reduce 16- and 17-year-old driver involvements in fatal crashes with teen passengers by an estimated 9%.

Conclusions

These results confirm the effectiveness of these provisions in GDL systems. Impact on Public Health. States without the nighttime or passenger restrictions in their GDL law should strongly consider adopting them.

Impact on Industry

The results of this study indicate that nighttime restrictions and passenger limitations are very important components of any GDL law.     

城市道路环境中驾驶人应激反应能力研究

为预防驾驶人在城市道路行车时因应激反应失误而引发交通事故,基于动力定型理论,开发驾驶人应激反应训练系统并进行仿真试验研究。试验选用30名被试人员分别在3个城市道路中典型应激交通场景下进行,运用MP150实时记录被试人员的心率参数,运用对数回归和相关性分析,研究应激反应能力与训练次数间的定量关系。研究结果表明,随着训练次数增加,驾驶人应激反应能力增强。驾驶人经过标准规定次数的训练,即可减缓应激状态下的心理紧张,提高应激反应准确性和速度。设计的系统及建立的训练次数标准,满足驾驶人应激反应能力训练需求,可增强驾驶人应激能力,减少此类交通事故发生。     

Projecting landscape changes in southern Chile: Simulation of human and natural processes driving land transformation

We describe a simulation model representing the most important human and natural factors driving land use and cover changes (LUCC) in southern Chile. We evaluate the model by examining its ability to simulate LUCC observed over the past three decades, conduct a sensitivity analysis of simulated trends to changes in important model parameters, and use the model to project likely landscape transformations over the next decade under “as usual,” “pessimistic,” and four “optimistic” scenarios. The model consists of five submodels representing LUCC on two distinct soil formations (volcanic ash and gleysols) and four major land use categories: native forest, agricultural land, shrubland, and urban land. Land use and cover sub-categories include old growth forests, secondary forests, and low and flooded shrubland. The model simulated well general historic trends in forest cover, agricultural land, shrubland, and urban land: from a forest-dominated landscape in 1976 to a landscape dominated by shrubland and agricultural land by 2007. Forest loss, forest degradation by logging and clearing for agriculture were the most important direct drivers of LUCC: forest logging and clearing were most important from 1976 to 1985, whereas after 1985 logging for firewood, driven by population growth, was most important. Sensitivity analysis indicated that model projections of general trends in the main land use and cover categories were not overly sensitive to changes in important model parameters, although further study is necessary to improve our estimates of the proportion of pasture requirements supplied by clearing low shrubland. Projections of LUCC suggested that a reduced amount of secondary forest would be left by 2017 if no actions are taken to reduce forest loss (“as usual”). Increasing population (“pessimistic scenario”) resulted in similar trajectories than those predicted by the as usual scenario, whereas reducing logging for firewood and increasing forest recruitment from shrubland could reduce loss of native forest by nearly one-third (“optimistic scenarios”). Surprisingly, shrubland exhibited the most complex and influential dynamics in all scenarios, being the immediate outcome of forest loss and the main long-term source of land for agriculture, urban expansion, and forest recovery. Few studies in Chile, or elsewhere, have considered the importance of this intermediate successional stage. Of the scenarios simulated, financial incentives targeted toward channeling shrubland into regenerated forest seemed most promising, although obstacles to such a management strategy exist.     

Learning to Drive: Learners’ Self-Reported Cognitive Failure Level Predicts Driving Instructor’s Observation Rating of Driving Performance

Objectives. Evidence increases that cognitive failure may be used to screen for drivers at risk. Until now, most studies have relied on driving learners. This exploratory pilot study examines self-report of cognitive failure in driving beginners and error during real driving as observed by driving instructors. Methods. Forty-two driving learners of 14 driving instructors filled out a work-related cognitive failure questionnaire. Driving instructors observed driving errors during the next driving lesson. In multiple linear regression analysis, driving errors were regressed on cognitive failure with the number of driving lessons as an estimator of driving experience controlled. Results. Higher cognitive failure predicted more driving errors(p < .01) when age, gender and driving experience were controlled in analysis. Conclusions. Cognitive failure was significantly associated with observed driving errors. Systematic research on cognitive failure in driving beginners is recommended.