驾驶中使用手机对驾驶员行为安全绩效影响综述

驾驶中使用手机与交通事故之间存在着高度相关性。为揭示使用手机对驾驶行为安全绩效的影响,探索影响驾驶安全的理论机制,采取更有效的干预措施,结合近10 a来相关研究,综述了与驾驶安全密切相关的驾驶分心问题,主要包括:驾驶员分心的定义及其分类;使用手机对驾驶行为安全绩效的影响,如反应时(RT)、行车速度、路线保持和跟车距离;手机使用对驾驶员分心影响的理论机制,如信息加工理论和计划行为理论(TPB)。分析表明,使用手机会导致驾驶员的反应时延长15%～40%,驾驶路线发生明显偏移,对于行车速度减缓和跟车距离延长的假设需结合驾驶员主客观数据进行比较做进一步验证;驾驶过程中使用手机会增加驾驶员的认知负荷,TPB能够对使用手机行为进行有效的解释和预测,但对该理论中基于信念测量的研究还很少;除手机操作任务,影响驾驶员分心的其他操作任务还需做进一步的研究。     

Ergonomic design and evaluation of a diagnostic ultrasound transducer holder

Background. Work-related musculoskeletal disorders (WMSDs) are injuries and disorders that affect the body’s movement and musculoskeletal system. Awkward postures represent one of the major ergonomic risk factors that cause WMSDs among sonographers while working with an ultrasound transducer. This study aimed to design and evaluate a new holder for the ultrasound transducer. Materials and methods. In the first phase a new holder was designed for the transducer, considering design principles. Evaluation of the new holder was then carried out by electrogoniometry and a locally perceived discomfort (LPD) scale. Results. The application of design principles to the new holder resulted in an improvement of wrist posture and comfort. Wrist angles in extension, flexion, radial deviation and ulnar deviation were lower with utilization of the new holder. The severity of discomfort based on the LPD method in the two modes of work with and without the new holder was reported with values of 1.3 and 1.8, respectively (p?<?0.05). Conclusion. Overall, this study indicated that applying ergonomics design principles was effective in minimizing wrist deviation and increasing comfort while working with the new holder.     

Field Evaluation of the PAS III Passive Alcohol Sensor

Passive alcohol sensors (PAS) are screening devices designed to sample nonintrusively the ambient air around a driver's mouth to determine the presence of alcohol. Studies have shown that PAS devices can aid police officers in the identification of unpaired drivers, particularly at sobriety checkpoints. Data from a 1996 nationwide survey, in which 5,392 drivers were evaluated for alcohol using both the PAS III (a passive sensor housed in a flashlight) and evidential breath test devices, have allowed the determination of appropriate criteria at various blood alcohol concentrations (BAC) for detecting impaired drivers in the field. Using the appropriate criteria, the PAS III can identify about 75% of the drivers with BACs at or above 0.10%, and 70% at or above 0.08%. This is a vast improvement over the 40-50% detection rate currently achieved by police officers at checkpoints not using sensors. Using the PAS III few drivers would be identified inappropriately. At the criterion recommended for detecting BACs at or above 0.08%, about 14% of drivers with BACs of 0.02-0.05% would be incorrectly identified as having a higher BAC. Field studies have shown that when police officers rely on observation alone about 20% of drivers with low BACs are detained for further evaluation. More widespread use of passive sensors by police officers would aid in the detection of drinking drivers. Sensors also could provide an additional deterrent to the general public if they believe that when stopped by the police after drinking they will be detained for further evaluation.     

Impact of the Graduated Driver Licensing Program in Nova Scotia

A comprehensive evaluation of the Nova Scotia graduated licensing program was conducted. This program was implemented on October 1, 1994 and applies to all novice drivers, regardless of age. It spans 2 1/2 years in two stages: a 6-month learner phase, followed by a 24-month newly licensed driver phase. During both phases several driving restrictions apply, most notably a requirement for adult supervision at all times in the learner phase and a night driving restriction from midnight to 5 a.m. in the newly licensed driver phase. The evaluation of this program used a series of increasingly refined analyses that controlled for the influence of other explanatory variables. All the analyses showed that the graduated licensing program in Nova Scotia was associated with a significant reduction in crashes. For drivers age 16, there was a 24 percent decrease in total crashes during the first full year of the program and a 37 percent reduction during the first 3 years of the program. Comparable decreases occurred in injury crashes. Improvements also were observed for all novice drivers, not just those who are young - there was a 19 percent decrease in the crash rate for all novice drivers. Comparisons with results from other graduated licensing programs indicate the Nova Scotia program has been more effective than others in reducing crashes.     

驾驶员接管自动驾驶车辆的眼动特性和行为分析

为探究接管自动驾驶车辆期间驾驶员的视觉特性,分析眼动与接管反应操控行为的关系,开展驾驶模拟试验收集驾驶行为及眼动数据。运用统计学方法,分析驾驶员感知不同接管场景的视觉特性,探究接管请求(TOR)前后眼动指标的变化规律;并基于视觉分配和瞳孔变化特性分析驾驶行为,揭示眼动特性与接管反应及驾驶操纵策略的内在联系。结果表明:TOR前,相较于静态场景,驾驶员感知动态场景诱发元素扫视更频繁且平均注视时间更短;此时驾驶员的视觉分配特性与其接管反应行为存在显著相关性。TOR后,驾驶员的注视时间增加,眨眼频率降低,瞳孔直径扩张,眼跳幅度增大;不同场景下驾驶员的瞳孔差异表明其应对动态场景时具备更好的警戒水平和更平稳的操纵策略。     

Concerns, dispositions and behaviors of aggressive drivers: what do self-identified aggressive drivers believe about traffic safety?

INTRODUCTION: The purpose of this investigation was to identify beliefs, driving personality dispositions, and behaviors that distinguish self-defined aggressive drivers from non-aggressive drivers. METHOD: Telephone surveys were used to identify self-reported aggressive drivers (n=305) who were compared to non-aggressive drivers (n=1,715) concerning their beliefs, driving behaviors, and self-described driving dispositions. RESULTS: Aggressive drivers, compared to non-aggressive drivers, were less concerned about speeding, aggressive driving, and cell phone use while driving, yet were more likely to have had an encounter with another aggressive driver. They were also more likely to report that they had driven when they knew they had too much to drink, yet they felt less likely that they would be stopped by the police. CONCLUSION: Aggressive drivers display many dispositions that define them as high risk drivers and public information/motivational campaigns alone will likely be ineffective with this group of drivers. Strategies that combine visible enforcement with widespread publicity campaigns appear to be necessary.     

The effectiveness of reducing illegal blood alcohol concentration (BAC) limits for driving: evidence for lowering the limit to .05 BAC

PURPOSE: This scientific review provides a summary of the evidence regarding the benefits of reducing the illegal blood alcohol concentration (BAC) limit for driving and providing a case for enacting a .05 BAC limit. RESULTS: Fourteen independent studies in the United States indicate that lowering the illegal BAC limit from .10 to .08 has resulted in 5-16% reductions in alcohol-related crashes, fatalities, or injuries. However, the illegal limit is .05 BAC in numerous countries around the world. Several studies indicate that lowering the illegal per se limit from .08 to .05 BAC also reduces alcohol-related fatalities. Laboratory studies indicate that impairment in critical driving functions begins at low BACs and that most subjects are significantly impaired at .05 BAC. The relative risk of being involved in a fatal crash as a driver is 4 to 10 times greater for drivers with BACs between .05 and .07 compared to drivers with .00 BACs. SUMMARY: There is strong evidence in the literature that lowering the BAC limit from .10 to .08 is effective, that lowering the BAC limit from .08 to .05 is effective, and that lowering the BAC limit for youth to .02 or lower is effective. These law changes serve as a general deterrent to drinking and driving and ultimately save lives. IMPACT ON INDUSTRY: This critical review supports the adoption of lower illegal BAC limits for driving.     

Child passenger injury risk in motor vehicle crashes: a comparison of nighttime and daytime driving by teenage and adult drivers

INTRODUCTION: To examine the association between child passenger injury risk, restraint use, and crash time (day vs. night) for children in crashes of vehicles driven by teenage versus adult drivers. METHODS: Cross-sectional study involving telephone interviews with insured drivers in a probability sample of 6,184 crashes involving 10,028 children. RESULTS: Child passengers in teen nighttime crashes had an increased injury risk and an increased risk of restraint nonuse compared with those in teen daytime crashes. This increased injury risk can be explained by differences in the age of child passengers, collision type, and child passenger's restraint status associated with time of day. CONCLUSIONS: In order to limit the risk of injury to child passengers driven by teens, Graduated Driver Licensing (GDL) laws should include provisions restricting nighttime driving, as well as mandates for age-appropriate restraint for child passengers. Consideration should also be given for education in child passenger safety for novice teen drivers as part of the licensing process. IMPACT ON INDUSTRY: Results of this study can be used to support advocacy efforts by the automotive industry and others to promote nighttime driving restrictions on novice drivers. In addition, given that both driver groups were more likely to be involved in a single-vehicle collision during the night, technologies such as electronic stability control may offer opportunities for protection. Further reseach on specific circumstances of teen nighttime crashes is needed to inform industry efforts to improve visibility or vehicle operation under poor lighting conditions.     

Motivational factors underlying the intention to drink and drive in young male drivers

Problem: Anyone drinking and driving has a high risk of being involved in an accident. Young male drivers, however, run the highest risk at the same levels of blood alcohol as other candidates, as they have more accidents than any other group. A better understanding of their motivations toward drinking and driving is needed to help create effective prevention. Method: In the present study, 115 male drivers aged 18–24 completed a questionnaire—based on Ajzen's theory of planned behavior—designed to study the motivational factors leading to drinking and driving. Results: Young males' intention to drink and drive is predicted by their attitudes, their perceived behavioral control (PBC), and, to a lesser degree, subjective norms. Impact on Industry: The results showing slightly positive PBC over driving after drinking suggest that work aimed at reducing this perception to a more realistic level is a potential prevention avenue.     

Road safe seniors: Screening for age-related driving disorders in inpatient and outpatient settings

Introduction

Older drivers are increasing in number and they often have health conditions that place them at high risk for motor-vehicle crashes (MVC). Screening is underutilized, and is rarely done in hospital settings.

Methods

A convenience sample of 755 older adults completed age related driving disorders screening at University of California, San Diego inpatient and outpatient health centers. Screening included three strength/frailty tests, two vision tests (acuity and fields), and two cognitive tests, based on AMA recommendations. The average age of participants was 72.5; 55.5% were male and 94% English-speaking; 17.8% of older adults failed at least one aspect of screening.

Results

In multivariate analysis, significant associations of failed status were age, male sex, selfrestrictions of driving, and inpatient screening locations. The screening identified one in six adults to be 'high-risk' for age related driving disorders. Screening was effective and feasible in both inpatient and outpatient settings.

Impact on industry

As the driving population ages, industry, government and health car providers need to plan for the management of driving impairments in older adults.