German taxi drivers' experiences and expressions of driving anger: Are the driving anger scale and the driving anger expression inventory valid measures?

Objective: The objective of this article was 2-fold: firstly, we wanted to examine whether the original Driving Anger Scale (DAS) and the original Driving Anger Expression Inventory (DAX) apply to German professional taxi drivers because these scales have previously been given to professional and particularly to nonprofessional drivers in different countries. Secondly, we wanted to examine possible differences in driving anger experience and expression between professional German taxi drivers and nonprofessional German drivers.

Methods: We applied German versions of the DAS, the DAX, and the State–Trait Anger Expression Inventory (STAXI) to a sample of 138 professional German taxi drivers. We then compared their ratings to the ratings of a sample of 1,136 nonprofessional German drivers (Oehl and Brandenburg n.d. Oehl M, Brandenburg S. Driving anger in Germany: validation of the Driving Anger Scale (DAS). Saf Sci. n.d. submitted.  [Google Scholar]).

Results: Regarding our first objective, confirmatory factor analysis shows that the model fit of the DAS is better for nonprofessional drivers than for professional drivers. The DAX applies neither to professional nor to nonprofessional German drivers properly. Consequently, we suggest modified shorter versions of both scales for professional drivers. The STAXI applies to both professional and nonprofessional drivers. With respect to our second objective, we show that professional drivers experience significantly less driving anger than nonprofessional drivers, but they express more driving anger.

Conclusions: We conclude that the STAXI can be applied to professional German taxi drivers. In contrast, for the DAS and the DAX we found particular shorter versions for professional taxi drivers. Especially for the DAX, most statements were too strong for German drivers to agree to. They do not show behaviors related to driving anger expression as they are described in the DAX. These problems with the original American DAX items are in line with several other studies in different countries. Future investigations should examine whether (professional) drivers from further countries express their anger as proposed by the DAX. In addition, professional drivers experience less driving anger (DAS) and less general trait anger (STAXI) than nonprofessional drivers, but they report more driving anger expression (DAX) and more current general state anger (STAXI). Subsequent studies should therefore focus on different types of anger within the group of professional drivers.     

Driving under the influence of alcohol and the effects of alcohol prohibition—Case study in Serbia

Objective: The purpose of this study is to provide an overview of the prevalence of driving under the influence of alcohol (DUI) according to day of the week, specific roads (urban/rural), daytime or nighttime, and vehicle category. In addition, this study examines how the prohibition of selling alcoholic drinks in shops and supermarkets (not in restaurants) after 10 p.m. has affected the prevalence of DUI.

Method: Breath alcohol concentration (BrAC) was collected from all drivers through police checkpoints at 54 locations in Serbia. In this study, 17,945 drivers were tested in urban areas and 19,507 in rural areas. The relationship between DUI during the prohibition on alcohol sales in Belgrade and other large cities in Serbia was determined using logistic regression.

Results: On average, every 100th driver in traffic in Serbia was DUI (0.99%). This study shows that the 0 blood alcohol concentration (BAC) limit for motorcyclists does not have an influence on DUI. Moreover, motorcyclists represent the category with the highest share of DUI, with a statistically significantly larger difference compared to drivers of other vehicle categories. These results may be a consequence of the fact that a large number of drivers drive both motorcycles and other vehicle categories (cars or mopeds), so the different BAC limits for nonprofessional drivers may create confusion about the legal BAC limit.

Conclusions: This study suggests that the required legal BAC limit for nonprofessional drivers should be the same. The prohibition of selling alcoholic drinks in Belgrade after 10 p.m. does not decrease the prevalence of DUI.     

Vigilance monitoring for operator safety: A simulation study on highway driving

INTRODUCTION: Alertness of individuals operating vehicles, aircrafts, and machinery is a pre-requisite for safety of the individual and for avoiding economic losses. In this paper, we present a new technique for determining the alertness level of the operator and elaborate the methodology for the specific case of highway driving METHOD: Our hypothesis is that the time derivative of force exerted by the driver at the vehicle-human interfaces can be used to construct a signature of individual driving styles and to discern different levels of alertness RESULTS: In this study, we present experimental results corroborating this hypothesis and introduce a parameter, 'spikiness index,' for the time series data of the force derivative to quantify driver alertness IMPACT ON INDUSTRY: The low cost, ruggedness, and low-volume data processing requirements of the proposed technique give it a competitive edge over existing predominantly image processing based vigilance monitoring systems.     

突出煤层掘进防突技术研究

针对焦作矿区单一煤层开采特点,分析煤巷掘进突出和瓦斯涌出规律,探讨防突措施的适应性,研究出严重突出危险掘进工作面中高压注水综合措施,即在巷道两侧布置长钻孔抽放工作面前方及两侧煤体瓦斯,向掘进工作面前方应力集中带内打短钻孔进行中高压注水。边掘边抽钻孔提前抽放瓦斯,增大煤体透水性,有利于煤层注水和较高的压力水压裂破坏煤体,增加煤体透气性,提高瓦斯抽放效果。通过在严重突出矿井试验,3115m巷道未发生一次突出,巷道掘进速度平均提高一倍以上,有效解除了突出危险,大幅度提高了掘进速度。研究与实践证明,中高压注水综合防突措施具有广泛的适用性、有效性和安全性特征。     

A community driving under the influence (DUI) study of declining arrests

Abstract

Objective: Recent news reports in 2016 indicated that across Miami–Dade County, Florida, driving under the influence (DUI) arrests have decreased substantially. The objective of this research was to determine the reasons for the decline in DUI arrests from 2009 to 2016. Are there fewer impaired drivers on the roads? Can DUI enforcement and prosecution be improved?

Methods: The following methods were used in this study: (1) Analysis of existing DUI arrest and crash data; (2) conducting and analysis of a telephone survey of reported knowledge, attitudes, and behaviors concerning impaired driving; (3) conducting and analysis of roadside surveys on the roads on weekend nights in Miami–Dade County; (4) information from focus group discussions with police and prosecutors in Miami–Dade County; and (5) a comprehensive review of the best DUI prevention practices and enforcement strategies used across the country.

Results: DUI arrests decreased 64% in Miami–Dade County between 2009 and 2016. This was a significantly larger decrease than has occurred in the State of Florida as a whole (34%) and in the United States (29%) over the same time period. The decline was not due to any decline in DUI behavior in the county.

Conclusions: Based upon the data and information gathered in this project, the following actions were recommended for Miami–Dade County: (1) County police chiefs need to find ways to overcome law enforcement apathy toward DUI enforcement and persuade their traffic enforcement officers to be proactive rather than reactive when it comes to identifying and making impaired driving stops. (2) County police agencies should join forces to conduct more sobriety checkpoints. Checkpoints are safer for both the police and the drivers going through them and serve as a general deterrent to impaired driving. (3) An interagency DUI task force or team of 5 to 7 officers should be established within the county. These officers would be solely dedicated to DUI enforcement and paid for by each individual agency or under a grant from the state or federal government.     

The combined effects of on-road and simulator training with feedback on older drivers' on-road performance: Evidence from a randomized controlled trial

Objective: A number of training programs that seek to improve driving performance among older drivers are available accompanied by a growing interest in their effectiveness. The purpose of the present investigation was to examine the combined effect of (1) basic in-class training (BT); (2) on-road training with individualized feedback (OR); and (3) training on a driving simulator (S).

Methods: Using a randomized controlled trial study design, 78 older drivers were randomly assigned to one of 3 groups (BT, BT + OR, or BT + OR + S). All participants completed a pre- and postintervention on-road driving evaluation on a standardized route. The driving evaluations were recorded using video and Global Positioning System (GPS) equipment and were scored by a blind assessor.

Results: The results indicated a significant reduction of approximately 30% in overall number of driving errors/omissions among participants in the BT + OR and the BT + OR + S groups in comparison to participants in the BT group.

Conclusions: This study adds to the mounting evidence demonstrating the effectiveness of individualized driver training in improving safe driving among older adults.     

Drink driving deterrents and self-reported offending behaviours among a sample of Queensland motorists

Problem

The efficacy of drink driving (driving under the influence, DUI) countermeasures to deter motorists from driving over the legal limit is extremely important when considering the personal and economic impact the offending behavior has on the community. This paper reports on an examination of 780 Queensland motorists' perceptions of legal and non-legal sanctions and their deterrent impact on self-reported offending behavior. Method: The data were collected via a telephone survey of motorists recruited from a random sample of all listed telephone numbers in the state, adjusted according to district population figures. Results: The results indicated that there were a range of legal and non-legal factors that were significantly associated with self-reported DUI including: the perceived risk of apprehension and license loss (legal factors); and concerns relating to the possibility of being involved in a crash and hurting another person (non-legal factors). However, additional multivariate analyses indicated that while both legal and non-legal factors significantly predicted self-reported DUI, higher alcohol consumption levels and more favorable attitudes to the behavior also appear to increase the likelihood of DUI. Discussion: The paper will outline the direct implications of the research project such as the development and promotion of countermeasures that both effectively deter motorists and address pro-offending attitudes. Impact on industry: The findings also highlight that DUI remains a relatively common behaviour among some motoring groups and that there is a need to extend current levels of enforcement as well as adopt innovative strategies to enhance the impact of these operations on the offending behaviour.     

Predictability of clinical assessments for driving performance

PROBLEM: As the number of older drivers grows, it is increasingly important to accurately identify at-risk drivers. This study tested clinical assessments predictive of real-time driving performance. METHOD: Selected assessment tools considered important in the identification of at-risk older drivers represented the domains of vision, cognition, motor performance, and driving knowledge. Participants were administered the battery of assessments followed by an on-road test. A univariate analysis was conducted to identify significant factors (<.05) to be included in a multivariate regression model. RESULTS: Assessments identified as independently associated with driving performance in the regression model included: FACTTM Contrast sensitivity slide-B, Rapid Pace Walk, UFOV rating, and MMSE total score. DISCUSSION: The domains of vision, cognitive, and motor performance were represented in the predictive model. SUMMARY: Due to the dynamic nature of the driving task, it is not likely that a single assessment tool will identify at risk drivers. IMPACT ON INDUSTRY: By standardizing the selection of clinical assessments used in driving evaluations, practitioners should be able to provide services more efficiently, more objectively, and more accurately to identify at-risk drivers.     

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.     

The relationship between perceived risk of being ticketed and self-reported seat belt use

PROBLEM: Twenty-nine percent of Americans failed to use their seat belts in 2000. Efforts to improve safety belt usage can be enhanced by identifying specific factors that motivate belt use. METHOD: Motorist survey data were used to examine the effect of Perceived Risk of being Ticketed (PRT) for a seat belt infraction on self-reported seat belt use. RESULTS: Analyses indicated that individuals and groups of individuals who have higher PRT typically report higher belt usage. Factorial analyses indicated that this perceived risk to belt use relationship holds both within groups with generally high (e.g., upper income) and generally low (e.g. young men) overall self-reported belt use. DISCUSSION: Applications of PRT to improve seat belt use are discussed. IMPACT ON INDUSTRY: Enforcement of existing laws, perhaps through selective traffic enforcement programs, and strengthening laws to create a higher perception of being ticketed by motorists should increase safety belt use thereby saving lives and reducing cost for individuals, government, and industry.