Objective: The objective of this study was to assess how 2 types of drinking-driving laws—permitting sobriety checkpoints and prohibiting open containers of alcohol in motor vehicles—are associated with drinking-driving and how enforcement efforts may affect these associations.
Methods: We obtained 2010 data on state-level drinking-driving laws and individual-level self-reported drinking-driving from archival sources (Alcohol Policy Information System, NHTSA, and Behavioral Risk Factor Surveillance System). We measured enforcement of the laws via a 2009 survey of state patrol agencies. We computed multilevel regression models (separate models for each type of law) that first examined how having the state law predicted drinking-driving, controlling for various state- and individual-level covariates; we then added the corresponding enforcement measure as another potential predictor.
Results: We found that states with a sobriety checkpoint law, compared with those without a law, had 18.2% lower drinking-driving; states that conducted sobriety checks at least monthly (vs. not conducting checks) had 40.6% lower drinking-driving (the state law variable was not significant when enforcement was added). We found no significant association between having an open container law and drinking-driving, but states that conducted open container enforcement, regardless of having a law, had 17.6% less drinking-driving.
Conclusion: Our results suggest that having a sobriety checkpoint law and conducting checkpoints as well as enforcement of open containers laws may be effective strategies for addressing drinking-driving. 相似文献
AbstractObjective: Particular testing by functional decomposition of the automated driving function can potentially contribute to reducing the effort of validating highly automated driving functions. In this study, the required size of test suites for scenario-based testing and the potential to reduce it by functional decomposition are quantified for the first time.Methods: The required size of test suites for scenario-based approval of a so-called Autobahn-Chauffeur (SAE Level 3) is analyzed for an exemplary set of scenarios. Based on studies of data from failure analyses in other domains, the possible range for the required test coverage is narrowed down and suitable discretization steps, as well as ranges for the influence parameters, are assumed. Based on those assumptions, the size of the test suites for testing the complete system is quantified. The effects that lead to a reduction in the parameter space for particular testing of the decomposed driving function are analyzed and the potential to reduce the validation effort is estimated by comparing the resulting test suite sizes for both methods.Results: The combination of all effects leads to a reduction in the test suites’ size by a factor between 20 and 130, depending on the required test coverage. This means that the size of the required test suite can be reduced by 95–99% by particular testing compared to scenario-based testing of the complete system.Conclusions: The reduction potential is a valuable contribution to overcome the parameter space explosion during the validation of highly automated driving. However, this study is based on assumptions and only a small set of exemplary scenarios. Thus, the findings have to be validated in further studies. 相似文献
Objective: The present study examines the accelerating and braking behaviors of drivers at different blood alcohol concentrations (BACs) in heterogeneous driving conditions using driving simulator experiments.
Methods: Eighty-two licensed drivers performed simulated driving in a rural road environment designed in the driving simulator at 4 BAC levels: 0.00, 0.03, 0.05, and 0.08%. Driving performance was analyzed using vehicle control variables such as mean acceleration and mean brake pedal force. Generalized linear mixed models were developed to quantify the effect of different alcohol levels and explanatory variables such as driver’s age, gender, and other factors on the driving performance indicators.
Results: Alcohol use was reported as a significant factor affecting the accelerating and braking performance of drivers. The acceleration model results indicated that drivers’ mean acceleration increased by 0.013, 0.026, and 0.027 m/s2 for BAC levels of 0.03, 0.05, and 0.08%, respectively. Results of the brake pedal force model showed that drivers’ mean brake pedal force increased by 1.09, 1.32, and 1.44 N for BAC levels of 0.03, 0.05, and 0.08%, respectively. Age was a significant factor in both the models where a 1-year increase in driver age resulted in a 0.2% reduction in mean acceleration and a 19% reduction in mean brake pedal force. Driving experience could compensate for the negative effects of alcohol to some extent while driving.
Conclusions: The findings of the present study revealed that drivers tend to be more aggressive and impulsive under the influence of alcohol, which deteriorates their driving performance. Impairment in accelerating and braking behaviors of drivers under the influence of alcohol leads to increased crash probabilities. The conclusions may provide reference in making countermeasures against drinking and driving and contribute to traffic safety. 相似文献
Objective: The main objective of this article is to examine whether the Driving Anger Expression Inventory (DAX) applies to German drivers because this scale has previously been given to drivers in many different countries.
Methods: We applied German versions of the DAX, the Driving Anger Scale (DAS), and the State-Trait Anger Expression Inventory (STAXI) to a sample of 501 German drivers. We computed confirmatory factor analysis and principal axis factoring (PAF) analysis to examine the structure of driving anger expression in Germany. Finally, we related the drivers’ anger exp ression scores to their driving anger experiences and their general anger propensities to assess the validity of the DAX for German drivers.
Results: Results indicated that the DAX’s original factor structure does not apply to German drivers because the confirmatory factor analysis did not show a good model fit. An item analysis revealed that many DAX items had no meaningful variability. They were excluded from further analysis. The subsequent PAF analysis indicated that German drivers do not use personal physical aggression to express their driving anger. Instead, they reported unique preventive anger expression management behavior. In addition, their driving anger expressions were significantly related to their driving anger experiences and their general anger propensities indicated the validity of the refined DAX for German drivers.
Conclusions: We conclude that German drivers do not use strong behaviors to express their driving anger. Many statements of Deffenbacher et al.’s (Behav Res Ther. 40:717–737, 2002) original American questionnaire were not applicable for our sample of German drivers. These findings are in line with several other studies showing discrepancies in driving anger expression in various countries. Future investigations should examine the reasons for discrepancies in driving anger expression. 相似文献
AbstractObjective: The human–machine interface (HMI) is a crucial part of every automated driving system (ADS). In the near future, it is likely that—depending on the operational design domain (ODD)—different levels of automation will be available within the same vehicle. The capabilities of a given automation level as well as the operator’s responsibilities must be communicated in an appropriate way. To date, however, there are no agreed-upon evaluation methods that can be used by human factors practitioners as well as researchers to test this.Methods: We developed an iterative test procedure that can be applied during the product development cycle of ADS. The test procedure is specifically designed to evaluate whether minimum requirements as proposed in NHTSA’s automated vehicle policy are met.Results: The proposed evaluation protocol includes (a) a method to identify relevant use cases for testing on the basis of all theoretically possible steady states and mode transitions of a given ADS; (b) an expert-based heuristic assessment to evaluate whether the HMI complies with applicable norms, standards, and best practices; and (c) an empirical evaluation of ADS HMIs using a standardized design for user studies and performance metrics.Conclusions: Each can be used as a stand-alone method or in combination to generate objective, reliable, and valid evaluations of HMIs, focusing on whether they meet minimum requirements. However, we also emphasize that other evaluation aspects such as controllability, misuse, and acceptance are not within the scope of the evaluation protocol. 相似文献
Abstract This paper takes poverty-stricken county as the basic unit, and selects net income per peasant to study the poverty status in Hebei Province during 1986–2000. Temporal and spatial changes of poverty-stricken areas are analyzed. The result shows that poverty-stricken areas in Hebei Province distributed concentratedly and the areas decreased during 1986–2000, the net income per peasant was on the rise with an increasing speed in off-poverty counties being slightly higher than that in poverty-stricken counties, but the growth rate was extremely unstable, rising slowly in off-poverty counties while dropping in poverty-stricken counties. The main driving forces that influenced temporal and spatial changes were economic development of the whole province, ecological environment quality, infrastructure conditions and radiation of the key city. On this basis, some anti-poverty countermeasures suitable to local conditions are proposed. 相似文献