Age differences in the takeover of vehicle control and engagement in non-driving-related activities in simulated driving with conditional automation.

PubMed

Clark, Hallie; Feng, Jing

2017-09-01

High-level vehicle automation has been proposed as a valuable means to enhance the mobility of older drivers, as older drivers experience age-related declines in many cognitive functions that are vital for safe driving. Recent research attempted to examine age differences in how engagement in non-driving-related activities impact driving performance, by instructing drivers to engage in mandatory pre-designed activities. While the mandatory engagement method allows a precise control of the timing and mental workload of the non-driving-related activities, it is different from how a driver would naturally engage in these activities. This study allowed younger (age 18-35, mean age=19.9years) and older drivers (age 62-81, mean age=70.4years) to freely decide when and how to engage in voluntarily chosen non-driving-related activities during simulated driving with conditional automation. We coded video recordings of participants' engagement in non-driving-related activities. We examined the effect of age, level of activity-engagement and takeover notification interval on vehicle control performance during the takeover, by comparing between the high and low engagement groups in younger and older drivers, across two takeover notification interval conditions. We found that both younger and older drivers engaged in various non-driving-related activities during the automated driving portion, with distinct preferences on the type of activity for each age group (i.e., while younger drivers mostly used an electronic device, older drivers tended to converse). There were also significant differences between the two age groups and between the two notification intervals on various driving performance measures. Older drivers benefited more than younger drivers from the longer interval in terms of response time to notifications. Voluntary engagement in non-driving-related activities did not impair takeover performance in general, although there was a trend of older drivers who were more engaged in non-driving-related activities braking harder than those with low activity-engagement during the takeover. Published by Elsevier Ltd.

Augmented reality cues to assist older drivers with gap estimation for left-turns.

PubMed

Rusch, Michelle L; Schall, Mark C; Lee, John D; Dawson, Jeffrey D; Rizzo, Matthew

2014-10-01

The objective of this study was to assess the effects of augmented reality (AR) cues designed to assist middle-aged and older drivers with a range of UFOV impairments, judging when to make left-turns across oncoming traffic. Previous studies have shown that AR cues can help middle-aged and older drivers respond to potential roadside hazards by increasing hazard detection without interfering with other driving tasks. Intersections pose a critical challenge for cognitively impaired drivers, prone to misjudge time-to-contact with oncoming traffic. We investigated whether AR cues improve or interfere with hazard perception in left-turns across oncoming traffic for drivers with age-related cognitive decline. Sixty-four middle-aged and older drivers with a range of UFOV impairment judged when it would be safe to turn left across oncoming traffic approaching the driver from the opposite direction in a rural stop-sign controlled intersection scenario implemented in a static base driving simulator. Outcome measures used to evaluate the effectiveness of AR cueing included: Time-to-Contact (TTC), Gap Time Variation (GTV), Response Rate, and Gap Response Variation (GRV). All drivers estimated TTCs were shorter in cued than in uncued conditions. In addition, drivers responded more often in cued conditions than in uncued conditions and GRV decreased for all drivers in scenarios that contained AR cues. For both TTC and response rate, drivers also appeared to adjust their behavior to be consistent with the cues, especially drivers with the poorest UFOV scores (matching their behavior to be close to middle-aged drivers). Driver ratings indicated that cueing was not considered to be distracting. Further, various conditions of reliability (e.g., 15% miss rate) did not appear to affect performance or driver ratings. Copyright © 2014 Elsevier Ltd. All rights reserved.

AUGMENTED REALITY CUES TO ASSIST OLDER DRIVERS WITH GAP ESTIMATION FOR LEFT-TURNS

PubMed Central

Rusch, Michelle L.; Schall, Mark C.; Lee, John D.; Dawson, Jeffrey D.; Rizzo, Matthew

2014-01-01

The objective of this study was to assess the effects of augmented reality (AR) cues designed to assist middle-aged and older drivers with a range of UFOV impairments, judging when to make left-turns across oncoming traffic. Previous studies have shown that AR cues can help middle-aged and older drivers respond to potential roadside hazards by increasing hazard detection without interfering with other driving tasks. Intersections pose a critical challenge for cognitively impaired drivers, prone to misjudge time-to-contact with oncoming traffic. We investigated whether AR cues improve or interfere with hazard perception in left-turns across oncoming traffic for drivers with age-related cognitive decline. Sixty-four middle-aged and older drivers with a range of UFOV impairment judged when it would be safe to turn left across oncoming traffic approaching the driver from the opposite direction in a rural stop-sign controlled intersection scenario implemented in a static base driving simulator. Outcome measures used to evaluate the effectiveness of AR cueing included: Time-to-Contact (TTC), Gap Time Variation (GTV), Response Rate, and Gap Response Variation (GRV). All drivers estimated TTCs were shorter in cued than in uncued conditions. In addition, drivers responded more often in cued conditions than in uncued conditions and GRV decreased for all drivers in scenarios that contained AR cues. For both TTC and response rate, drivers also appeared to adjust their behavior to be consistent with the cues, especially drivers with the poorest UFOV scores (matching their behavior to be close to middle-aged drivers). Driver ratings indicated that cueing was not considered to be distracting. Further, various conditions of reliability (e.g., 15% miss rate) did not appear to affect performance or driver ratings. PMID:24950128

Driving comfort, enjoyment and acceptance of automated driving - effects of drivers' age and driving style familiarity.

PubMed

Hartwich, Franziska; Beggiato, Matthias; Krems, Josef F

2018-02-23

Automated driving has the potential to improve the safety and efficiency of future traffic and to extend elderly peoples' driving life, provided it is perceived as comfortable and joyful and is accepted by drivers. Driving comfort could be enhanced by familiar automated driving styles based on drivers' manual driving styles. In a two-stage driving simulator study, effects of driving automation and driving style familiarity on driving comfort, enjoyment and system acceptance were examined. Twenty younger and 20 older drivers performed a manual and four automated drives of different driving style familiarity. Acceptance, comfort and enjoyment were assessed after driving with standardised questionnaires, discomfort during driving via handset control. Automation increased both age groups' comfort, but decreased younger drivers' enjoyment. Younger drivers showed higher comfort, enjoyment and acceptance with familiar automated driving styles, whereas older drivers preferred unfamiliar, automated driving styles tending to be faster than their age-affected manual driving styles. Practitioner Summary: Automated driving needs to be comfortable and enjoyable to be accepted by drivers, which could be enhanced by driving style individualisation. This approach was evaluated in a two-stage driving simulator study for different age groups. Younger drivers preferred familiar driving styles, whereas older drivers preferred driving styles unaffected by age.

Fatal drink-driving accidents of young adult and middle-aged males--a risky driving style or risky lifestyle?

PubMed

Laapotti, Sirkku; Keskinen, Esko

2008-01-01

A range of situational and lifestyle-related factors in drink-driving fatal accidents were studied involving young adult and middle-aged male drivers in Finland. Fatal drink-driving accidents were compared to fatal accidents in which the driver had been sober. The study included all 18-to 59-year-old male drivers' fatal car and van accidents investigated by the Road Accident Investigation Teams in Finland between 2000 and 2002 (n = 366 accidents). The variables describing the situation included the time of the accident, the road condition, the speed, possession of a valid licence, seat-belt usage, and the presence of passengers. The study found that among young adult males most of the studied situational factors bore no relation to the state of the driver (sober or drink driver). Only the time of day, seat-belt, usage, and possession of a valid licence were related to the state of the driver. Among middle-aged male drivers, drink-driving and sober driving accidents differed more clearly. Further, when the social situation in the car was examined, it was found that accidents of sober and drink drivers differed from each other within the group of middle-aged drivers but not within the group of young adult drivers. Heavy alcohol usage was found to characterize the lifestyle of the studied middle-aged drink drivers. It was concluded that for young adult males drink-driving was a part of a more general risky driving style. Among middle-aged males drink-driving was more related to a risky lifestyle with drinking problems. Possible countermeasures are discussed with regard to drink-driving among young adult and middle-aged males.

Predictors of intrinsic motivation behind seatbelt use in a country where current use is low.

PubMed

Milder, Caitlin M; Gupta, Shivam; Ozkan, Türker; Hoe, Connie; Lajunen, Timo

2013-12-01

Seatbelt use is a major determinant of a driver's safety on the road. In Turkey and other middle-income countries, seatbelt use is lower than in high-income countries and contributes to the higher burden of road traffic injuries. Assessing factors behind drivers' motivations to wear seatbelts can help determine appropriate interventions for specific subpopulations. To analyze the factors predictive of whether drivers who wear seatbelts in Afyonkarahisar and Ankara, Turkey do so because they believe seatbelts can save their lives. As part of the monitoring and evaluation of the Bloomberg Philanthropies Global Road Safety Programme, 817 drivers were randomly recruited in Afyonkarahisar and Ankara, Turkey, to participate in roadside interviews. Logistic regression was run on data from 408 drivers who claimed they always wore seatbelts. Predictors were driver's city, driver's age group (30 and younger, 31 to 40, and over 40 years), whether at least one passenger was in the car, and an interaction term between age group and whether passengers were in the car. The outcome variable of interest was whether drivers wore seatbelts because they believed seatbelts can save their lives, referred to in this paper as "selection of Reason 3." The odds of selecting Reason 3 were 2.45 (95% CI: 1.40-4.31) times higher in Ankara than in Afyonkarahisar, 2.52 (95% CI: 1.38-4.60) and 3.65 (95% CI: 1.92-6.95) times higher for drivers aged 31-40 and drivers over the age of 40 than for drivers 30 years of age and younger, respectively, and 5.89 (95% CI: 2.02-17.23), 7.22 (95% CI: 1.61-32.42), and 0.83 (95% CI: 0.32-2.19) times higher for drivers traveling with passengers who were 30 years of age and younger, between 31 and 40, and over 40 than for drivers traveling without passengers in these age groups, respectively. Drivers with passengers had higher odds of selecting Reason 3, especially younger drivers who are more likely to succumb to peer pressure. Older drivers had higher odds of selecting Reason 3. Peer groups and peer education campaigns may have an impact. Education interventions combined with extrinsic campaigns can be aimed at younger drivers to increase and maintain adherence in the population. Copyright © 2013 Elsevier Ltd. All rights reserved.

Age and sex differences in the risk of causing vehicle collisions in Spain, 1990 to 1999.

PubMed

Claret, Pablo Lardelli; Castillo, Juan de Dios Luna del; Moleón, José Juan Jiménez; Cavanillas, Aurora Bueno; Martín, Miguel García; Vargas, Ramón Gálvez

2003-03-01

This retrospective, paired case-control study was designed to estimate crude and adjusted effects of age and sex on the risk of causing collisions between vehicles with four or more wheels in Spain during the period from 1990 to 1999. We selected all 220284 collisions registered from 1990 to 1999 in the Spanish Dirección General de Tráfico (DGT) traffic crash database in which only one driver committed any infraction. Information was collected about age, sex and several confounding factors for both the responsible and paired-by-collision nonresponsible drivers. Crude and adjusted odds ratios (aORs) were calculated for each age and sex category. For men, the lowest risk was seen for drivers aged 25-49 years. Below the age of 35 years the crude odds ratio (cOR) was highest in the 18-24-year-old group (1.61; CI: 1.57-1.65). The risk increased significantly and exponentially after the age of 50 years, to a maximum odds ratio of 3.71 (3.43-4.00) for drivers aged >74 years. In women, the lowest risk values were found for the 25-44-year-old age group. In older women the risk increased significantly with age to a maximum odds ratio of 3.02 (2.31-3.97) in the oldest age group. aOR estimates tended to be lower than crude estimates for drivers younger than 40 years of age, but the opposite was seen for drivers 40 years old and older. Regarding sex differences, among younger drivers crude and aORs for men were higher than for women. Our results suggest that the risk of causing a collision between vehicles with four or more wheels is directly dependent on the driver's age.

Are drivers with CVD more at risk for motor vehicle crashes? Study of men aged 45 to 70.

PubMed Central

Guibert, R.; Potvin, L.; Ciampi, A.; Loiselle, J.; Philibert, L.; Franco, E. D.

1998-01-01

OBJECTIVE: To examine whether male drivers aged 45 to 70 years suffering from cardiovascular disease (CVD) are more likely to be involved in motor vehicle crashes (MVC) that are reported to the police. DESIGN: Population-based case-control study. SETTING: Data on drivers' ages and medical conditions were compiled from the Societé de l'assurance automobile du Québec's (SAAQ) computerized files. A questionnaire was mailed to all subjects to collect additional information on annual distances driven and various driving behaviours. PARTICIPANTS: Age-stratified population-based random sample. Subjects were 2504 drivers involved in MVCs during a 6-month period; controls were 2520 drivers not involved in crashes. MAIN OUTCOME MEASURES: Proportion of drivers with CVD involved in MVCs. RESULTS: Response rate to the questionnaire was 35.5%. Analysis of the SAAQ files' entire sample of 5024 drivers showed that drivers suffering from CVD were less likely to be involved in MVCs (odds ratio [OR] 0.82, 95% confidence interval [CI] 0.67 to 0.99) than drivers without CVD. Although the estimate of risk remains unchanged when adjusted for age, it becomes statistically insignificant. It also remains unchanged and statistically insignificant when adjusted for yearly distance driven and driver behaviour, as shown by responses to the questionnaire. Drivers suffering from CVD drove significantly less each year (8900 km) than drivers without medical conditions (13,000 km). CONCLUSION: This study shows no increased risk of motor vehicle crashes for drivers suffering from CVD. PMID:9585850

On an efficient and effective intelligent transportation system (ITS) safety and traffic efficiency application with corresponding driver behavior

NASA Astrophysics Data System (ADS)

Ekedebe, Nnanna; Yu, Wei; Lu, Chao

2015-06-01

Driver distraction could result in safety compromises attributable to distractions from in-vehicle equipment usage [1]. The effective design of driver-vehicle interfaces (DVIs) and other human-machine interfaces (HMIs) together with their usability, and accessibility while driving become important [2]. Driving distractions can be classified as: visual distractions (any activity that takes your eyes away from the road), cognitive distraction (any activity that takes your mind away from the course of driving), and manual distractions (any activity that takes your hands away from the steering wheel [2]). Besides, multitasking during driving is a distractive activity that can increase the risks of vehicular accidents. To study the driver's behaviors on the safety of transportation system, using an in-vehicle driver notification application, we examined the effects of increasing driver distraction levels on the evaluation metrics of traffic efficiency and safety by using two types of driver models: young drivers (ages 16-25 years) and middle-age drivers (ages 30-45 years). Our evaluation data demonstrates that as a drivers distraction level is increased, less heed is given to change route directives from the in-vehicle on-board unit (OBU) using textual, visual, audio, and haptic notifications. Interestingly, middle-age drivers proved more effective/resilient in mitigating the negative effects of driver distraction over young drivers [2].

Transportation needs of the older driver : final report.

DOT National Transportation Integrated Search

1993-01-01

A growing percentage of all drivers are aged 55 and older. The findings of a number of safety studies have also fostered national interest in older driver issues. The needs and problems of Virginia drivers age 55 and older were identified in 10 focus...

Driving cessation and increased depressive symptoms.

PubMed

Ragland, David R; Satariano, William A; MacLeod, Kara E

2005-03-01

To understand the consequences of driving cessation in older adults, the authors evaluated depression in former drivers compared with active drivers. Depression (as assessed using the Center for Epidemiological Studies Depression Scale), driving status, sociodemographic factors, health status, and cognitive function were evaluated for a cohort of 1953 residents of Sonoma County, California, aged 55 years and older, as part of a community-based study of aging and physical performance. The authors re-interviewed 1772 participants who were active drivers at baseline 3 years later. At baseline, former drivers reported higher levels of depression than did active drivers even after the authors controlled for age, sex, education, health, and marital status. In a longitudinal analysis, drivers who stopped driving during the 3-year interval (i.e., former drivers) reported higher levels of depressive symptoms than did those who remained active drivers, after the authors controlled for changes in health status and cognitive function. Increased depression for former drivers was substantially higher in men than in women. With increasing age, many older adults reduce and then stop driving. Increased depression may be among the consequences associated with driving reduction or cessation.

Teen Crashes Declined After Massachusetts Raised Penalties For Graduated Licensing Law Restricting Night Driving.

PubMed

Rajaratnam, Shantha M W; Landrigan, Christopher P; Wang, Wei; Kaprielian, Rachel; Moore, Richard T; Czeisler, Charles A

2015-06-01

In 2007, as part of the Massachusetts graduated driver-licensing program designed to allow junior operators (ages 16½-17 years) to gain experience before receiving full licensure, stringent penalties were introduced for violating a law prohibiting unsupervised driving at night; driver education, including drowsy driving education, became mandatory; and other new restrictions and penalties began. We evaluated the impact of these changes on police-reported vehicle crash records for one year before and five years after the law's implementation in drivers ages 16-17, inclusive, and two comparison groups. We found that crash rates for the youngest drivers fell 18.6 percent, from 16.24 to 13.22 per 100 licensed drivers. For drivers ages 18-19 the rates fell by 6.7 percent (from 9.59 to 8.95 per 100 drivers), and for those ages 20 and older, the rate remained relatively constant. The incidence rate ratio for drivers ages 16-17 relative to those ages 20 and older decreased 19.1 percent for all crashes, 39.8 percent for crashes causing a fatal or incapacitating injury, and 28.8 percent for night crashes. Other states should consider implementing strict penalties for violating graduated driver-licensing laws, including restrictions on unsupervised night driving, to reduce the risk of sleep-related crashes in young people. Project HOPE—The People-to-People Health Foundation, Inc.

Information-Seeking Triggered by Age.

ERIC Educational Resources Information Center

Ng, Sik Hung; And Others

1991-01-01

Asked college students what information they would glean from drivers (aged 16 to 91) involved in traffic accident for assigning accident responsibility. Found ageist information-seeking across lifespan independent of driver gender, participant age, and participant gender. Participants would ask younger drivers about driving conduct (drinking,…

Improving the safety of aging road users: a mini-review.

PubMed

Boot, Walter R; Stothart, Cary; Charness, Neil

2014-01-01

Older drivers are at greatest risk for injury or death as a result of a car crash. In this mini-review, we outline the normative age-related changes to perceptual, cognitive, and motor abilities that contribute to increased crash risk and decreased comfort with driving, and highlight specific driving scenarios and conditions that are particularly challenging for aging road users. Adopting a person-environment fit framework, we discuss how the roadway environment can be modified to better match the abilities of the aging driver. We also review evidence for the efficacy of training interventions that aim to change the abilities and strategies of the aging driver to better match the demands of the driving environment. Evidence suggests that specific changes to the roadway and driver training strategies can bring the abilities of the older driver back into alignment with the demands of the driving task. A focus on both approaches will help ensure the safety of all road users as the number of aging drivers greatly increases over the next few decades.

National reported patterns of driver cell phone use in the United States.

PubMed

Braitman, Keli A; McCartt, Anne T

2010-12-01

To obtain detailed information on patterns of driver cell phone use, including how often drivers talk and text, the extent to which they use hands-free devices, and knowledge of and reaction to state cell phone laws. Telephone surveys were conducted with 1219 drivers in the 48 contiguous U.S. states and the District of Columbia, using random samples of landline and cell phone numbers. Forty percent of drivers reported talking on phones at least a few times per week. The percentages were highest for males (49%) and drivers ages 25-29 (66%). The percentage of drivers who reported never talking on phones was higher in states with all-driver bans on handheld phone use (44%) than in states without a ban applying to all drivers (30%). The percentage of drivers who talk on phones and always talk hands-free was higher in states with all-driver handheld phone bans (22%) than where such bans are not in effect (13%). Thirteen percent of drivers reported some texting while driving, and this percentage was highest among drivers ages 18-24 (43%). Twelve percent of drivers in states with all-driver texting bans reported texting while driving, compared with 14 percent in states with no texting ban. Among drivers ages 18-24, the percentages were 45 and 48 percent, respectively. Most drivers reported talking on phones while driving, even though earlier surveys have found that most people think this behavior should be banned. Fewer drivers overall reported texting, but the frequency of texting was higher among young drivers. Laws banning handheld phone use seem to discourage some drivers from talking on any type of phone and motivate some drivers to talk hands-free. Laws banning texting while driving have little effect on the reported frequency of texting while driving in any age group.

Holding on and letting go: the perspectives of pre-seniors and seniors on driving self-regulation in later life.

PubMed

Rudman, Deborah Laliberte; Friedland, Judith; Chipman, Mary; Sciortino, Paola

2006-01-01

Although decisions related to driving are vital to well-being in later life, little is known about how aging drivers who do not experience a medical condition that requires driving cessation regulate their driving. This exploratory, qualitative study used focus groups with 79 such community-dwelling individuals to examine driving self-regulation from the perspective of pre-senior (aged 55-64) drivers, senior (aged 65 years or over) drivers, and senior ex-drivers. Themes resulting from inductive analysis addressed the importance of driving, mechanisms of self-monitoring and self-regulation, people who influenced decision making, and opinions regarding licensing regulations. A preliminary model of the process of self-regulation that highlights intrapersonal, interpersonal, and environmental influences on why, how, and when aging drivers adapt or cease driving is presented. The model identifies areas for future research to enhance understanding of this process, including the effectiveness of self-regulation. Findings suggest that increased public awareness of issues related to driving and aging could assist aging drivers, their families, and their family physicians in optimizing driving safety for this population. Since a near accident or accident was seen as the only factor that would lead many informants to stop driving and few informants planned for driving cessation, there is a need for interventions that help aging drivers make the transition to ex-driver in a timely and personally acceptable way.

Driver performance and attention allocation in use of logo signs on freeway exit ramps.

PubMed

Zahabi, Maryam; Machado, Patricia; Lau, Mei Ying; Deng, Yulin; Pankok, Carl; Hummer, Joseph; Rasdorf, William; Kaber, David B

2017-11-01

The objective of this research was to quantify the effects of driver age, ramp signage configuration, including number of panels, logo format and sign familiarity, on driver performance and attention allocation when exiting freeways. Sixty drivers participated in a simulator study and analysis of variance models were used to assess response effects of the controlled manipulations. Results revealed elderly drivers to demonstrate worse performance and conservative control strategies as compared to middle-aged and young drivers. Elderly drivers also exhibited lower off-road fixation frequency and shorter off-road glance durations compared to middle-aged and young drivers. In general, drivers adopted a more conservative strategy when exposed to nine-panel signs as compared to six-panel signs and were more accurate in target detection when searching six-panels vs. nine and with familiar vs. unfamiliar logos. These findings provide an applicable guide for agency design of freeway ramp signage accounting for driver demographics. Copyright © 2017 Elsevier Ltd. All rights reserved.

Trends in the crash involvement of older drivers in Australia.

PubMed

Thompson, James P; Baldock, Matthew R J; Dutschke, Jeffrey K

2018-05-03

Research from the USA and Great Britain indicates that the number of fatal crashes (as well as the rates of crashes of all levels of injury and property damage) involving older drivers declined between approximately 1997 and 2010 despite increases in the number of older drivers on the road and in their driving exposure. Differing results have been found in Australian research with the number of older driver fatalities having been steady and even slightly increasing between 2004 and 2013. The present study further examined trends in the crash involvement of older drivers in Australia to determine whether their involvement has been increasing or decreasing, and how this compares to trends for younger aged drivers. Crash, injury, population and licensure data were examined by age group for the years 2003-2012. There were increases in the population and licensure of drivers aged 65 years and older, while the total crashes, serious injuries, and fatalities remained steady for drivers aged 65-84 and increased for the oldest group (85+) between 2003 and 2012. Increasing trends were also found for drivers 85 and older for rates of serious or fatal injuries per head of population and per licensed driver. Population and licensure among younger age groups also increased but their crash numbers and crash rates remained steady or declined. The stable or slightly increasing fatal crash involvement of older drivers in Australia contrasts with the declining trends in the USA and Great Britain. Therefore, greater attention should be given to the road safety of older drivers in Australia. Copyright © 2018 Elsevier Ltd. All rights reserved.

Effect of personality traits, age and sex on aggressive driving: Psychometric adaptation of the Driver Aggression Indicators Scale in China.

PubMed

Zhang, Huihui; Qu, Weina; Ge, Yan; Sun, Xianghong; Zhang, Kan

2017-06-01

This study aimed to assess the reliability and validity of the Chinese version of the Driver Aggression Indicators Scale (DAIS), which measures aggressive driving behaviors. Besides, demographic variables (sex and age) and the big five personality traits were examined as potential impact factors of aggressive driving. A total of 422 participants completed the DAIS, Big Five Personality Inventory (BFPI), and the socio-demographic scale. First, psychometric results confirmed that the DAIS had a stable two-factor structure and acceptable internal consistency. Then, agreeableness and conscientiousness were negatively correlated with hostile aggression and revenge committed by the drivers themselves, while neuroticism was positively correlated with aggressive driving committed by the drivers themselves. Meanwhile, more agreeable drivers may perceive less hostile aggression and revenge. More neurotic drivers may perceive more aggressive warning. Finally, the effects of age and sex on aggressive driving were not same as most studies. We found that older age group perceived and committed more hostile acts of aggression and revenge than younger age groups. Female drivers of 49-60 years perceived more aggressive warnings committed by other drivers. Copyright © 2017 Elsevier Ltd. All rights reserved.

Adaptive Response Criteria in Road Hazard Detection Among Older Drivers

PubMed Central

Feng, Jing; Choi, HeeSun; Craik, Fergus I. M.; Levine, Brian; Moreno, Sylvain; Naglie, Gary; Zhu, Motao

2018-01-01

OBJECTIVES The majority of existing investigations on attention, aging, and driving have focused on the negative impacts of age-related declines in attention on hazard detection and driver performance. However, driving skills and behavioral compensation may accommodate the negative effects that age-related attentional decline places on driving performance. In this study, we examined an important question that had been largely neglected in the literature linking attention, aging, and driving: can top-down factors such as behavioral compensation, specifically adaptive response criteria, accommodate the negative impacts from age-related attention declines on hazard detection during driving? METHODS In the experiment, we used the Drive Aware Task, a task combining the driving context with well-controlled laboratory procedures measuring attention. We compared younger (n = 16, age 21 – 30) and older drivers (n = 21, age 65 – 79) on their attentional processing of hazards in driving scenes, indexed by percentage of correct and reaction time of hazard detection, as well as sensitivity and response criterion using the signal detection analysis. RESULTS Older drivers, in general, were less accurate and slower on the task than younger drivers. However, results from this experiment also revealed that older, but not younger, drivers adapted their response criteria when the traffic condition changed in the driving scenes. When there was more traffic in the driving scene, older drivers became more liberal in their responses, meaning that they were more likely to report that a driving hazard was detected. CONCLUSIONS Older drivers adopt compensatory strategies on hazard detection during driving . Our findings showed that, in the driving context, even at an old age our attentional functions are still adaptive according to environmental conditions. This leads to considerations on potential training methods to promote adaptive strategies which may help older drivers maintaining performance in road hazard detection. PMID:28898116

Transcending as a driver of development.

PubMed

Travis, Frederick

2016-06-01

This paper draws from three different bodies of research to discuss the hypothesis that age-appropriate experiences enhance brain and cognitive development throughout the life span. These age-appropriate experiences could be considered as the drivers of development at each age, including drivers to foster development beyond adult abstract thinking, as described in Piaget's formal operational stage. We explore how a nurturing caregiver is the driver in the first 2 years of life, how language learning is the driver from 3 to 10 years, and how problem solving is the driver in the teenage years. To develop beyond adult rational thinking, we suggest that the driver is transcending thought, which can result when practicing meditations in the automatic self-transcending category, such as Transcendental Meditation. © 2016 New York Academy of Sciences.

Comparison of visual status of Iranian military and commercial drivers.

PubMed

Ghasemi, Mohammad; Hoseini Yazdi, Seyed Hosein; Heravian, Javad; Jafarzadehpur, Ebrahim; Rezaee, Maryam

2015-04-01

There is no legal requirement for Iranian military truck drivers to undergo regular visual checkups as compared to commercial truck drivers. This study aimed to evaluate the impact of drivers' visual checkups by comparing the visual function of Iranian military and commercial truck drivers. In this comparative cross-sectional study, two hundred military and 200 commercial truck drivers were recruited and their Visual Acuity (VA), Visual Field (VF), color vision and Contrast Sensitivity (CS) were assessed and compared using the Snellen chart, confrontation screening method, D15 test and Pelli-Robson letter chart, respectively. A questionnaire regarding driving exposure and history of motor-vehicle crashes (MVCs) was also filled by drivers. Results were analyzed using an independent samples t-test, one-way ANOVA (assessing difference in number of MVCs across different age groups), chi-square test and Pearson correlation at statistical significance level of P < 0.05. Mean age was 41.6 ± 9.2 for the military truck drivers and 43.4 ± 10.9 for commercial truck drivers (P > 0.05). No significant difference between military and commercial drivers was found in terms of driving experience, number of MVCs, binocular VA, frequency of color vision defects and CS scores. In contrast, the last ocular examination was significantly earlier in military drivers than commercial drivers (P < 0.001). In addition, 4% of military drivers did not meet the national standards to drive as opposed to 2% of commercial drivers. There was a significant but weak correlation between binocular VA and age (r = 0.175, P < 0.001). However, CS showed a significantly moderate correlation with age (r = -0.488, P < 0.001). The absence of legal requirement for regular eye examination in military drivers caused the incompetent drivers to be missed in contrast to commercial drivers. The need for scientific revision of VA standard for Iranian drivers is also discussed. The CS measurement in visual checkups of older drivers deserves to be investigated more thoroughly.

CIHR Candrive Cohort Comparison with Canadian Household Population Holding Valid Driver's Licenses.

PubMed

Gagnon, Sylvain; Marshall, Shawn; Kadulina, Yara; Stinchcombe, Arne; Bédard, Michel; Gélinas, Isabelle; Man-Son-Hing, Malcolm; Mazer, Barbara; Naglie, Gary; Porter, Michelle M; Rapoport, Mark; Tuokko, Holly; Vrkljan, Brenda

2016-06-01

We investigated whether convenience sampling is a suitable method to generate a sample of older drivers representative of the older-Canadian driver population. Using equivalence testing, we compared a large convenience sample of older drivers (Candrive II prospective cohort study) to a similarly aged population of older Canadian drivers. The Candrive sample consists of 928 community-dwelling older drivers from seven metropolitan areas of Canada. The population data was obtained from the Canadian Community Health Survey - Healthy Aging (CCHS-HA), which is a representative sample of older Canadians. The data for drivers aged 70 and older were extracted from the CCHS-HA database, for a total of 3,899 older Canadian drivers. Two samples were demonstrated as equivalent on socio-demographic, health, and driving variables that we compared, but not on driving frequency. We conclude that convenience sampling used in the Candrive study created a fairly representative sample of Canadian older drivers, with a few exceptions.

[Spanish medical and psycho-technical model within the context of the second directive (91/439/EEC). Results when conducted on a specific group of drivers (45-70 age range)].

PubMed

Montoro González, Luis; Mirabet Lis, Enrique

2003-01-01

Directive 91/439/EEC marked the start of what the European Economic Community driver's license is going to be like at some time in the future. However, differences currently exist with regard to the driver license eligibility requirements and renewal periods. This study provides the results of the physical and psychotechnical exam conducted on 606 drivers of the following characteristics: both males and females, aged between 45-70, revising the group 1 (B) license, and with a renewal period of less than 5 years. Five years later some of these qualified drivers were examined again in order to check changes with regard to previous exam results. Results show that 86.47% were qualified the same; 12.21% were qualified with some restriction and 1.65% was unqualified. By age groups, it was found that the older the applicants, the lower the percentage of those qualified and the higher the percentage of those qualified with some restriction (in the 45-49 age range, 93.19% are qualified, while the percentage qualified in the 65-69 age group is 67.35%). Within five years time, 11.13% of the qualified drivers had made some change in their status (9.98% qualified with some restriction, 1.15% unqualified), significant differences also having been found by age groups (in the 45-49 age group, 6.8% had change in status compared to 18.1% in the 65-69 age group). Therefore, differences can be said to exist between the different ages and the qualifications obtained to keep a driver's license, and a significant percentage of qualified drivers undergo some change in their eligibility within a minimum five-year period.

Child passengers and driver culpability in fatal crashes by driver gender.

PubMed

Maasalo, Ida; Lehtonen, Esko; Pekkanen, Jami; Summala, Heikki

2016-07-03

Studies based on accident statistics generally suggest that the presence of a passenger reduces adult drivers' accident risk. However, passengers have been reported to be a source of distraction in a remarkable portion of distraction-related crashes. Although the effect of passengers on driving performance has been studied extensively, few studies have focused on how a child passenger affects the driver.  A child in a car is a potential distractor for parents, especially for mothers of small children, who often suffer from sleep deficit. The aim of this study was to examine how the presence of child passengers of different ages is associated with a higher driver culpability, which was expected due to child-related distraction and fatigue. The analysis was based on the comprehensive data of fatal crashes studied in-depth by multidisciplinary road accident investigation teams in Finland during 1988-2012. Teams determine the primary party who had the most crucial effect on the origin of the event. We define the primary party as culpable and the others involved as nonculpable drivers. The culpability rate was defined as the percentage of culpable drivers and rates were compared for drivers with a child/teen passenger aged 0-17 years (N = 348), with an adult passenger without children (N = 324), and when driving alone (N = 579), grouped by child age and driver gender.  Drivers with specific risk-related behavior (substantial speeding, driving when intoxicated, unbelted, or without a license) were excluded from the analyses, in order to make the drivers with and without children comparable. Only drivers 26-47 years old were included, representing parents with children 0-9 years of age. Male drivers were less often culpable with 0- to 17-year-old passengers in the car than alone or with adults. This was not the case with female drivers. The gender difference in culpability was most marked with small children age 0-4 years. Female drivers' culpability rate with a 0- to 4-year-old child passenger was higher and male drivers' culpability rate was lower compared to drivers without passengers or with only adult passengers. The results indicate that female drivers are at higher risk of crashes than male drivers when driving with small children. Further research is needed to replicate this finding and to determine causal mechanisms.

Examining the nonparametric effect of drivers' age in rear-end accidents through an additive logistic regression model.

PubMed

Ma, Lu; Yan, Xuedong

2014-06-01

This study seeks to inspect the nonparametric characteristics connecting the age of the driver to the relative risk of being an at-fault vehicle, in order to discover a more precise and smooth pattern of age impact, which has commonly been neglected in past studies. Records of drivers in two-vehicle rear-end collisions are selected from the general estimates system (GES) 2011 dataset. These extracted observations in fact constitute inherently matched driver pairs under certain matching variables including weather conditions, pavement conditions and road geometry design characteristics that are shared by pairs of drivers in rear-end accidents. The introduced data structure is able to guarantee that the variance of the response variable will not depend on the matching variables and hence provides a high power of statistical modeling. The estimation results exhibit a smooth cubic spline function for examining the nonlinear relationship between the age of the driver and the log odds of being at fault in a rear-end accident. The results are presented with respect to the main effect of age, the interaction effect between age and sex, and the effects of age under different scenarios of pre-crash actions by the leading vehicle. Compared to the conventional specification in which age is categorized into several predefined groups, the proposed method is more flexible and able to produce quantitatively explicit results. First, it confirms the U-shaped pattern of the age effect, and further shows that the risks of young and old drivers change rapidly with age. Second, the interaction effects between age and sex show that female and male drivers behave differently in rear-end accidents. Third, it is found that the pattern of age impact varies according to the type of pre-crash actions exhibited by the leading vehicle. Copyright © 2014 Elsevier Ltd. All rights reserved.

The role of exposure on differences in driver death rates by gender and age: Results of a quasi-induced method on crash data in Spain.

PubMed

Pulido, José; Barrio, Gregorio; Hoyos, Juan; Jiménez-Mejías, Eladio; Martín-Rodríguez, María Del Mar; Houwing, Sjoerd; Lardelli-Claret, Pablo

2016-09-01

Part of the differences by age and gender in driver death rates from traffic injuries depends on the amount of exposure (km/year travelled). Unfortunately, direct indicators of exposure are not available in many countries. Our aim was to compare the age and gender differences in death rates with and without adjustment by exposure using a quasi-induced exposure approach in Spain, during 2004-2012. Crude and adjusted death rate ratios (CDRR and ADRR, respectively) were calculated for each age and gender group. To obtain the latter estimates, in accordance with quasi-exposure reasoning, the number of registered drivers was replaced by the number of non-infractor drivers, passively involved in collisions with another vehicle whose driver committed an infraction. 18-29 years and female drivers were chosen as the reference categories for age and gender. Striking differences were found between CDRR and ADRR estimates. When CDRR were estimated, we found the highest traffic mortality among the youngest drivers, except for females in non-urban roads. ADRR however showed the highest mortality among the oldest groups, especially in females, peaking among drivers >74 years in all types of roads. Regarding differences by gender, both estimates revealed higher traffic mortality in males, although the differences were much smaller when using ADRR. CDRR and ADRR for males tended to converge as age increased. Death risk from traffic injuries among drivers is clearly influenced by the amount of exposure. These findings further emphasize the need to obtain direct traffic exposure estimates by subgroups of drivers. Copyright © 2016 Elsevier Ltd. All rights reserved.

Recent changes in the age composition of drivers in 15 countries.

DOT National Transportation Integrated Search

2011-10-01

"The age distribution of drivers has major implications for vehicle demand, transportation : safety, and environmental consequences of personal transportation. This study examined the : recent changes in the percentage of persons with a drivers li...

School Bus Accidents and Driver Age.

ERIC Educational Resources Information Center

McMichael, Judith

The study examines the rates and types of school bus accidents according to the age of the school bus driver. Accident rates in North Carolina for the school year 1971-72 were analyzed using three sources of data: accident reports, driver and mileage data, and questionnaires administered to a sample of school bus drivers. Data were obtained on…

Statistical implications of using moving violations to determine crash responsibility in young driver crashes

PubMed Central

Curry, Allison E.; Pfeiffer, Melissa R.; Myers, Rachel K.; Durbin, Dennis R.; Elliott, Michael R.

2014-01-01

Traditional methods for determining crash responsibility—most commonly moving violation citations—may not accurately characterize at-fault status among crash-involved drivers given that: (1) issuance may vary by factors that are independent of fault (e.g., driver age, gender), and (2) these methods do not capture driver behaviors that are not illegal but still indicative of fault. We examined the statistical implications of using moving violations to determine crash responsibility in young driver crashes by comparing it with a method based on crash-contributing driver actions. We selected all drivers in police-reported passenger-vehicle crashes (2010–2011) that involved a New Jersey driver <21 years old (79,485 drivers < age 21, 61,355 drivers ≥ age 21.) For each driver, crash responsibility was determined from the crash report using two alternative methods: (1) issuance of a moving violation citation; and (2) presence of a driver action (e.g., failure to yield, inattention). Overall, 18% of crash-involved drivers were issued a moving violation while 50% had a driver action. Only 32.2% of drivers with a driver action were cited for a moving violation. Further, the likelihood of being cited given the presence of a driver action was higher among certain driver subgroups—younger drivers, male drivers, and drivers in single-vehicle and more severe crashes. Specifically among young drivers, those driving at night, carrying peer passengers, and having a suspended or no license were more often cited. Conversely, fatally-injured drivers were almost never cited. We also demonstrated that using citation data may lead to statistical bias in the characterization of at-fault drivers and of quasi-induced exposure measures. Studies seeking to accurately determine crash responsibility should thoughtfully consider the potential sources of bias that may result from using legal culpability methods. For many studies, determining driver responsibility via the identification of driver actions may yield more accurate characterizations of at-fault drivers. PMID:24398139

Time-to-contact estimation errors among older drivers with useful field of view impairments.

PubMed

Rusch, Michelle L; Schall, Mark C; Lee, John D; Dawson, Jeffrey D; Edwards, Samantha V; Rizzo, Matthew

2016-10-01

Previous research indicates that useful field of view (UFOV) decline affects older driver performance. In particular, elderly drivers have difficulty estimating oncoming vehicle time-to-contact (TTC). The objective of this study was to evaluate how UFOV impairments affect TTC estimates in elderly drivers deciding when to make a left turn across oncoming traffic. TTC estimates were obtained from 64 middle-aged (n=17, age=46±6years) and older (n=37, age=75±6years) licensed drivers with a range of UFOV abilities using interactive scenarios in a fixed-base driving simulator. Each driver was situated in an intersection to turn left across oncoming traffic approaching and disappearing at differing distances (1.5, 3, or 5s) and speeds (45, 55, or 65mph). Drivers judged when each oncoming vehicle would collide with them if they were to turn left. Findings showed that TTC estimates across all drivers, on average, were most accurate for oncoming vehicles travelling at the highest velocities and least accurate for those travelling at the slowest velocities. Drivers with the worst UFOV scores had the least accurate TTC estimates, especially for slower oncoming vehicles. Results suggest age-related UFOV decline impairs older driver judgment of TTC with oncoming vehicles in safety-critical left-turn situations. Our results are compatible with national statistics on older driver crash proclivity at intersections. Copyright © 2016 Elsevier Ltd. All rights reserved.

Traffic Safety Facts, 2001: Young Drivers.

ERIC Educational Resources Information Center

National Highway Traffic Safety Administration (DOT), Washington, DC.

This document provides statistical information on U.S. traffic accidents involving young drivers. Data tables include: (1) driver fatalities and drivers involved in fatal crashes among drivers 15 to 20 years old, 1991-2001; (2) drivers involved in fatal crashes and driver involvement rates by age group, 2001; (3) drivers 15 to 20 years old…

Young Drivers. Traffic Safety Facts, 2000.

ERIC Educational Resources Information Center

National Highway Traffic Safety Administration (DOT), Washington, DC.

This document provides statistical information on U.S. traffic accidents involving young drivers. Data tables include: (1) driver fatalities and drivers involved in fatal crashes among drivers 15 to 20 years old, 1990-2000; (2) drivers involved in fatal crashes and driver involvement rates by age group, 2000; (3) drivers 15 to 20 years old…

Age and gender differences in conviction and crash occurrence subsequent to being directed to Iowa's driver improvement program.

PubMed

Zhang, Wei; Gkritza, Konstantina; Keren, Nir; Nambisan, Shashi

2011-10-01

This paper investigates potential gender and age differences in conviction and crash occurrence subsequent to being directed to attend Iowa's Driver Improvement Program (DIP). Binary logit models were developed to investigate the factors that influence conviction occurrence after DIP by gender and age. Because of the low crash occurrence subsequent to DIP, association rules were applied to investigate the factors that influence crash occurrence subsequent to DIP, in lieu of econometric models. There were statistical significant differences by driver gender, age, and conviction history in the likelihood of subsequent convictions. However, this paper found no association between DIP outcome, crash history, and crash occurrence. Evaluating the differences in conviction and crash occurrence subsequent to DIP between female and male drivers, and among different age groups can lead to improvements of the effectiveness of DIPs and help to identify low-cost intervention measures, customized based on drivers' gender and age, for improving driving behaviors. Copyright © 2011 National Safety Council and Elsevier Ltd. All rights reserved.

To call or not to call--that is the question (while driving).

PubMed

Tractinsky, Noam; Ram, Efrat Soffer; Shinar, David

2013-07-01

We studied whether decisions to engage in cell phone conversation while driving and the consequences of such decisions are related to the driver's age, to the road conditions (demands of the driving task), and to the driver's role in initiating the phone call (i.e. the driver as caller vs. as receiver). Two experiments were performed in a driving simulator in which driver age, road conditions and phone conversation, as a secondary task, were manipulated. Engagement in cell phone conversations, performance in the driving and the conversation tasks, and subjective effort assessment were recorded. In general, drivers were more willing to accept incoming calls than to initiate calls. In addition, older and younger drivers were more susceptible to the deleterious effects of phone conversations while driving than middle aged/experienced drivers. While older drivers were aware of this susceptibility by showing sensitivity to road conditions before deciding whether to engage in a call or not, young drivers showed no such sensitivity. The results can guide the development of young driver training programs and point at the need to develop context-aware management systems of in-vehicle cell phone conversations. Copyright © 2013 Elsevier Ltd. All rights reserved.

Impacts of public policy on safety : graduated driver's license

DOT National Transportation Integrated Search

2008-12-01

This study evaluated the effectiveness of Missouris GDL policy. This study found a substantial decrease in crash involvement rates among drivers aged 15-18 in Missouri while drivers aged 19 or older have a moderate decrease in the rates. This stud...

Comparison of Visual Status of Iranian Military and Commercial Drivers

PubMed Central

Ghasemi, Mohammad; Hoseini Yazdi, Seyed Hosein; Heravian, Javad; Jafarzadehpur, Ebrahim; Rezaee, Maryam

2015-01-01

Background: There is no legal requirement for Iranian military truck drivers to undergo regular visual checkups as compared to commercial truck drivers. Objectives: This study aimed to evaluate the impact of drivers’ visual checkups by comparing the visual function of Iranian military and commercial truck drivers. Patients and Methods: In this comparative cross-sectional study, two hundred military and 200 commercial truck drivers were recruited and their Visual Acuity (VA), Visual Field (VF), color vision and Contrast Sensitivity (CS) were assessed and compared using the Snellen chart, confrontation screening method, D15 test and Pelli-Robson letter chart, respectively. A questionnaire regarding driving exposure and history of motor-vehicle crashes (MVCs) was also filled by drivers. Results were analyzed using an independent samples t-test, one-way ANOVA (assessing difference in number of MVCs across different age groups), chi-square test and Pearson correlation at statistical significance level of P < 0.05. Results: Mean age was 41.6 ± 9.2 for the military truck drivers and 43.4 ± 10.9 for commercial truck drivers (P > 0.05). No significant difference between military and commercial drivers was found in terms of driving experience, number of MVCs, binocular VA, frequency of color vision defects and CS scores. In contrast, the last ocular examination was significantly earlier in military drivers than commercial drivers (P < 0.001). In addition, 4% of military drivers did not meet the national standards to drive as opposed to 2% of commercial drivers. There was a significant but weak correlation between binocular VA and age (r = 0.175, P < 0.001). However, CS showed a significantly moderate correlation with age (r = -0.488, P < 0.001). Conclusions: The absence of legal requirement for regular eye examination in military drivers caused the incompetent drivers to be missed in contrast to commercial drivers. The need for scientific revision of VA standard for Iranian drivers is also discussed. The CS measurement in visual checkups of older drivers deserves to be investigated more thoroughly. PMID:26023333

Effect of driver's age and side of impact on crash severity along urban freeways: a mixed logit approach.

PubMed

Haleem, Kirolos; Gan, Albert

2013-09-01

This study identifies geometric, traffic, environmental, vehicle-related, and driver-related predictors of crash injury severity on urban freeways. The study takes advantage of the mixed logit model's ability to account for unobserved effects that are difficult to quantify and may affect the model estimation, such as the driver's reaction at the time of crash. Crashes of 5 years occurring on 89 urban freeway segments throughout the state of Florida in the United States were used. Examples of severity predictors explored include traffic volume, distance of the crash to the nearest ramp, and detailed driver's age, vehicle types, and sides of impact. To show how the parameter estimates could vary, a binary logit model was compared with the mixed logit model. It was found that the at-fault driver's age, traffic volume, distance of the crash to the nearest ramp, vehicle type, side of impact, and percentage of trucks significantly influence severity on urban freeways. Additionally, young at-fault drivers were associated with a significant severity risk increase relative to other age groups. It was also observed that some variables in the binary logit model yielded illogic estimates due to ignoring the random variation of the estimation. Since the at-fault driver's age and side of impact were significant random parameters in the mixed logit model, an in-depth investigation was performed. It was noticed that back, left, and right impacts had the highest risk among middle-aged drivers, followed by young drivers, very young drivers, and finally, old and very old drivers. To reduce side impacts due to lane changing, two primary strategies can be recommended. The first strategy is to conduct campaigns to convey the hazardous effect of changing lanes at higher speeds. The second is to devise in-vehicle side crash avoidance systems to alert drivers of a potential crash risk. The study provided a promising approach to screening the predictors before fitting the mixed logit model using the random forest technique. Furthermore, potential countermeasures were proposed to reduce the severity of impacts. Copyright © 2013 National Safety Council and Elsevier Ltd. All rights reserved.

The effects of driving age, driver education, and curfew laws on traffic fatalities of 15-17 year olds.

PubMed

Levy, D T

1988-12-01

This study examines the effect of state driving age, learning permit, driver's education, and curfew laws on 15-17-year-old driver fatality rates. A multivariate regression model is estimated for 47 states and nine years. The minimum legal driving age and curfew laws are found to be important determinants of fatalities. Driver's education and learning permits have smaller effects. The relationship between rates of licensure and driving age, education, and curfew laws is also examined. In each case, a more restrictive policy is found to reduce licensure of 15-17 year olds. The results suggest that the imposition of curfew laws and higher minimum driving ages are particularly effective traffic safety policies.

Older drivers' "high per-mile crash involvement": the implications for licensing authorities.

PubMed

Eberhard, John

2008-08-01

Determine what role motor vehicle administrators have in dealing with older drivers based on their crash risk and mobility needs. This article reviews both the recent crash, injury, and exposure trends from the National Household Travel Survey and other sources to help motor vehicle administrators set priorities in meeting the safety and mobility needs of older persons. Older drivers have a higher crash risk per mile driven. The "risk" of dying in a crash is more likely attributable to the frailty of older drivers than the risks associated with the functional limitations that accompany aging. The research literature indicates that older drivers are not a risk to other road user age groups but primarily to themselves. Furthermore, recent fatality data indicate that the death rates for older persons, particularly those over 80 years of age, have been declining over the last 10 years. These results differ from recent fatality trend projections that predicted a significant increase in traffic fatalities associated with an aging driver population. Drivers over 80 are more likely to have a crash on a per licensed driver basis. There is new evidence, however, that only older drivers who drive infrequently are at increased risk. These drivers drive relatively short distances on local streets with complex traffic situations. Most of these drivers are also likely to be experiencing multiple functional limitations. Since those who stop driving reduce their mobility by over one half, motor vehicle administrators need to work more closely with the state departments of aging and transportation providers to help ensure mobility options for those who can no longer drive. Older driver motor vehicle crashes are not a significant threat to other road users in vehicles or as pedestrians. It is the older drivers and their vehicle occupants who are at higher risk of dying when in a crash. Current evidence is that the drivers who pose the greatest risks are the teenage grandchildren of this older generation. Therefore, motor vehicle administrators can support their stand against increasing the licensing requirements of older drivers. When dealing with the older driver population they need to weigh the consequences of having someone stop driving and assist other responsible agencies in fostering sustained mobility for those who stop driving.

Injury risk among children in motor vehicle crashes: older versus younger drivers.

PubMed

Bromfield, Samantha G; McGwin, Gerald

2014-11-01

To explore the relationship between injury risk among child occupants involved in motor vehicle collisions according to the age of the vehicle driver. The National Automotive Sampling System Crashworthiness Data System 2000-2009 (n = 10 797) was used to identify demographic, vehicle-, collision- and injury-related characteristics among motor vehicle collision occupants ≤15 years of age. The association between the age of the driver (older vs. younger, defined as individuals <50 years of age vs. individuals ≥50 years of age, respectively) and injury occurrence was estimated using logistic regression adjusting for the potentially confounding effect of occupant, vehicle and collision characteristics. Of the child occupants in motor vehicle collisions, 2.9% were driving with an older driver, and approximately 2.9% were injured while driving with a younger driver (odds ratio 1.03; 95% confidence interval 0.55-1.91). After adjusting for child occupant age, gender, restraint use, seat position and vehicle type, there remained no significant association between the age of the driver (older vs. younger) and the risk of injury (odds ratio 0.92; 95% confidence interval 0.49-1.74). These findings add to the body of literature indicating no difference in injury risk found among children when considering the age of the driver. Research is needed to ascertain the association and further evaluate characteristics more specific to the relationship being explored in this study. © 2014 The Authors. Journal of Paediatrics and Child Health © 2014 Paediatrics and Child Health Division (Royal Australasian College of Physicians).

Older driver crash rates in relation to type and quantity of travel.

PubMed

Keall, Michael D; Frith, William J

2004-03-01

It is a well-established phenomenon that, notwithstanding their overall good crash record, older drivers have a higher than average rate of involvement in injury crashes when the rate is calculated by dividing crash numbers by distance driven. It has been hypothesised that at least some of this higher crash rate is an artefact of the different nature of driving undertaken by many older drivers. For example, driving in congested urban environments provides more opportunities for collisions than driving the same distance on a motorway. However, there have been few opportunities to investigate this theory, as relevant data are difficult to acquire. High-quality data from the New Zealand Travel Survey (1997/1998) were combined with crash data to enable a statistical model to estimate the risk of driver groups under various driving conditions characterised by the type of road used, time of day, day of week, and season of year. Despite elevated crash risks per distance driven compared with middle-aged drivers for most road types, older drivers were as safe as any other age group when driving on motorways. Accounting for the fragility of older drivers and their passengers in the risk estimates for other road types, older drivers appeared to have daytime risks comparable to 25-year-olds and night-time risks as low as any other age group. The driving patterns of older drivers (in terms of when and where they drive) were estimated to minimize their risks in comparison with the driving patterns of other age groups. These results are of interest to both policy makers and transportation planners working against the background of inevitable increases in the number of older drivers as the population ages.

Can variations in visual behavior measures be good predictors of driver sleepiness? A real driving test study.

PubMed

Wang, Yonggang; Xin, Mengyang; Bai, Han; Zhao, Yangdong

2017-02-17

The primary purpose of this study was to examine the association between variations in visual behavior measures and subjective sleepiness levels across age groups over time to determine a quantitative method of measuring drivers' sleepiness levels. A total of 128 volunteer drivers in 4 age groups were asked to finish 2-, 3-, and 4-h continuous driving tasks on expressways, during which the driver's fixation, saccade, and blink measures were recorded by an eye-tracking system and the subjective sleepiness level was measured through the Stanford Sleepiness Scale. Two-way repeated measures analysis of variance was then used to examine the change in visual behavior measures across age groups over time and compare the interactive effects of these 2 factors on the dependent visual measures. Drivers' visual behavior measures and subjective sleepiness levels vary significantly over time but not across age groups. A statistically significant interaction between age group and driving duration was found in drivers' pupil diameter, deviation of search angle, saccade amplitude, blink frequency, blink duration, and closure duration. Additionally, change in a driver's subjective sleepiness level is positively or negatively associated with variation in visual behavior measures, and such relationships can be expressed in regression models for different period of driving duration. Driving duration affects drivers' sleepiness significantly, so the amount of continuous driving time should be strictly controlled. Moreover, driving sleepiness can be quantified through the change rate of drivers' visual behavior measures to alert drivers of sleepiness risk and to encourage rest periods. These results provide insight into potential strategies for reducing and preventing traffic accidents and injuries.

Association of Graduated Driver Licensing With Driver, Non-Driver, and Total Fatalities Among Adolescents.

PubMed

Zhu, Motao; Zhao, Songzhu; Long, D Leann; Curry, Allison E

2016-07-01

Graduated driver licensing systems typically require an extended learner permit phase, and create night-time driving or passenger restrictions for adolescent drivers. Restricted driving might increase the use of alternative transportation to replace driving and consequently increase crashes and injuries for passengers, bus riders, pedestrians, and bicyclists. This study examined whether graduated driver licensing increases non-driver fatalities among adolescents, and whether it reduces total traffic fatalities combining drivers and non-drivers. Longitudinal analyses were conducted using data from the 1995-2012 U.S. Fatality Analysis Reporting System. Adjusted rate ratios were estimated for being fatally injured in a crash according to: (1) presence/absence of a graduated driver licensing system; and (2) four levels of graduated driver licensing systems (absent, weak, medium, strong). Analyses were conducted in 2015. Among adolescents aged 16 years, graduated driver licensing was not associated with increased passenger fatalities (adjusted rate ratio, 0.96; 95% CI=0.90, 1.03) or pedestrian and bicyclist fatalities (adjusted rate ratio, 1.09; 95% CI=0.85, 1.39), but was associated with an 11% reduction in total traffic fatalities. Among those aged 17 years, graduated driver licensing was not associated with increased fatalities as passengers, pedestrians, or bicyclists, and was not associated with reduced total traffic fatalities. In general, graduated driver licensing systems were not associated with increased fatalities as passengers, pedestrians, bicyclists, and bus riders. Graduated driver licensing systems were associated with reduced total fatalities of adolescents aged 16 years. Copyright © 2016 American Journal of Preventive Medicine. Published by Elsevier Inc. All rights reserved.

The Physician's Role in Assessing and Counseling Aging Drivers: A Training Session for Undergraduate Medical Students

ERIC Educational Resources Information Center

Rull, Gary; Rosher, Richard B.; Robinson, Sherry; McCann-Stone, Nancy

2008-01-01

The critical need for physicians to become entrenched in the issues of older drivers and public safety is the focus of a training initiative developed as a component of an innovative geriatrics curriculum, Aging (Couple) Across the Curriculum. As the number of aging drivers in the United States rises, physicians can play an important role in…

Farm tractors on Swedish public roads--age-related perspectives on police reported incidents and injuries.

PubMed

Pinzke, Stefan; Nilsson, Kerstin; Lundqvist, Peter

2014-01-01

Agriculture consistently ranks as one of the highest risk industries in North America and Europe. In addition to vehicle injuries and other injuries that occur on farms, farm vehicle drivers are also involved in collisions involving tractors and other slow-moving vehicles (SMVs) on public roads. These collisions often lead to injuries among farmers, family members, farm workers, and other road users. To conduct a demographic analysis of road traffic incidents involving tractors in Sweden during the time period 1992-2009, with special consideration of how incidents vary with driver age. Statistics from 2,305 police reports describing tractor-related road traffic incidents in Sweden in 1992-2009 were analysed with respect to driver age, type of incident, severity of injury, type of road user and other circumstances at the accident site. Tractors of all kinds were involved in 128 road traffic incidents annually, with 7 people killed, 44 seriously injured and 143 suffering minor injuries each year. The annual number of fatalities represented 1.2% of all Swedish road fatalities. Most road traffic incidents with farm tractors involved people aged 25-55 years (mean 45 years). However, most farm tractor drivers killed or injured belonged to younger or older age groups. Drivers aged 12-16 years were over-represented in tractor incidents with no other vehicle involved. Older tractor drivers (> 55 years) were more often involved in incidents with passenger vehicles on entering traffic flows. The youngest tractor drivers aged 12-16 years were more often involved in road traffic incidents during school holidays, and both youngest and oldest drivers (>65 years) during harvest time. Sweden has an ageing fleet of tractors, so increased attention to vehicle maintenance is needed to improve road safety. The over-representation of young children in tractor incidents suggests that it is questionable whether they should be allowed to operate farm vehicles. Farm vehicle drivers suffering the inevitable effects of ageing need increase their awareness of added risks. As road traffic incidents with tractors often involve private vehicles, creating awareness among the public of slow-moving farm vehicles is essential for improving overall road safety.

Use of booster seats by Michigan children 4-8 years of age.

PubMed

Eby, David W; Bingham, C Raymond; Vivoda, Jonathon M; Ragunathan, Trivellore

2005-11-01

This study reports the results of a statewide survey of restraint use by 4-8-year-old children in Michigan conducted between July 13 and 29, 2004. In this study, 3420 4-8-year-old children were observed traveling in passenger cars, vans/minivans, sport-utility vehicles, and pickup trucks. Restraint use was estimated for children traveling in all vehicles combined, as well as for each vehicle type separately. Children's restraint use was also calculated by the sex, age, and belt use of the driver. Separate estimates were also made of the restraint use of 4-8-year-old children by the combination of sex and belt use of the driver. Overall, 8.6 +/- 5.9% of 4-8-year-old children were seated in a booster seat, 48.8 +/- 10.3% were wearing a safety belt, 5.1 +/- 3.4% were seated in a child safety seat, and the remaining 37.5 +/- 11.5% were traveling completely unrestrained. When examining the rates by vehicle type, booster seat use was highest among children riding in sport-utility vehicles and lowest for those in pickup trucks. Surprisingly, children riding in passenger cars were more likely to be completely unrestrained than those in any other type of vehicle. While the sex of the driver did not seem to influence the restraint use of target-aged children, the driver's age did seem to have an effect. Booster seat use was quite low (0.6%) for children traveling with a driver over the age of 60, compared to 7.0 and 9.1% for those riding with drivers 16-29 and 30-59 years of age, respectively. The safety belt use of the driver also had a substantial influence on children's restraint use. Irrespective of driver sex, children riding with belted drivers were traveling in booster seats about 10% of the time, while those riding with unbelted drivers were only in booster seats 1-2% of the time.

New signs and signals make roads safer for older drivers : research spotlight.

DOT National Transportation Integrated Search

2015-09-01

The aging of Michigans population has resulted in an increase in the : number of older drivers involved in traffic collisions. The number of : drivers age 65 and older involved in crashes in Michigan increased by : 2.4% from 2004 to 2013, even as ...

Examining physiological responses across different driving maneuvers during an on-road driving task: a pilot study comparing older and younger drivers.

PubMed

Koppel, S; Kuo, J; Berecki-Gisolf, J; Boag, R; Hue, Y-X; Charlton, J L

2015-01-01

This pilot study aimed to investigate physiological responses during an on-road driving task for older and younger drivers. Five older drivers (mean age = 74.60 years [2.97]) and 5 younger drivers (mean age = 30.00 years [3.08]) completed a series of cognitive assessments (Montreal Cognitive Assessment [MoCA], Mini Mental Status Examination [MMSE]; Trail Making Test [Trails A and Trails B]) and an on-road driving task along a predetermined, standardized urban route in their own vehicle. Driving performance was observed and scored by a single trained observer using a standardized procedure, where driving behaviors (appropriate and inappropriate) were scored for intersection negotiation, lane changing, and merging. During the on-road driving task, participants' heart rate (HR) was monitored with an unobtrusive physiological monitor. Younger drivers performed significantly better on all cognitive assessments compared to older drivers (MoCA: t(8) = 3.882, P <.01; MMSE: t(8) = 2.954, P <.05; Trails A: t(8) = -2.499, P <.05; Trails B: t(8) = -3.262, P <.05). Analyses of participants' performance during the on-road driving task revealed a high level of appropriate overall driving behavior (M = 87%, SD = 7.62, range = 73-95%), including intersection negotiation (M = 89%, SD = 8.37%), lane changing (M = 100%), and merging (M = 53%, SD = 28.28%). The overall proportion of appropriate driving behavior did not significantly differ across age groups (younger drivers: M = 87.6%, SD = 9.04; older drivers: M = 87.0%, SD = 6.96; t(8) = 0.118, P =.91). Although older drivers scored lower than younger drivers on the cognitive assessments, there was no indication of cognitive overload among older drivers based on HR response to the on-road driving task. The results provide preliminary evidence that mild age-related cognitive impairment may not pose a motor vehicle crash hazard for the wider older driver population. To maintain safe mobility of the aging population, further research into the specific crash risk factors in the older driver population is warranted.

The role of driver age in performance and attention allocation effects of roadway sign count, format and familiarity.

PubMed

Zahabi, Maryam; Machado, Patricia; Pankok, Carl; Lau, Mei Ying; Liao, Yi-Fan; Hummer, Joseph; Rasdorf, William; Kaber, David B

2017-09-01

White-on-blue logo signs are used to inform drivers of food, gas, lodging, and attraction businesses at highway interchanges. In this study, 60 drivers were asked to look for food and attraction targets on logo signs while driving in a realistic freeway simulation. The objective of the study was to quantify effects of the number of sign panels (six vs. nine), logo familiarity (familiar vs. unfamiliar), logo format (text vs. pictorial), and driver age (young, middle, and elderly) on performance, attention allocation and target identification accuracy. Results revealed elderly drivers to exhibit worse performance in comparison to middle-age and young groups even though they adopted a more conservative driving strategy. There was no significant effect of the number of panels, logo familiarity, and logo format on driver performance or attention allocation. In target identification, drivers were more accurate with familiar or text-based panels appearing in six-panel signs. Copyright © 2017 Elsevier Ltd. All rights reserved.

Risk-Exposure Density and Mileage Bias in Crash Risk for Older Drivers

PubMed Central

Rolison, Jonathan J; Moutari, Salissou

2018-01-01

Abstract Crash rates per mile indicate a high risk of vehicle crash in older drivers. A reliance on mileage alone may underestimate the risk exposure of older drivers because they tend to avoid highways and travel more on nonfreeways (e.g., urban roads), which present greater hazards. We introduce risk-exposure density as an index of exposure that incorporates mileage, frequency of travel, and travel duration. Population-wide driver fatalities in the United States during 2002–2012 were assessed according to driver age range (in years: 16–20, 21–29, 30–39, 40–49, 50–59, 60–69, ≥70) and sex. Mileage, frequency, and duration of travel per person were used to assess risk exposure. Mileage-based fatal crash risk increased greatly among male (relative risk (RR) = 1.73; 95% CI: 1.62, 1.83) and female (RR = 2.08; 95% CI: 1.97, 2.19) drivers from ages 60–69 years to ages ≥70 years. Adjusting for their density of risk exposure, fatal crash risk increased only slightly from ages 60–69 years to ages ≥70 years among male (RR = 1.09; 95% CI: 1.03, 1.15) and female (RR = 1.22; 95% CI: 1.16, 1.29) drivers. While ubiquitous in epidemiologic research, mileage-based assessments can produce misleading accounts of driver risk. Risk-exposure density incorporates multiple components of travel and reduces bias caused by any single indicator of risk exposure. PMID:28605422

Improving the Safety of Aging Road Users – A Mini-Review

PubMed Central

Boot, Walter R.; Stothart, Cary; Charness, Neil

2014-01-01

Older drivers are at greatest risk for injury or death as a result of a car crash. In this mini-review we outline the normative age-related changes to perceptual, cognitive, and motor abilities that contribute to increased crash risk and decreased comfort with driving, and highlight specific driving scenarios and conditions that are particularly challenging for aging road users. Adopting a person-environment fit framework, we discuss how the roadway environment can be modified to better match the abilities of the aging driver. We also review evidence for the efficacy of training interventions intent on changing the abilities and strategies of the aging driver to better match the demands of the driving environment. Evidence suggests that specific changes to the roadway and driver training strategies can bring the abilities of the older driver back into alignment with the demands of the driving task. A focus on both approaches will help ensure the safety of all road users as the number of aging road users greatly increases over the next few decades. PMID:23989044

Exploring the relationship between alcohol and the driver characteristics in motor vehicle accidents.

PubMed

Abdel-Aty, M A; Abdelwahab, H T

2000-07-01

This study examines the differences in alcohol-related accident involvement among different driver groups in the state of Florida. The driver characteristics considered in this study are: age, gender, race, and residency of the driver of a motor vehicle involved in an accident while under the influence of alcohol, drugs, or alcohol and drugs. The main objective of this study is to test whether there are associations between the different driver characteristics and alcohol involvement in traffic accidents, and to identify the high-risk group within each driver factor. This would improve our understanding of the relationship between alcohol involvement, accidents, and the four aforementioned driver factors. It would also enable us to better design educational and awareness programs targeting specific groups in the population to reduce drinking and driving in the state. The relationship between alcohol-related accident involvement and the driver factors are investigated using general descriptive statistics, conditional probabilities and log-linear models. The results showed that the 25-34 age group experience the highest rate of alcohol/drug involvement in accidents. The rates decline with the increase in the age of the drivers. The results also indicated that there are significant relationships between the driver characteristics and alcohol/drug involvement in accidents. Male, white, and in-state drivers were also more involved in alcohol/drugs-related traffic accidents.

Effects of age and illumination on night driving: a road test.

PubMed

Owens, D Alfred; Wood, Joanne M; Owens, Justin M

2007-12-01

This study investigated the effects of drivers' age and low light on speed, lane keeping, and visual recognition of typical roadway stimuli. Poor visibility, which is exacerbated by age-related changes in vision, is a leading contributor to fatal nighttime crashes. There is little evidence, however, concerning the extent to which drivers recognize and compensate for their visual limitations at night. Young, middle-aged, and elder participants drove on a closed road course in day and night conditions at a "comfortable" speed without speedometer information. During night tests, headlight intensity was varied over a range of 1.5 log units using neutral density filters. Average speed and recognition of road signs decreased significantly as functions of increased age and reduced illumination. Recognition of pedestrians at night was significantly enhanced by retroreflective markings of limb joints as compared with markings of the torso, and this benefit was greater for middle-aged and elder drivers. Lane keeping showed nonlinear effects of lighting, which interacted with task conditions and drivers' lateral bias, indicating that older drivers drove more cautiously in low light. Consistent with the hypothesis that drivers misjudge their visual abilities at night, participants of all age groups failed to compensate fully for diminished visual recognition abilities in low light, although older drivers behaved more cautiously than the younger groups. These findings highlight the importance of educating all road users about the limitations of night vision and provide new evidence that retroreflective markings of the limbs can be of great benefit to pedestrians' safety at night.

Assessing the effectiveness of minimum legal drinking age and zero tolerance laws in the United States.

PubMed

Voas, Robert B; Tippetts, A Scott; Fell, James C

2003-07-01

The objective of this research was to determine the extent to which the decline in alcohol-related highway deaths among drivers younger than age 21 years can be attributed to raising the minimum legal drinking age (MLDA) and establishing zero tolerance (0.02% blood alcohol concentration (BAC) limit for drivers younger than age 21 years) laws. Data on all drivers younger than age 21 years involved in fatalities in the United States from 1982 to 1997 were used in the study. Quarterly ratios of BAC-positive to BAC-negative drivers in each of the 50 states where analyzed in a pooled cross-sectional time-series analysis. After accounting for differences among the 50 states in various background factors, changes in economic and demographic factors within states over time, and the effects of other related laws, results indicated substantial reductions in alcohol-positive involvement in fatal crashes were associated with the two youth-specific laws. The policy of limiting youth access to alcohol through MLDA laws and reinforcing this action by making it illegal for underage drivers to have any alcohol in their system appears to have been effective in reducing the proportion of fatal crashes involving drinking drivers.

Driving with advanced vehicle technology: A qualitative investigation of older drivers' perceptions and motivations for use.

PubMed

Gish, Jessica; Vrkljan, Brenda; Grenier, Amanda; Van Miltenburg, Benita

2017-09-01

For older drivers, in-vehicle technology offers much potential to improve safety and increase longevity of retaining both licensure and community mobility. However, little is known about how older drivers perceive Advanced Vehicle Technologies (AVTs) based on everyday driving experience. Interviews with 35 older drivers (20 men; 15 women) aged 60-85 who owned a vehicle with at least two AVTs (e.g., back-up camera, lane departure warning) were conducted to explore the meanings that older drivers assigned to AVTs and motivations for use, including whether age-related functional changes were part of their automobile purchase decision. Findings indicate that age-related changes are not a primary reason for why older adults seek out AVTs, but they still perceived and experienced AVTs to counteract age-related changes in driving performance based upon changes they felt occurring within the body. Older drivers also described AVTs as generating a sense of comfort behind-the-wheel. Comfort with this technology was equated with convenience, ease of use, and increased feelings of safety. Discussion emphasizes how assessments of the quality of driving performance and value of technology occur in relation to an aging body. Copyright © 2016 Elsevier Ltd. All rights reserved.

Adjusting for car occupant injury liability in relation to age, speed limit, and gender-specific driver crash involvement risk.

PubMed

Keall, Michael; Frith, William

2004-12-01

It is well established that older drivers' fragility is an important factor associated with higher levels of fatal crash involvement for older drivers. There has been less research on age-related fragility with respect to the sort of minor injuries that are more common in injury crashes. This study estimates a quantity that is related to injury fragility: the probability that a driver or a passenger of that driver will be injured in crashes involving two cars. The effects of other factors apart from drivers' fragility are included in this measure, including the fragility of the passengers, the crashworthiness of cars driven, seatbelt use by the occupants, and characteristics of crashes (including configuration and impact speed). The car occupant injury liability estimates appropriately includes these factors to adjust risk curves by age, gender, and speed limit accounting for overrepresentation in crashes associated with fragility and these other factors.

The Effect of Driver Age On The Incidence And Severity Of Upper Extremity Injuries Due To Second Generation Front Air Bag Deployment

PubMed Central

Marshall, Rafael; Hunting, Katherine; McKay, Mary Pat

2010-01-01

This study used NHTSA NASS/CDS data to examine whether advancing age was associated with a higher incidence and severity of front airbag-related upper extremity injury (UEI). Using a retrospective cohort design we analyzed weighted data from 1998–2007 for. The study population consisted of lap/shoulder belted people over 16 years of age who were driving passenger vehicles with model years 1998–2003 and were involved in a frontal crash where their front airbag deployed. Drivers who were ejected, involved in a vehicle rollover, or accompanied by a passenger sitting directly behind them were omitted. The exposure variable was age and the outcome variables were UEI incidence and severity. Associations were adjusted for gender, seat track position, vehicle type, vehicle weight, intrusion, and delta-v. Logistic regressions were performed using SAS survey procedures to account for the complex survey design. Overall, 42% of drivers sustained an UEI. Advancing age was associated with a higher incidence (p<0. 0001) and severity (p<0. 0001) of UEI. Nineteen percent of drivers sustained an UEI related to the airbag. No significant differences in the incidence or severity of airbag-related UEI were found between young drivers and older driver age groups. The degree of severity due to airbag-related UEI was generally minor. The majority of airbag-related UEI appeared to shift slightly from abrasions to contusions with aging. These results indicate that UEI due to depowered airbag deployment is common but not disproportionately high among older drivers, and injury severity is generally minor across all age groups. PMID:21050604

Acceptability and validity of older driver screening with the DrivingHealth Inventory.

PubMed

Edwards, Jerri D; Leonard, Kathleen M; Lunsman, Melissa; Dodson, Joan; Bradley, Stacy; Myers, Charlsie A; Hubble, Bridgette

2008-05-01

Research has indicated that technology can be effectively used to identify high-risk older drivers. However, adaptation of such technology has been limited. Researchers debate whether older drivers represent a safety problem as well as whether they should be screened for driving fitness. The present study examined how drivers feel regarding technological screening and mandatory state testing. The validity and acceptability of a new technological screening battery for identifying high-risk drivers, the DrivingHealth Inventory (DHI), was also evaluated. In a sample of 258 Alabama drivers aged 18-87, older drivers performed significantly worse than younger drivers on sensory, cognitive, and physical subtests of the DHI, and older drivers with a crash history performed worse than older drivers without crashes. Regardless of age, 90% of participants supported states requiring screening for older drivers' license renewal. The majority of the participants (72%) supported use of technological screening batteries such as the DHI as a driver screening tool. Considering the acceptability and potential efficacy of the DHI, it may be a useful tool in evaluating driving fitness among older adults.

M-CASTL 2008 synthesis report : volume 2, teen driver safety.

DOT National Transportation Integrated Search

2008-05-01

Teen drivers have the highest crash rates of any age-group of drivers, with the possible : exception of the very oldest drivers. Motor vehicle crashes are the leading cause of morbidity : and mortality among teens. Not only are teen drivers more like...

Elderly driver retraining

DOT National Transportation Integrated Search

1982-09-01

This report documents a study of the traffic safety problems associated with elderly drivers. For the purposes of this study, "elderly drivers" are defined as drivers aged 55 years or older. The study involved five major activities. First, research w...

The impact of distraction mitigation strategies on driving performance.

PubMed

Donmez, Birsen; Boyle, Linda Ng; Lee, John D

2006-01-01

An experiment was conducted to assess the effects of distraction mitigation strategies on drivers' performance and productivity while engaged in an in-vehicle information system task. Previous studies show that in-vehicle tasks undermine driver safety and there is a need to mitigate driver distraction. An advising strategy that alerts drivers to potential dangers and a locking strategy that prevents the driver from continuing the distracting task were presented to 16 middle-aged and 12 older drivers in a driving simulator in two modes (auditory, visual) and two road conditions (curves, braking events). Distraction was a problem for both age groups. Visual distractions were more detrimental than auditory ones for curve negotiation, as depicted by more erratic steering, F (6, 155) = 26.76, p < .05. Drivers did brake more abruptly under auditory distractions, but this effect was mitigated by both the advising, t (155) = 8.37, p < .05, and locking strategies, t (155) = 8.49, p < .05. The locking strategy also resulted in longer minimum time to collision for middle-aged drivers engaged in visual distractions, F (6, 138) = 2.43, p < .05. Adaptive interfaces can reduce abrupt braking on curve entries resulting from auditory distractions and can also improve the braking response for distracted drivers. These strategies can be incorporated into existing in-vehicle systems, thus mitigating the effects of distraction and improving driver performance.

Effects of Age-Related Macular Degeneration on Driving Performance

PubMed Central

Wood, Joanne M.; Black, Alex A.; Mallon, Kerry; Kwan, Anthony S.; Owsley, Cynthia

2018-01-01

Purpose To explore differences in driving performance of older adults with age-related macular degeneration (AMD) and age-matched controls, and to identify the visual determinants of driving performance in this population. Methods Participants included 33 older drivers with AMD (mean age [M] = 76.6 ± 6.1 years; better eye Age-Related Eye Disease Study grades: early [61%] and intermediate [39%]) and 50 age-matched controls (M = 74.6 ± 5.0 years). Visual tests included visual acuity, contrast sensitivity, visual fields, and motion sensitivity. On-road driving performance was assessed in a dual-brake vehicle by an occupational therapist (masked to drivers' visual status). Outcome measures included driving safety ratings (scale of 1–10, where higher values represented safer driving), types of driving behavior errors, locations at which errors were made, and number of critical errors (CE) requiring an instructor intervention. Results Drivers with AMD were rated as less safe than controls (4.8 vs. 6.2; P = 0.012); safety ratings were associated with AMD severity (early: 5.5 versus intermediate: 3.7), even after adjusting for age. Drivers with AMD had higher CE rates than controls (1.42 vs. 0.36, respectively; rate ratio 3.05, 95% confidence interval 1.47–6.36, P = 0.003) and exhibited more observation, lane keeping, and gap selection errors and made more errors at traffic light–controlled intersections (P < 0.05). Only motion sensitivity was significantly associated with driving safety in the AMD drivers (P = 0.005). Conclusions Drivers with early and intermediate AMD can exhibit impairments in their driving performance, particularly during complex driving situations; motion sensitivity was most strongly associated with driving performance. These findings have important implications for assessing the driving ability of older drivers with visual impairment. PMID:29340641

Cell phone use and traffic crash risk: a culpability analysis.

PubMed

Asbridge, Mark; Brubacher, Jeff R; Chan, Herbert

2013-02-01

The use of a cell phone or communication device while driving is illegal in many jurisdictions, yet evidence evaluating the crash risk associated with cell phone use in naturalistic settings is limited. This article aims to determine whether cell phone use while driving increases motor vehicle crash culpability. Method Drivers involved in crashes where police reported cell phone use (n = 312) and propensity matched drivers (age, sex, suspect alcohol/drug impairment, crash type, date, time of day, geographical location) without cell phone use (n = 936) were drawn from Insurance Corporation of British Columbia Traffic Accident System data. A standardized scoring tool, modified to account for Canadian driving conditions, was used to determine crash culpability from police reports on all drivers from the crashes. The association between crash culpability and cell phone use was determined, with additional subgroup analyses based on crash severity, driver characteristics and type of licence. A comparison of crashes with vs without cell phones revealed an odds ratio of 1.70 (95% confidence interval 1.22-2.36; P = 0.002). This association was consistent after adjustment for matching variables and other covariates. Subgroup analyses demonstrated an association for male drivers, unimpaired drivers, injured and non-injured drivers, and for drivers aged between 26 and 65 years. Crash culpability was found to be significantly associated with cell phone use by drivers, increasing the odds of a culpable crash by 70% compared with drivers who did not use a cell phone. This increased risk was particularly high for middle-aged drivers.

Distracted driving in elderly and middle-aged drivers.

PubMed

Thompson, Kelsey R; Johnson, Amy M; Emerson, Jamie L; Dawson, Jeffrey D; Boer, Erwin R; Rizzo, Matthew

2012-03-01

Automobile driving is a safety-critical real-world example of multitasking. A variety of roadway and in-vehicle distracter tasks create information processing loads that compete for the neural resources needed to drive safely. Drivers with mind and brain aging may be particularly susceptible to distraction due to waning cognitive resources and control over attention. This study examined distracted driving performance in an instrumented vehicle (IV) in 86 elderly (mean=72.5 years, SD=5.0 years) and 51 middle-aged drivers (mean=53.7 years, SD=9.3 year) under a concurrent auditory-verbal processing load created by the Paced Auditory Serial Addition Task (PASAT). Compared to baseline (no-task) driving performance, distraction was associated with reduced steering control in both groups, with middle-aged drivers showing a greater increase in steering variability. The elderly drove slower and showed decreased speed variability during distraction compared to middle-aged drivers. They also tended to "freeze up", spending significantly more time holding the gas pedal steady, another tactic that may mitigate time pressured integration and control of information, thereby freeing mental resources to maintain situation awareness. While 39% of elderly and 43% of middle-aged drivers committed significantly more driving safety errors during distraction, 28% and 18%, respectively, actually improved, compatible with allocation of attention resources to safety critical tasks under a cognitive load. Copyright © 2011 Elsevier Ltd. All rights reserved.

Distracted Driving in Elderly and Middle-Aged Drivers

PubMed Central

Thompson, Kelsey R.; Johnson, Amy M.; Emerson, Jamie L.; Dawson, Jeffrey D.; Boer, Erwin R.

2011-01-01

Automobile driving is a safety-critical real-world example of multitasking. A variety of roadway and in-vehicle distracter tasks create information processing loads that compete for the neural resources needed to drive safely. Drivers with mind and brain aging may be particularly susceptible to distraction due to waning cognitive resources and control over attention. This study examined distracted driving performance in an instrumented vehicle (IV) in 86 elderly (mean = 72.5 years, SD = 5.0 years) and 51 middle-aged drivers (mean = 53.7 years, SD = 9.3 year) under a concurrent auditory-verbal processing load created by the Paced Auditory Serial Addition Task (PASAT). Compared to baseline (no-task) driving performance, distraction was associated with reduced steering control in both groups, with middle-aged drivers showing a greater increase in steering variability. The elderly drove slower and showed decreased speed variability during distraction compared to middle-aged drivers. They also tended to “freeze up”, spending significantly more time holding the gas pedal steady, another tactic that may mitigate time pressured integration and control of information, thereby freeing mental resources to maintain situation awareness. While 39% of elderly and 43% of middle-aged drivers committed significantly more driving safety errors during distraction, 28% and 18%, respectively, actually improved, compatible with allocation of attention resources to safety critical tasks under a cognitive load. PMID:22269561

On the Fatal Crash Experience of Older Drivers

PubMed Central

Kent, Richard; Henary, Basem; Matsuoka, Fumio

2005-01-01

This study describes the fatal crash experiences of older drivers. Data from two U.S. databases (NASS-CDS and FARS) were used. Several crash, vehicle, and occupant characteristics were compared across age groups, including vehicle type, crash direction (PDOF), severity (ΔV), and injured body region. A sub-set of 97 fatally injured drivers was chosen for a detailed case study. The mean travel speed, ΔV, and airbag deployment rate decreased significantly with age (p<0.001 unless noted). Mortality rate increased significantly with age. Older drivers killed were significantly more likely to die of a chest injury (47.3% vs. 24.0% in youngest group) and less likely to die of a head injury (22.0% vs. 47.1% in youngest group). Older drivers were more likely to die at a date after the crash date (“delayed death”), as were males (p=0.003). A 16-year-old driver had a 10.8%–12.0% probability of delayed death, while a 75-year-old had a 20.7%–22.7% probability. For those having a delayed death, the length of the delay increased significantly with age (2.9 days for age 16 vs. 7.9 for age 75). A subjective assessment of the case files indicated that frailty or a pre-existing health condition played a role in 4.3% of the younger drivers’ deaths, but 50.0% of the older group. PMID:16179160

Fatal passenger vehicle crashes 1999 to 2004 with drivers under age 15: the impact in Texas and other southern and southwestern states.

PubMed

Frisch, Larry

2007-03-01

Texas has more fatal crashes involving unlicensed drivers under age 15 than does any other US state. Numbers and rates of such crashes are also above the national mean in many southern and Southwest states. Data on fatal passenger vehicle crashes from 1999 through 2004 were obtained from the online Fatality Analysis Reporting System (FARS). During the study period, there were 51 fatal passenger vehicle crashes in Texas in which drivers were under age 15. These crashes accounted for 12.3% of the US total. Nine southern states, including Texas, together accounted for 44% of all fatal crashes involving drivers under 15. Unlicensed crash rates per million inhabitants were higher in Texas than in other states with comparable populations but were much lower than those in other southern, southwest, and north central states. While Texas has recently improved its compliance with proposed graduated licensing models, state law explicitly prohibits police from stopping drivers based solely on age-related probable cause. This restriction may be a major barrier to effective detection and interdiction of under-age unlicensed driving. Because of the relatively high number of fatal crashes involving drivers under age 15 occurring in Texas, preventive efforts targeted to this state could modestly reduce the national burden of deaths due to very young unlicensed drivers. Expanding these efforts to other southern and southwest states could further reduce numbers and rates of such crashes. Expanded use of graduated licensing and increased public awareness are likely to prove effective tools in this public health effort.

Teen Driver Safety: Additional Research Could Help States Strengthen Graduated Driver Licensing Systems. Report to the Committee on Transportation and Infrastructure and Its Subcommittee on Highways and Transit, House of Representatives. GAO-10-544

ERIC Educational Resources Information Center

Fleming, Susan A.

2010-01-01

Teen drivers ages 16 to 20 have the highest fatality rate of any age group in the United States. As a result, states have increasingly adopted laws to limit teen driving exposure, such as Graduated Driver Licensing (GDL) systems, which consist of three stages: a learner's permit allowing driving only under supervision; intermediate licensure…

Safety implications of providing real-time feedback to distracted drivers.

PubMed

Donmez, Birsen; Boyle, Linda Ng; Lee, John D

2007-05-01

A driving simulator study was conducted to assess whether real-time feedback on a driver's state can influence the driver's interaction with in-vehicle information systems (IVIS). Previous studies have shown that IVIS tasks can undermine driver safety by increasing driver distraction. Thus, mitigating driver distraction using a feedback mechanism appears promising. This study was designed to test real-time feedback that alerts drivers based on their off-road eye glances. Feedback was displayed in two display locations (vehicle-centered, and IVIS-centered) to 16 young and 13 middle-aged drivers. Distraction was observed as problematic for both age groups with delayed responses to a lead vehicle-braking event as indicated by delayed accelerator releases. Significant benefits were not observed for braking and steering behavior for this experiment, but there was a significant change in drivers' interaction with IVIS. When given feedback on their distracted state, drivers looked at the in-vehicle display less frequently regardless of where feedback was displayed in the vehicle. This indicates that real-time feedback based on the driver state can positively alter driver's engagement in distracting activities, helping them attend better to the roadway.

An examination of the environmental, driver and vehicle factors associated with the serious and fatal crashes of older rural drivers.

PubMed

Thompson, J P; Baldock, M R J; Mathias, J L; Wundersitz, L N

2013-01-01

Motor vehicle crashes involving rural drivers aged 75 years and over are more than twice as likely to result in a serious or fatal injury as those involving their urban counterparts. The current study examined some of the reasons for this using a database of police-reported crashes (2004-2008) to identify the environmental (lighting, road and weather conditions, road layout, road surface, speed limit), driver (driver error, crash type), and vehicle (vehicle age) factors that are associated with the crashes of older rural drivers. It also determined whether these same factors are associated with an increased likelihood of serious or fatal injury in younger drivers for whom frailty does not contribute to the resulting injury severity. A number of environmental (i.e., undivided, unsealed, curved and inclined roads, and areas with a speed limit of 100km/h or greater) and driver (i.e., collision with a fixed object and rolling over) factors were more frequent in the crashes of older rural drivers and additionally associated with increased injury severity in younger drivers. Moreover, when these environmental factors were entered into a logistic regression model to predict whether older drivers who were involved in crashes did or did not sustain a serious or fatal injury, it was found that each factor independently increased the likelihood of a serious or fatal injury. Changes, such as the provision of divided and sealed roads, greater protection from fixed roadside objects, and reduced speed limits, appear to be indicated in order to improve the safety of the rural driving environment for drivers of all ages. Additionally, older rural drivers should be encouraged to reduce their exposure to these risky circumstances. Copyright © 2012 Elsevier Ltd. All rights reserved.

Seat Integrated and Conventional Restraints: A Study of Crash Injury/Fatality Rates in Rollovers

PubMed Central

Padmanaban, Jeya; Burnett, Roger A.

2008-01-01

This study used police-reported motor vehicle crash data from eleven states to determine ejection, fatality, and fatal/serious injury risks for belted drivers in vehicles with conventional seatbelts compared to belted drivers in vehicles with seat integrated restraint systems (SIRS). Risks were compared for 11,159 belted drivers involved in single- or multiple-vehicle rollover crashes. Simple driver ejection (partial and complete), fatality, and injury rates were derived, and logistic regression analyses were used to determine relative contribution of factors (including event calendar year, vehicle age, driver age/gender/alcohol use) that significantly influence the likelihood of fatality and fatal/serious injury to belted drivers in rollovers. Results show no statistically significant difference in driver ejection, fatality, or fatal/serious injury rates between vehicles with conventional belts and vehicles with SIRS. PMID:19026243

Driver License, Permit, and State ID, Division of Motor Vehicles,

Science.gov Websites

Licenses (for Ages 16-18) Commercial Driver's Learner's Permit Duplicating a Lost, Damaged, or Missing License Renewing Your Driver's License (all) College Students Outside Alaska Online Renewal Non-Commercial License Commercial Driver License (CDL) How to get your Commercial Driver's Learner's Permit How to get

Driver alcohol involvement in fatal crashes by age group and vehicle type

DOT National Transportation Integrated Search

2006-07-01

The data in this research note demonstrate that while the overall proportion of passenger vehicle drivers with alcohol in fatal crashes is lower in older age groups, the median blood : alcohol concentration (BAC) is generally higher for those age gro...

Driver licensing and reasons for delaying licensure among young adults ages 18-20, United States, 2012.

PubMed

Tefft, Brian C; Williams, Allan F; Grabowski, Jurek G

2014-12-01

Motor vehicle crashes are the leading cause of death for teens and young adults in the United States. Graduated driver licensing (GDL) systems were designed to protect young novice drivers by limiting their exposure to specific risks while they gain experience driving. In the United States, most states' GDL systems only apply to new drivers younger than 18. Some experts suggest that GDL might encourage young people to wait until age 18 to obtain a license, to avoid GDL requirements, resulting in older teenagers having less driving experience and higher crash risk than they might have had without GDL. This study examined the prevalence and timing of licensure among young adults, and explored factors associated with delaying licensure among those not licensed before age 18. An online questionnaire was completed by 1,039 persons aged 18-20 years, recruited from a representative panel of United States households. Main outcome measures were acquisition of driver's license (a) within 12 months of the state minimum age for licensure, (b) before age 18. Associations of timing of licensure with demographic characteristics were assessed using multivariable logistic regression. Respondents not licensed before age 18 were asked to rate the importance of various possible reasons for delaying licensure. 54% of respondents were licensed before age 18. Blacks (37%; adjusted Prevalence Ratio 0.67, 95% Confidence Interval 0.48-0.93) and Hispanics (29%; adjusted Prevalence Ratio 0.60, 95% Confidence Interval 0.45-0.81) were less likely than non-Hispanic whites (67%) to be licensed before age 18. Lower household income was independently associated with delayed licensure (P < .001). The most common self-reported reasons for not becoming licensed sooner were not having a car, being able to get around without driving, and costs associated with driving. There was little evidence that GDL is a major contributor to delayed licensure; however, a substantial minority of young people do not obtain a driver's license until age 18 or older and thus begin driving outside of the GDL system, which in most states only applies to new drivers younger than 18. More research is needed to investigate the safety of older novice drivers.

Real-world effects of using a phone while driving on lateral and longitudinal control of vehicles.

PubMed

Dozza, Marco; Flannagan, Carol A C; Sayer, James R

2015-12-01

Technologies able to augment human communication, such as smartphones, are increasingly present during all daily activities. Their use while driving, in particular, is of great potential concern, because of the high risk that distraction poses during this activity. Current countermeasures to distraction from phone use are considerably different across countries and not always widely accepted/adopted by the drivers. This study utilized naturalistic driving data collected from 108 drivers in the Integrated Vehicle-Based Safety Systems (IVBSS) program in 2009 and 2010 to assess the extent to which using a phone changes lateral or longitudinal control of a vehicle. The IVBSS study included drivers from three age groups: 20–30 (younger), 40–50 (middle-aged), and 60–70 (older). Results from this study show that younger drivers are more likely to use a phone while driving than older and middle-aged drivers. Furthermore, younger drivers exhibited smaller safety margins while using a phone. Nevertheless, younger drivers did not experience more severe lateral/longitudinal threats than older and middle-aged drivers, probably because of faster reaction times. While manipulating the phone (i.e., dialing, texting), drivers exhibited larger lateral safety margins and experienced less severe lateral threats than while conversing on the phone. Finally, longitudinal threats were more critical soon after phone interaction, suggesting that drivers terminate phone interactions when driving becomes more demanding. These findings suggest that drivers are aware of the potential negative effect of phone use on their safety. This awareness guides their decision to engage/disengage in phone use and to increase safety margins (self-regulation). This compensatory behavior may be a natural countermeasure to distraction that is hard to measure in controlled studies. Practical Applications: Intelligent systems able to amplify this natural compensatory behavior may become a widely accepted/adopted countermeasure to the potential distraction from phone operation while driving.

Individualized assessment of driving fitness for older individuals with health, disability, and age-related concerns.

PubMed

Wheatley, Carol J; Di Stefano, Marilyn

2008-08-01

Driver licensing agencies are faced with an increasing population of drivers who are seeking to maintain driving privileges whilst coping with functional changes associated with health, disability, or aging-related issues. Some of these changes impact upon the motor, sensory, and cognitive capacities essential for safe motor vehicle operation. The driver assessment process, as provided by occupational therapists and other professionals trained in the techniques of driver rehabilitation, can provide objective data to identify driver strengths and limitations and options available to increase mobility independence via consideration of adaptive mobility equipment, vehicle choice, driver training, or alternative transportation if necessary. This article provides an overview of the driver rehabilitation specialist's assessment and training process, with an analysis of the key issues related to this form of assessment and the need for further research. The basic driver rehabilitation process is outlined including examples of common deficits, assessment considerations, and intervention approaches. The clinical and on-road assessment procedures are described, with illustrations of the reasoning process that leads to a determination of the person's overall driving competence and rehabilitation recommendations. A review of the literature is provided that examines the currently available documentation that supports this assessment and rehabilitation process. The article concludes with a review of current literature that examines the claim that detailed clinical and on-road assessment, as provided by driver rehabilitation specialists, is currently the best method for assisting drivers with complex health, disability, or aging-related issues to resume or retain driving privileges.

Look who's talking! A roadside survey of drivers' cell phone use.

PubMed

Young, Kristie L; Rudin-Brown, Christina M; Lenné, Michael G

2010-12-01

The objective of this study was to quantify Melbourne drivers' rates of handheld and hands-free phone use and the driver, vehicle, site, and time characteristics associated with phone use. Additionally, this study sought to examine any change in the prevalence of handheld cell phone use by Melbourne drivers between 2006 and 2009. Observational survey of vehicle drivers at various times of the day and week at 3 sites across metropolitan Melbourne during May 2009. A total of 195 (3.4%) of the 5813 drivers observed were using handheld phones and 81 (1.4%) were using hands-free phones. This represents a significant increase in handheld phone usage rates compared to those found in an earlier study conducted in Melbourne in 2006. Cell phone use was associated with a range of driver, vehicle, site, and time characteristics. Handheld phone users were predominately young or middle-aged drivers who drove cars or 4-wheel-drive vehicles (4WDs), and this activity was more likely to occur in the late afternoon. Use of hands-free phones did not differ significantly across gender, age group, vehicle type, observation site, or time of day; however, use of hands-free phones was higher on weekdays compared to weekends. Despite legislation being in place, drivers' handheld cell phone use is still a major road safety concern, particularly for young and middle-aged drivers. The effectiveness of other strategies for decreasing handheld usage rates, including increased surveillance and tougher penalties, need to be ascertained.

Motor-Vehicle Crash History and Licensing Outcomes for Older Drivers Reported as Medically Impaired in Missouri

PubMed Central

Meuser, Thomas M.; Carr, David B.; Ulfarsson, Gudmundur F.

2009-01-01

The identification and evaluation of medically impaired drivers is an important safety issue. Medical fitness to drive is applicable to all ages but is particularly salient for older adults. Voluntary procedures, whereby various professionals and family members may report medical fitness concerns to State driver license bureaus, are common in the United States. This paper examines traffic crashes of drivers reported during 2001–2005 under the State of Missouri’s voluntary reporting law (House Bill HB-1536) and the resulting licensing outcomes. Missouri’s law is non-specific as to age, but the mean age of reported drivers was 80. Reports were submitted by police officers (30%), license office staff (27%), physicians (20%), family members (16%), and others (7%). The most common medical condition was dementia/cognitive (45%). Crash history for reported drivers was higher than that of controls, dating back to 1993, reaching a peak in 2001 when the crash involvement of reported drivers was 9.3% vs. 2.2% for controls—a fourfold difference. The crash involvement of reported drivers decreased rapidly after, indicating the impact of HB-1536 reporting with subsequent license revocation and to a lesser degree, mortality. Of the 4,100 reported individuals, 144 (3.5%) retained a driver’s license after the process. PMID:19245882

The nature of the alcohol problem in U.S. fatal crashes.

PubMed

Fell, J C; Nash, C E

1989-01-01

Alcohol is involved in more than half of all U.S. traffic fatalities. In 1987, an estimated 23,630 people were killed in alcohol-related crashes. Alcohol-related traffic fatalities continue to be the leading cause of death for young people. Alcohol is involved in almost 80% of the fatal crashes that occur between 8 p.m. and 4 a.m. on any night of the week. During the 1980s, alcohol involvement in fatal crashes declined. The proportion of drivers involved in fatal crashes who were intoxicated at the time of the crash decreased 17% from 1982 to 1987. The reduction was especially significant for teenaged drivers, females, surviving drivers, teenaged pedestrians, older drivers, and drivers in daytime crashes. On the other hand, there was little or no change for drivers aged 25-34, motorcycle drivers, pedestrians aged 20 to 64, and drivers in late-night crashes. Reasons for the reduction in alcohol appear to be: (1) increased public awareness of the problem during that time period; (2) tougher laws and better enforcement of existing laws by state and local governments; (3) the raising of the drinking age to 21 in most states; (4) other public and private programs to reduce drinking and driving, and (5) socioeconomic and demographic factors.

Graduated driver licensing and motor vehicle crashes involving teenage drivers: an exploratory age-stratified meta-analysis.

PubMed

Zhu, Motao; Cummings, Peter; Chu, Haitao; Coben, Jeffrey H; Li, Guohua

2013-02-01

Graduated Driver Licensing (GDL) has been implemented in Australia, Canada, New Zealand, USA and Israel. We conducted an exploratory summary of available data to estimate whether GDL effects varied with age. We searched MEDLINE and other sources from 1991-2011. GDL evaluation studies with crashes resulting in injuries or deaths were eligible. They had to provide age-specific incidence rate ratios with CI or information for calculating these quantities. We included studies from individual states or provinces, but excluded national studies. We examined rates based on person-years, not license-years. Of 1397 papers, 144 were screened by abstract and 47 were reviewed. Twelve studies from 11 US states and one Canadian province were selected for meta-analysis for age 16, eight were selected for age 17, and four for age 18. Adjusted rate ratios were pooled using random effects models. The pooled adjusted rate ratios for the association of GDL presence with crash rates was 0.78 (95% CI 0.72 to 0.84) for age 16 years, 0.94 (95% CI 0.93 to 0.96) for 17 and 1.00 (95% CI 0.95 to 1.04) for 18. The difference between these three rate ratios was statistically significant: p<0.001. GDL policies were associated with a 22% reduction in crash rates among 16-year-old drivers, but only a 6% reduction for 17-year-old drivers. GDL showed no association with crashes among 18-year-old drivers. Because we had few studies to summarise, particularly for older adolescents, our findings should be considered exploratory.

The overall program effects of California's 3-Tier Assessment System pilot on crashes and mobility among senior drivers.

PubMed

Camp, Bayliss J

2013-12-01

In 2007, the California Department of Motor Vehicles (DMV) undertook a pilot study of the 3-Tier Assessment System, the purpose of which was to examine, in a large-scale real-time public agency setting, the effectiveness of this method for both reducing the crash risk of individual drivers and for extending the safe driving years of Californian drivers of all ages. The 3-Tier Assessment System consisted of tiered series of screening tools incorporated into the in-office driver's license renewal process. These screening tools identified drivers with various kinds of functional limitations (physical, visual, and cognitive/perceptual), that might impact safe driving. Paired with the screening tools were educational materials designed to improve drivers' knowledge of their own limitations, including compensating techniques. The present study is a population-based evaluation of the effects of the pilot on subsequent crash risk and mobility outcomes (including delicensure) of participating drivers age 70 and older. Pilot participants were compared with two control groups processed according to standard California DMV license renewal procedures. Because the 3-Tier Assessment System was designed to identify limitations normally associated with aging, the present analyses focus on drivers age 70 and older. However, it should be emphasized that during the 3-Tier pilot the screening tools were applied to drivers of all ages. There were two main findings. First, there were no consistent, statistically significant differences between the pilot and control groups in crash risk in the two years following screening. Second, pilot participants experienced statistically significant effects on mobility. These effects included delays in time to complete their license renewal, an increase in the number of assigned license restrictions, and an increase in the number of customers failing to renew their driving privilege. Based on these findings, suggestions for further research are made. None. © 2013.

Relationship Between Cognitive Perceptual Abilities and Accident and Penalty Histories Among Elderly Korean Drivers

PubMed Central

2016-01-01

Objective To investigate the relationship between cognitive perceptual abilities of elderly drivers based on the Cognitive Perceptual Assessment for Driving (CPAD) test and their accident and penalty histories. Methods A total of 168 elderly drivers (aged ≥65 years) participated in the study. Participant data included CPAD scores and incidents of traffic accidents and penalties, attained from the Korea Road Traffic Authority and Korea National Police Agency, respectively. Results Drivers' mean age was 70.25±4.1 years and the mean CPAD score was 52.75±4.72. Elderly drivers' age was negatively related to the CPAD score (p<0.001). The accident history group had marginally lower CPAD scores, as compared to the non-accident group (p=0.051). However, incidence rates for traffic fines did not differ significantly between the two groups. Additionally, the group that passed the CPAD test had experienced fewer traffic accidents (3.6%), as compared to the group that failed (10.6%). The older age group (12.0%) had also experienced more traffic accidents, as compared to the younger group (2.4%). Conclusion Overall, elderly drivers who experienced driving accidents had lower CPAD scores than those who did not, without statistical significance. Thus, driving-related cognitive abilities of elderly drivers with insufficient cognitive ability need to be further evaluated to prevent traffic accidents. PMID:28119840

An analysis of crash likelihood : age versus driving experience

DOT National Transportation Integrated Search

1995-05-01

The study was designed to determine the crash likelihood of drivers in Michigan as a function of two independent variables: driver age and driving experience. The age variable had eight levels (18, 19, 20, 21, 22, 23, 24, and 25 years old) and the ex...

Driving into the Sunset: Supporting Cognitive Functioning in Older Drivers

PubMed Central

Young, Mark S.; Bunce, David

2011-01-01

The rise in the aging driver population presents society with a significant challenge—how to maintain safety and mobility on the roads. On the one hand, older drivers pose a higher risk of an at-fault accident on a mile-for-mile basis; on the other hand, independent mobility is a significant marker of quality of life in aging. In this paper, we review the respective literatures on cognitive neuropsychology and ergonomics to suggest a previously unexplored synergy between these two fields. We argue that this conceptual overlap can form the basis for future solutions to what has been called “the older driver problem.” Such solutions could be found in a range of emerging driver assistance technologies offered by vehicle manufacturers, which have the potential to compensate for the specific cognitive decrements associated with aging that are related to driving. PMID:21748014

Driver distraction by smartphone use (WhatsApp) in different age groups.

PubMed

Ortiz, C; Ortiz-Peregrina, S; Castro, J J; Casares-López, M; Salas, C

2018-08-01

This paper investigates the effect that texting with WhatsApp, one of the most common applications for instant messaging, exerts on driving performance. Because distracted driving also affects older drivers, who can have seriously compromised vision, we also analysed the associations between visual-function parameters and driving performance. A total of 75 drivers, experienced in sending WhatsApp messages (≥10WhatsApp messages/week), participated in this study and were divided into four age categories. Visual-function tests included contrast sensitivity with and without glare, retinal straylight and objective assessment of optical quality. Simulated driving performance was assessed under a baseline driving condition (without distraction) as well as a texting condition (WhatsApp messages) while driving. The participants used their own mobile phone. Lastly, objective results of driving performance were compared with subjective self-report data from the Driver Behaviour Questionnaire (DBQ). The analysis indicated that functional changes occurring with age, such as a lower contrast sensitivity and greater retinal straylight, were correlated with a higher number of collisions, longer distances driven outside the lane, and greater standard deviation of lateral position (SDLP). The results showed a significant main effect of age for the driving-performance parameters. Also, compared to the baseline, texting WhatsApp messages while driving worsens driving performance for all age groups, most notably among older participants. Thus, the older drivers' SDLP was ∼14% higher than that for the baseline average of all the other drivers and rose to 29% under distraction, reflecting the impact of secondary tasks. The negative effect of the use of the smartphone during driving was also reflected in the number of collisions, with a greater risk of accidents in all the groups of drivers (by 8.3% for young adults, 25.0% for adults, 80.5% for middle-aged adults, and 134.5% for older drivers). Lastly, participants' subjective responses indicated that younger drivers (18-24 years) had a higher risk of deliberately violating safe driving practices (p < 0.05). The present study demonstrates that texting WhatsApp messages while driving significantly impairs the ability to drive safely, with older drivers being the group most adversely affected. It would be recommendable to include other nonstandard vision tests, which have shown associations with driving performance, in the examination for driver licensing. This would help raise the awareness of older drivers concerning their visual limitations, permitting them to adopt compensatory measures to improve their driving safety. Nevertheless, it is also necessary to raise awareness among the younger drivers of the risks involved in behaviour behind the wheel. Copyright © 2018 Elsevier Ltd. All rights reserved.

Effects of major-road vehicle speed and driver age and gender on left-turn gap acceptance.

PubMed

Yan, Xuedong; Radwan, Essam; Guo, Dahai

2007-07-01

Because the driver's gap-acceptance maneuver is a complex and risky driving behavior, it is a highly concerned topic for traffic safety and operation. Previous studies have mainly focused on the driver's gap acceptance decision itself but did not pay attention to the maneuver process and driving behaviors. Using a driving simulator experiment for left-turn gap acceptance at a stop-controlled intersection, this study evaluated the effects of major traffic speed and driver age and gender on gap acceptance behaviors. The experiment results illustrate relationships among drivers' left-turn gap decision, driver's acceleration rate, steering action, and the influence of the gap-acceptance maneuver on the vehicles in the major traffic stream. The experiment results identified an association between high crash risk and high traffic speed at stop-controlled intersections. The older drivers, especially older female drivers, displayed a conservative driving attitude as a compensation for reduced driving ability, but also showed to be the most vulnerable group for the relatively complex driving maneuvers.

Identifying driver characteristics influencing overtaking crashes.

PubMed

Mohaymany, Afshin Shariat; Kashani, Ali Tavakoli; Ranjbari, Andishe

2010-08-01

To identify the most important driver characteristics influencing crash-causing overtaking maneuvers on 2-lane, 2-way rural roads of Iran. Based on the crash data for rural roads of Iran over 3 years from 2006 to 2008, the classification and regression tree (CART) method combined with the quasi-induced exposure concept was applied for 4 independent variables and one target variable of "driver status" with 2 classes of at fault and not at fault. The independent variables were vehicle type, driver's age, driving license, and driving experience of the driver-the latter 2 driver characteristics are relatively new in traffic safety studies. According to the data set, 16,809 drivers were involved in 2-lane, 2-way rural roads overtaking crashes. The analysis revealed that drivers who are younger than 28 years old, whose driving license is type 2--a common driving license that is for driving with passenger car and light vehicles--and whose driving experience is less than 2 years are most probably responsible for overtaking crashes. It was indicated that vehicle type is the most important factor associated with drivers being responsible for the crashes. The results also revealed that younger drivers (18-28 years) are most likely to be at fault in overtaking crashes. Therefore, enforcement and education should be more concentrated on this age group. Due to the incompliant nature of this group, changing the type and amount of traffic fines is essential for more preventing objectives. The research also found 2 relatively new factors of driving license and driving experience to have considerable effects on drivers being at fault, such that type 2 licensed drivers are more responsible compared to type 1 (a driving license for driving with all motor vehicles, which has some age and experience requirements) licensed drivers or drivers with a special license (a driving license with special vehicle types). Moreover, drivers with less than 2 years' driving experience are more responsible for these kind of crashes; thus prohibiting new drivers from driving on rural roads for new drivers seems substantial.

To continue, modify or relinquish driving: findings from a longitudinal study of healthy ageing.

PubMed

Unsworth, Carolyn A; Wells, Yvonne; Browning, Colette; Thomas, Shane A; Kendig, Hal

2007-01-01

The number and proportion of drivers among people entering later life continues to rise. More information on patterns of driving for older adults is required to improve service provision and traffic planning. To map the changes in driving status for a sample of drivers aged 65 years or older over the period 1994-2000, and to identify factors associated with older people continuing, modifying or relinquishing their status as drivers. The 752 participants were drawn from the Melbourne Longitudinal Studies on Healthy Ageing (MELSHA) program, a longitudinal study of people aged 65 years and older living in the community. Participants were interviewed or contacted for follow-up in 1994, 1996, 1998 and 2000 on a range of topics including their health, functional independence and driving status. Although the number of recent drivers was smaller as participants died or were admitted to nursing homes over the 6-year data collection period, relatively few participants relinquished driving while remaining in the community. Many drivers reported modifying their driving habits over time, including decisions to restrict their driving to their local area during daylight only. Relationships were explored between driving status and the key variables of age, gender, marital status, instrumental activities of daily living (IADL) independence and self-rated measures of income, health, eyesight and hearing. Multivariate analyses indicated that drivers were more likely to modify their driving habits if they were older, dependent in IADL, and rated their eyesight as poor. Similar factors predicted relinquishing driving, but in addition, women were three times more likely to relinquish driving than men (even when health and disability were taken into account) and people who rated their incomes as 'comfortable' were more likely to relinquish driving than those with lower incomes. This study confirmed previous evidence that older drivers self-regulate by modifying their driving behavior as they age. However, since few drivers voluntarily relinquish driving, further research is required to identify ways of supporting older drivers to continue to drive safely. Copyright 2007 S. Karger AG, Basel.

Statistical Models for Predicting Automobile Driving Postures for Men and Women Including Effects of Age.

PubMed

Park, Jangwoon; Ebert, Sheila M; Reed, Matthew P; Hallman, Jason J

2016-03-01

Previously published statistical models of driving posture have been effective for vehicle design but have not taken into account the effects of age. The present study developed new statistical models for predicting driving posture. Driving postures of 90 U.S. drivers with a wide range of age and body size were measured in laboratory mockup in nine package conditions. Posture-prediction models for female and male drivers were separately developed by employing a stepwise regression technique using age, body dimensions, vehicle package conditions, and two-way interactions, among other variables. Driving posture was significantly associated with age, and the effects of other variables depended on age. A set of posture-prediction models is presented for women and men. The results are compared with a previously developed model. The present study is the first study of driver posture to include a large cohort of older drivers and the first to report a significant effect of age. The posture-prediction models can be used to position computational human models or crash-test dummies for vehicle design and assessment. © 2015, Human Factors and Ergonomics Society.

The Feasibility of Voluntary Ignition Interlocks as a Prevention Strategy for Young Drivers

DOT National Transportation Integrated Search

2017-06-01

Young drivers in the United States are at greater risk for alcohol-related crash deaths than any other age group of drivers in the general population. Though efforts have been made to reduce drinking and driving among young drivers (especially teens)...

Raising the legal drinking age in Maine: impact on traffic accidents among young drivers.

PubMed

Wagenaar, A C

1983-04-01

The minimum legal age for purchase and consumption of alcoholic beverages continues to be a controversial issue in North America as numerous jurisdictions that lowered the legal age in the early 1970s are returning to higher drinking ages. Monthly frequencies of motor vehicle crashes among drivers aged 18-45 in the states of Maine and Pennsylvania from 1972 through 1979 were examined using a multiple time series design. Controlling for the effects of long-term trends, seasonal cycles, and other factors with Box-Jenkins time series models, a significant 17-21% reduction in alcohol-related property damage crash involvement among drivers aged 18-19 is attributable to Maine's increase in drinking age. No demonstrable effect of the raised drinking age on the incidence of injury and fatal crashes was found.

The effects of texting on driving performance in a driving simulator: the influence of driver age.

PubMed

Rumschlag, Gordon; Palumbo, Theresa; Martin, Amber; Head, Doreen; George, Rajiv; Commissaris, Randall L

2015-01-01

Distracted driving is a significant contributor to motor vehicle accidents and fatalities, and texting is a particularly significant form of driver distraction that continues to be on the rise. The present study examined the influence of driver age (18-59 years old) and other factors on the disruptive effects of texting on simulated driving behavior. While 'driving' the simulator, subjects were engaged in a series of brief text conversations with a member of the research team. The primary dependent variable was the occurrence of Lane Excursions (defined as any time the center of the vehicle moved outside the directed driving lane, e.g., into the lane for oncoming traffic or onto the shoulder of the road), measured as (1) the percent of subjects that exhibited Lane Excursions, (2) the number of Lane Excursions occurring and (3) the percent of the texting time in Lane Excursions. Multiple Regression analyses were used to assess the influence of several factors on driving performance while texting, including text task duration, texting skill level (subject-reported), texting history (#texts/week), driver gender and driver age. Lane Excursions were not observed in the absence of texting, but 66% of subjects overall exhibited Lane Excursions while texting. Multiple Regression analysis for all subjects (N=50) revealed that text task duration was significantly correlated with the number of Lane Excursions, and texting skill level and driver age were significantly correlated with the percent of subjects exhibiting Lane Excursions. Driver gender was not significantly correlated with Lane Excursions during texting. Multiple Regression analysis of only highly skilled texters (N=27) revealed that driver age was significantly correlated with the number of Lane Excursions, the percent of subjects exhibiting Lane Excursions and the percent of texting time in Lane Excursions. In contrast, Multiple Regression analysis of those drivers who self-identified as not highly skilled texters (N=23) revealed that text task duration was significantly correlated with the number of Lane Excursions. The present studies confirm past reports that texting impairs driving simulator performance. Moreover, the present study demonstrates that for highly skilled texters, the effects of texting on driving are actually worse for older drivers. Given the increasing frequency of texting while driving within virtually all age groups, these data suggest that 'no texting while driving' education and public service messages need to be continued, and they should be expanded to target older drivers as well. Copyright © 2014 Elsevier Ltd. All rights reserved.

Mandatory Physician Reporting of At-Risk Drivers: The Older Driver Example.

PubMed

Agimi, Yll; Albert, Steven M; Youk, Ada O; Documet, Patricia I; Steiner, Claudia A

2018-05-08

In a number of states, physicians are mandated by state law to report at-risk drivers to licensing authorities. Often these patients are older adult drivers who may exhibit unsafe driving behaviors, have functional/cognitive impairments, or are diagnosed with conditions such as Alzheimer's disease and/or seizure disorders. The hypothesis that mandatory physician reporting laws reduce the rate of crash-related hospitalizations among older adult drivers was tested. Using retrospective data (2004-2009), this study identified 176,066 older driver crash-related hospitalizations, from the State Inpatient Databases. Three age-specific negative binomial generalized estimating equation models were used to estimate the effect of physician reporting laws on state's incidence rate of crash-related hospitalizations among older drivers. No evidence was found for an independent association between mandatory physician reporting laws and a lower crash hospitalization rate among any of the age groups examined. The main predictor of interest, mandatory physician reporting, failed to explain any significant variation in crash hospitalization rates, when adjusting for other state-specific laws and characteristics. Vision testing at in-person license renewal was a significant predictor of lower crash hospitalization rate, ranging from incidence rate ratio of 0.77 (95% confidence interval 0.62-0.94) among 60- to 64-year olds to 0.83 (95% confidence interval 0.67-0.97) among 80- to 84-year olds. Physician reporting laws and age-based licensing requirements are often at odds with older driver's need to maintain independence. This study examines this balance and finds no evidence of the benefits of mandatory physician reporting requirements on driver crash hospitalizations, suggesting that physician mandates do not yet yield significant older driver safety benefits, possibly to the detriment of older driver's well-being and independence.

Do Demographics and Functional Abilities Influence Vehicle Type Driven by Older Canadians?

PubMed

Vrkljan, Brenda; Crizzle, Alexander; Villeneuve, Simon; Porter, Michelle; Koppel, Sjaan; Mazer, Barbara L; Naglie, Gary; Bédard, Michel; Tuokko, Holly A; Gélinas, Isabelle; Marshall, Shawn C; Rapoport, Mark J

2016-06-01

In this study, we examined the Candrive baseline data (n = 928; aged 70 to 94; 62% were men) to determine whether driver characteristics (i.e., age, gender, height, weight, BMI) and certain functional abilities (i.e., Rapid Paced Walk, Timed Up and Go) influenced the types of vehicles driven. There were significant differences with respect to type of vehicle and mean driver age (F = 3.58, p = 0.003), height, (F = 13.32, p < 0.001), weight (F = 14.31, p < 0.001), and BMI (F = 4.40, p = 0.001). A greater proportion of drivers with osteoporosis (χ2 = 21.23, p = 0.020) and osteo/rheumatoid arthritis (χ2 = 21.23, p = 0.020) drove small and medium-sized cars compared to larger ones. Further research is needed to examine older driver-vehicle interactions, and the relationship to demographics and functional abilities, given the vulnerability of this age group to automotive-related injuries.

78 FR 54723 - Information Collection Activities: Submission for the Office of Management and Budget (OMB...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-09-05

... (NHTSA) proposes to collect information from older adult licensed drivers about their driver license... . SUPPLEMENTARY INFORMATION: OMB Control Number: 2127-New. Title: Older Driver Compliance with Licensing Restrictions. Form No.: NHTSA Form 1186. Type of Review: Regular. Respondents: Drivers age 70 and older who...

Evaluating Older Drivers' Skills

DOT National Transportation Integrated Search

2013-05-01

Research has demonstrated that older drivers pose a higher risk of involvement in fatal crashes at intersections than : younger drivers. Age-triggered restrictions are problematic as research shows that the majority of older people : have unimpaired ...

Analysis of risk factors affecting driver injury and crash injury with drivers under the influence of alcohol (DUI) and non-DUI.

PubMed

Chen, Huiqin; Chen, Qiang; Chen, Lei; Zhang, Guanjun

2016-11-16

The objective of this research was to study risk factors that significantly influence the severity of crashes for drivers both under and not under the influence of alcohol. Ordinal logistic regression was applied to analyze a crash data set involving drivers under and not under the influence of alcohol in China from January 2011 to December 2014. Four risk factors were found to be significantly associated with the severity of driver injury, including crash partner and intersection type. Age group was found to be significantly associated with the severity of crashes involving drivers under the influence of alcohol. Crash partner, intersection type, lighting conditions, gender, and time of day were found to be significantly associated with severe driver injuries, the last of which was also significantly associated with severe crashes involving drivers not under the influence of alcohol. This study found that pedestrian involvement decreases the odds of severe driver injury when a driver is under the influence of alcohol, with a relative risk of 0.05 compared to the vehicle-to-vehicle group. The odds of severe driver injury at T-intersections were higher than those for traveling along straight roads. Age was shown to be an important factor, with drivers 50-60 years of age having higher odds of being involved in severe crashes compared to 20- to 30-year-olds when the driver was under the influence of alcohol. When the driver was not under the influence of alcohol, drivers suffered more severe injuries between midnight and early morning compared to early nighttime. The vehicle-to-motorcycle and vehicle-to-pedestrian groups experienced less severe driver injuries, and vehicle collisions with fixed objects exhibited higher odds of severe driver injury than did vehicle-to-vehicle impacts. The odds of severe driver injury at cross intersections were 0.29 compared to travel along straight roads. The odds of severe driver injury when street lighting was not available at night were 3.20 compared to daylight. The study indicated that female drivers are more likely to experience severe injury than male drivers when not under the influence of alcohol. Crashes between midnight and early morning exhibited higher odds of severe injury compared to those occurring at other times of day. The identification of risk factors and a discussion on the odds ratio between levels of the impact of the driver injury and crash severity may benefit road safety stakeholders when developing initiatives to reduce the severity of crashes.

An Australasian model license reassessment procedure for identifying potentially unsafe drivers.

PubMed

Fildes, Brian N; Charlton, Judith; Pronk, Nicola; Langford, Jim; Oxley, Jennie; Koppel, Sjaanie

2008-08-01

Most licensing jurisdictions in Australia currently employ age-based assessment programs as a means to manage older driver safety, yet available evidence suggests that these programs have no safety benefits. This paper describes a community referral-based model license re assessment procedure for identifying and assessing potentially unsafe drivers. While the model was primarily developed for assessing older driver fitness to drive, it could be applicable to other forms of driver impairment associated with increased crash risk. It includes a three-tier process of assessment, involving the use of validated and relevant assessment instruments. A case is argued that this process is a more systematic, transparent and effective process for managing older driver safety and thus more likely to be widely acceptable to the target community and licensing authorities than age-based practices.

Mobile phone use during driving: Effects on speed and effectiveness of driver compensatory behaviour.

PubMed

Choudhary, Pushpa; Velaga, Nagendra R

2017-09-01

This study analysed and modelled the effects of conversation and texting (each with two difficulty levels) on driving performance of Indian drivers in terms of their mean speed and accident avoiding abilities; and further explored the relationship between speed reduction strategy of the drivers and their corresponding accident frequency. 100 drivers of three different age groups (young, mid-age and old-age) participated in the simulator study. Two sudden events of Indian context: unexpected crossing of pedestrians and joining of parked vehicles from road side, were simulated for estimating the accident probabilities. Generalized linear mixed models approach was used for developing linear regression models for mean speed and binary logistic regression models for accident probability. The results of the models showed that the drivers significantly compensated the increased workload by reducing their mean speed by 2.62m/s and 5.29m/s in the presence of conversation and texting tasks respectively. The logistic models for accident probabilities showed that the accident probabilities increased by 3 and 4 times respectively when the drivers were conversing or texting on a phone during driving. Further, the relationship between the speed reduction patterns and their corresponding accident frequencies showed that all the drivers compensated differently; but, among all the drivers, only few drivers, who compensated by reducing the speed by 30% or more, were able to fully offset the increased accident risk associated with the phone use. Copyright © 2017 Elsevier Ltd. All rights reserved.

An observational study of driving distractions on urban roads in Spain.

PubMed

Prat, F; Planes, M; Gras, M E; Sullman, M J M

2015-01-01

The present research investigated the prevalence of driver engagement in secondary tasks and whether there were any differences by age and gender, as well as day of the week and time of the day. Two independent researchers observed 6578 drivers at nine randomly selected urban locations in Girona, Spain. Nearly 20% of the drivers observed were engaged in some type of secondary task, with the most common being: conversing with a passenger (11.1%), smoking (3.7%) and talking on a handheld mobile phone (1.3%). Surprisingly there were no differences by gender, but there were age-related differences with younger drivers being more frequently observed engaged in a number of different types of secondary tasks while driving (i.e. drinking, talking on a handheld mobile phone, and texting or keying numbers). Logistic regression showed that younger drivers, and to a lesser extent middle-age drivers, were significantly more likely to be observed engaged in a technological distraction than older drivers. Conversely, non-technological distractions were significantly predicted by day of the week, time of the day and location. A substantial number of the drivers observed in this study were putting themselves at an increased risk of becoming involved in a crash by engaging in non-driving related tasks at the same time as driving. Furthermore, the higher crash rate among young drivers may be partially accounted for by their more frequent engagement in some types of secondary tasks while driving. Copyright © 2014. Published by Elsevier Ltd.

Graduated driver licensing and motor vehicle crashes involving teenage drivers: an exploratory age-stratified meta-analysis

PubMed Central

Zhu, Motao; Cummings, Peter; Chu, Haitao; Coben, Jeffrey H; Li, Guohua

2014-01-01

Objective Graduated Driver Licensing (GDL) has been implemented in Australia, Canada, New Zealand, USA and Israel. We conducted an exploratory summary of available data to estimate whether GDL effects varied with age. Methods We searched MEDLINE and other sources from 1991–2011. GDL evaluation studies with crashes resulting in injuries or deaths were eligible. They had to provide age-specific incidence rate ratios with CI or information for calculating these quantities. We included studies from individual states or provinces, but excluded national studies. We examined rates based on person-years, not license-years. Results Of 1397 papers, 144 were screened by abstract and 47 were reviewed. Twelve studies from 11 US states and one Canadian province were selected for meta-analysis for age 16, eight were selected for age 17, and four for age 18. Adjusted rate ratios were pooled using random effects models. The pooled adjusted rate ratios for the association of GDL presence with crash rates was 0.78 (95% CI 0.72 to 0.84) for age 16 years, 0.94 (95% CI 0.93 to 0.96) for 17 and 1.00 (95% CI 0.95 to 1.04) for 18. The difference between these three rate ratios was statistically significant: p<0.001. Conclusions GDL policies were associated with a 22% reduction in crash rates among 16-year-old drivers, but only a 6% reduction for 17-year-old drivers. GDL showed no association with crashes among 18-year-old drivers. Because we had few studies to summarise, particularly for older adolescents, our findings should be considered exploratory. PMID:23211352

IIHS head restraint ratings and insurance injury claim rates.

PubMed

Trempel, Rebecca E; Zuby, David S; Edwards, Marcy A

2016-08-17

The Insurance Institute for Highway Safety (IIHS) rates front seat/head restraint designs using a combination of static and dynamic measurements following RCAR-IIWPG procedures. The purpose of this study was to determine whether vehicles with better IIHS-rated seats/head restraints had lower injury risk in rear-end collisions and how the effect of better rated seats interacted with driver gender and age. The presence of an associated insurance injury claim was determined for rear-impact crashes using 2001-2014 model year cars and SUVs. Logistic regression was used to compare injury risk for vehicles with good, acceptable, and marginal IIHS-rated seats/head restraints with poor-rated seats/head restraints. Analyses were run by gender and driver age and also by the rate of more severe injury claims. Injury rates were 11.2% lower for vehicles with seats/head restraints rated good compared to vehicles with seats/head restraints rated poor. The percentage reduction for good- versus poor-rated seats was greater for females (12.7%) than males (8.9%). Comparing good- with poor-rated seats, driver ages 15-24 had the largest reduction at 19.8%, followed by 10.7% for driver ages 45-64 and 10.4% for driver ages 25-44. Seats/head restraints with better IIHS ratings are associated with lower injury rates in rear-impact collisions than seats rated poor. The reductions in injury rates were strongest for females and for young-to-middle-age drivers. The strong reductions in injury rates for these groups are encouraging given their high initial injury rates.

An approach to vehicle design: In-depth audit to understand the needs of older drivers.

PubMed

Karali, Sukru; Mansfield, Neil J; Gyi, Diane E

2017-01-01

The population of older people continues to increase around the world, and this trend is expected to continue; the population of older drivers is increasing accordingly. January 2012 figures from the DVLA in the UK stated that there were more than 15 million drivers aged over 60; more than 1 million drivers were aged over 80. There is a need for specific research tools to understand and capture how all users interact with features in the vehicle cabin e.g. controls and tasks, including the specific needs of the increasingly older driving population. This paper describes an in-depth audit that was conducted to understand how design of the vehicle cabin impacts on comfort, posture, usability, health and wellbeing in older drivers. The sample involved 47 drivers (38% female, 62% male). The age distribution was: 50-64 (n = 12), 65-79 (n = 20), and those 80 and over (n = 15). The methodology included tools to capture user experience in the vehicle cabin and functional performance tests relevant to specific driving tasks. It is shown that drivers' physical capabilities reduce with age and that there are associated difficulties in setting up an optimal driving position such that some controls cannot be operated as intended, and many adapt their driving cabins. The cabin set-up process consistently began with setting up the seat and finished with operation of the seat belt. Copyright © 2016 The Authors. Published by Elsevier Ltd.. All rights reserved.

Substance use and social, health and safety-related factors among fatally injured drivers.

PubMed

Karjalainen, Karoliina; Blencowe, Tom; Lillsunde, Pirjo

2012-03-01

The aim of this study was to examine different socio-demographic, health and safety-related factors, and psychoactive substance use among fatally injured drivers in road traffic accidents in Finland during 2006-2008. An accident information register maintained by the Traffic Safety Committee of Insurance Companies (VALT) of the Finnish Motor Insurers' Centre was used as basic data, and the basic data were complemented with further toxicological analytical information retrieved from autopsy reports from the Department of Forensic Medicine, Helsinki University. The data included all the drivers (n=556) who were driving a motor vehicle and who died in a road traffic accident in Finland during 2006-2008. Of all the 556 fatally injured drivers 43% (n=238) had psychoactive substance findings. 51% (n=121) of substance positive drivers had a finding for alcohol only, the rest had a finding for one or more illicit/medicinal drugs impairing driving ability, and possibly also alcohol. Fatally injured drivers with alcohol findings were significantly younger (mean age 34 years) than sober drivers (mean age 44 years) or drivers with findings for drugs (mean age 45 years). Socio-demographic background did not differ substantially among drunken/drugged and sober drivers, although drivers with alcohol findings had a slightly lower education and socioeconomic position. Previous substance abuse problems were highly prevalent among drivers with substance findings and mental or both mental and physical health problems were more common among drivers with drug findings. The non-use of safety equipment and driving at a high speed were more common among fatally injured drivers with substance findings. Substance abuse and mental health problems, as well as reckless driving behavior were more pronounced among fatally injured drivers with substance findings when compared to sober drivers. Thus, prevention and early intervention concerning substance abuse, mental health problems and DUI are essential. Improved traffic safety cannot be achieved by means of traffic policy only, but integration with other policies, such as health and social policy should be strengthened. Copyright © 2011 Elsevier Ltd. All rights reserved.

Presence of psychoactive substances in oral fluid from randomly selected drivers in Denmark.

PubMed

Simonsen, K Wiese; Steentoft, A; Hels, T; Bernhoft, I M; Rasmussen, B S; Linnet, K

2012-09-10

This roadside study is the Danish part of the EU-project DRUID (Driving under the Influence of Drugs, Alcohol, and Medicines) and included three representative regions in Denmark. Oral fluid samples (n=3002) were collected randomly from drivers using a sampling scheme stratified by time, season, and road type. The oral fluid samples were screened for 29 illegal and legal psychoactive substances and metabolites as well as ethanol. Fourteen (0.5%) drivers were positive for ethanol (alone or in combination with drugs) at concentrations above 0.53g/l, which is the Danish legal limit. The percentage of drivers positive for medicinal drugs above the Danish legal concentration limit was 0.4%; while, 0.3% of the drivers tested positive for one or more illicit drug at concentrations exceeding the Danish legal limit. Tetrahydrocannabinol, cocaine, and amphetamine were the most frequent illicit drugs detected above the limit of quantitation (LOQ); while, codeine, tramadol, zopiclone, and benzodiazepines were the most frequent legal drugs. Middle aged men (median age 47.5 years) dominated the drunk driving group, while the drivers positive for illegal drugs consisted mainly of young men (median age 26 years). Middle aged women (median age 44.5 years) often tested positive for benzodiazepines at concentrations exceeding the legal limits. Interestingly, 0.6% of drivers tested positive for tramadol, at concentrations above the DRUID cut off; although, tramadol is not included in the Danish list of narcotic drugs. It can be concluded that driving under the influence of drugs is as serious a road safety problem as drunk driving. Copyright © 2012. Published by Elsevier Ireland Ltd.

Effectiveness of mandatory license testing for older drivers in reducing crash risk among urban older Australian drivers.

PubMed

Langford, Jim; Fitzharris, Michael; Koppel, Sjaanie; Newstead, Stuart

2004-12-01

Most licensing jurisdictions in Australia maintain mandatory assessment programs targeting older drivers, whereby a driver reaching a specified age is required to prove his or her fitness to drive through medical assessment and/or on-road testing. Previous studies both in Australia and elsewhere have consistently failed to demonstrate that age-based mandatory assessment results in reduced crash involvement for older drivers. However studies that have based their results upon either per-population or per-driver crash rates fail to take into account possible differences in driving activity. Because some older people maintain their driving licenses but rarely if ever drive, the proportion of inactive license-holders might be higher in jurisdictions without mandatory assessment relative to jurisdictions with periodic license assessment, where inactive drivers may more readily either surrender or lose their licenses. The failure to control for possible differences in driving activity across jurisdictions may be disguising possible safety benefits associated with mandatory assessment. The current study compared the crash rates of drivers in Melbourne, Australia, where there is no mandatory assessment and Sydney, Australia, where there is regular mandatory assessment from 80 years of age onward. The crash rate comparisons were based on four exposure measures: per population, per licensed driver, per distance driven, and per time spent driving. Poisson regression analysis incorporating an offset to control for inter-jurisdictional road safety differences indicated that there was no difference in crash risk for older drivers based on population. However drivers aged 80 years and older in the Sydney region had statistically higher rates of casualty crash involvement than their Melbourne counterparts on a per license issued basis (RR: 1.15, 1.02-1.29, p=0.02) and time spent driving basis (RR: 1.19, 1.06-1.34, p=0.03). A similar trend was apparent based on distance travelled but was of borderline statistical significance (RR: 1.11, 0.99-1.25, p=0.07). Collectively, it can be inferred from these findings that mandatory license re-testing schemes of the type evaluated have no demonstrable road safety benefits overall. Further research to resolve this on-going policy debate is discussed and recommended.

The association between graduated driver licensing laws and travel behaviors among adolescents: an analysis of US National Household Travel Surveys.

PubMed

Zhu, Motao; Cummings, Peter; Zhao, Songzhu; Rice, Thomas

2016-07-27

Young novice drivers have crash rates higher than any other age group. To address this problem, graduated driver licensing (GDL) laws have been implemented in the United States to require an extended learner permit phase, and create night time driving or passenger restrictions for adolescent drivers. GDL allows adolescents to gain experience driving under low-risk conditions with the aim of reducing crashes. The restricted driving might increase riding with parents or on buses, which might be safer, or walking or biking, which might be more dangerous. We examined whether GDL increases non-driver travels, and whether it reduces total travels combining drivers and non-drivers. We used data from the US National Household Travel Survey for the years 1995-1996, 2001-2002, and 2008-2009 to estimate the adjusted ratio for the number of trips and trip kilometers made by persons exposed to a GDL law, compared with those not exposed. Adolescents aged 16 years had fewer trips and kilometers as drivers when exposed to a GDL law: ratio 0.84 (95 % confidence interval (CI) 0.71, 1.00) for trips; 0.79 (0.63, 0.98) for kilometers. For adolescents aged 17 years, the trip ratio was 0.94 (0.83, 1.07) and the kilometers ratio 0.80 (0.63, 1.03). There was little association between GDL laws and trips or kilometers traveled by other methods: ratio 1.03 for trips and 1.00 for kilometers for age 16 years, 0.94 for trips and 1.07 for kilometers for age 17. If these associations are causal, GDL laws reduced driving kilometers by about 20 % for 16 and 17 year olds, and reduced the number of driving trips by 16 % among 16 year olds. GDL laws showed little relationship with trips by other methods.

The impact of childhood symptoms of conduct disorder on driver aggression in adulthood.

PubMed

Wickens, Christine M; Vingilis, Evelyn; Mann, Robert E; Erickson, Patricia; Toplak, Maggie E; Kolla, Nathan J; Seeley, Jane; Ialomiteanu, Anca R; Stoduto, Gina; Ilie, Gabriela

2015-05-01

Despite limited empirical investigation, existing scientific literature suggests that individuals with a history or current diagnosis of conduct disorder (CD) may be more likely to demonstrate reckless and aggressive driving. Much of the limited research in this field examines the impact of childhood CD on driver behaviour and collision risk in young adults. Few if any, studies assess the impact of this disorder on driver behaviour beyond age 21 years. The current research is a population-based study of the impact of CD symptoms during childhood on the risk of engaging in driver aggression during adulthood. Data are based on telephone interviews with 5230 respondents who reported having driven in the past year. Data are derived from the 2011-2013 cycles of the CAMH Monitor, an ongoing cross-sectional survey of adults in Ontario, Canada aged 18 years and older. A binary logistic regression analysis of self-reported driver aggression in the previous 12 months was conducted, consisting of measures of demographic characteristics, driving exposure, problem substance use, alcohol- and drug-impaired driving, symptoms of attention deficit hyperactivity disorder, and childhood (before age 15) symptoms of CD. When entered with demographic characteristics, driving exposure, and other potential confounders, childhood symptoms of CD increased the odds of reporting driver aggression more than two-fold (adjusted OR=2.12). Exploratory analyses of the interaction between childhood symptoms of CD and age was not a significant predictor of driver aggression. Results suggest that symptoms of CD during childhood are associated with significantly increased odds of self-reported driver aggression during adulthood. Limitations and future directions of the research are discussed. Copyright © 2015 Elsevier Ltd. All rights reserved.

Effect of Maryland's 2011 Alcohol Sales Tax Increase on Alcohol-Positive Driving.

PubMed

Lavoie, Marie-Claude; Langenberg, Patricia; Villaveces, Andres; Dischinger, Patricia C; Simoni-Wastila, Linda; Hoke, Kathleen; Smith, Gordon S

2017-07-01

The 2011 Maryland alcohol sales tax increase from 6% to 9% provided an opportunity to evaluate the impact on rates of alcohol-positive drivers involved in injury crashes. Maryland police crash reports from 2001 to 2013 were analyzed using an interrupted time series design and a multivariable analysis employing generalized estimating equations models with a negative binomial distribution. Data were analyzed in 2014-2015. There was a significant gradual annual reduction of 6% in the population-based rate of all alcohol-positive drivers (p<0.03), and a 12% reduction for drivers aged 15-20 years (p<0.007), and 21-34 years (p<0.001) following the alcohol sales tax increase. There were no significant changes in rates of alcohol-positive drivers aged 35-54 years (rate ratio, 0.98; 95% CI=0.89, 1.09). Drivers aged ≥55 years had a significant immediate 10% increase in the rate of alcohol-positive drivers (rate ratio, 1.10; 95% CI=1.04, 1.16) and a gradual increase of 4.8% per year after the intervention. Models using different denominators and controlling for multiple factors including a proxy for unmeasured factors found similar results overall. The 2011 Maryland alcohol sales tax increase led to a significant reduction in the rate of all alcohol-positive drivers involved in injury crashes especially among drivers aged 15-34 years. This is the first study to examine the impact of alcohol sales taxes on crashes; previous research focused on excise tax. Increasing alcohol taxes is an important but often neglected intervention to reduce alcohol-impaired driving. Copyright © 2017 American Journal of Preventive Medicine. Published by Elsevier Inc. All rights reserved.

Effect of drivers' age and push button locations on visual time off road, steering wheel deviation and safety perception.

PubMed

Dukic, T; Hanson, L; Falkmer, T

2006-01-15

The study examined the effects of manual control locations on two groups of randomly selected young and old drivers in relation to visual time off road, steering wheel deviation and safety perception. Measures of visual time off road, steering wheel deviations and safety perception were performed with young and old drivers during real traffic. The results showed an effect of both driver's age and button location on the dependent variables. Older drivers spent longer visual time off road when pushing the buttons and had larger steering wheel deviations. Moreover, the greater the eccentricity between the normal line of sight and the button locations, the longer the visual time off road and the larger the steering wheel deviations. No interaction effect between button location and age was found with regard to visual time off road. Button location had an effect on perceived safety: the further away from the normal line of sight the lower the rating.

Association between New Jersey's Graduated Driver Licensing decal provision and crash rates of young drivers with learners' permits.

PubMed

Curry, Allison E; Pfeiffer, Melissa R; Elliott, Michael R; Durbin, Dennis R

2015-12-01

New Jersey (NJ) implemented the first-in-the-US Graduated Driver Licensing (GDL) decal provision in May 2010 for young drivers with learner's permits or intermediate licenses. Previous analyses found an association between the provision and crash reduction among intermediate drivers. The aim of this study is to examine the association between NJ's provision and GDL citation and crash rates among drivers aged <21 years with learner's permits. We estimated monthly per-driver rates from January 2006 through June 2012. Negative binomial modeling compared pre and post decal crash rates adjusted for gender, age, calendar month, and gas price. The monthly GDL citation rate was two per 10,000 drivers in the predecal and postdecal periods. Crashes were rare and rates declined similarly pre and post decal (adjusted rate ratio of postdecal vs predecal slope: 1.04 (0.97 to 1.12)). NJ's GDL decal provision was not associated with a change in citation or crash rates among young NJ drivers with learner's permits. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://www.bmj.com/company/products-services/rights-and-licensing/

Mature Drivers: Traffic Safety Tips

DOT National Transportation Integrated Search

1996-01-01

This fact sheet, NHTSA Facts: Summer 1996, discusses safety tips for drivers aged 70 and older. It notes that mature drivers: rank lower in aggressive actions; tend to make necessary safety adjustments in their driving, based on their own experience;...

Sleepiness/fatigue and distraction/inattention as factors for fatal versus nonfatal commercial motor vehicle driver injuries.

PubMed

Bunn, T L; Slavova, S; Struttmann, T W; Browning, S R

2005-09-01

A retrospective population-based case-control study was conducted to determine whether driver sleepiness/fatigue and inattention/distraction increase the likelihood that a commercial motor vehicle collision (CVC) will be fatal. Cases were identified as CVC drivers who died (fatal) and controls were drivers who survived (nonfatal) an injury collision using the Kentucky Collision Report Analysis for Safer Highways (CRASH) electronic database from 1998-2002. Cases and controls were matched on unit type and roadway type. Conditional logistic regression was performed. Driver sleepiness/fatigue, distraction/inattention, age of 51 years of age and older, and nonuse of safety belts increase the odds that a CVC will be fatal. Primary safety belt law enactment and enforcement for all states, commercial vehicle driver education addressing fatigue and distraction and other approaches including decreased hours-of-service, rest breaks and policy changes, etc. may decrease the probability that a CVC will be fatal.

Toward best practice in Human Machine Interface design for older drivers: A review of current design guidelines.

PubMed

Young, K L; Koppel, S; Charlton, J L

2017-09-01

Older adults are the fastest growing segment of the driving population. While there is a strong emphasis for older people to maintain their mobility, the safety of older drivers is a serious community concern. Frailty and declines in a range of age-related sensory, cognitive, and physical impairments can place older drivers at an increased risk of crash-related injuries and death. A number of studies have indicated that in-vehicle technologies such as Advanced Driver Assistance Systems (ADAS) and In-Vehicle Information Systems (IVIS) may provide assistance to older drivers. However, these technologies will only benefit older drivers if their design is congruent with the complex needs and diverse abilities of this driving cohort. The design of ADAS and IVIS is largely informed by automotive Human Machine Interface (HMI) guidelines. However, it is unclear to what extent the declining sensory, cognitive and physical capabilities of older drivers are addressed in the current guidelines. This paper provides a review of key current design guidelines for IVIS and ADAS with respect to the extent they address age-related changes in functional capacities. The review revealed that most of the HMI guidelines do not address design issues related to older driver impairments. In fact, in many guidelines driver age and sensory cognitive and physical impairments are not mentioned at all and where reference is made, it is typically very broad. Prescriptive advice on how to actually design a system so that it addresses the needs and limitations of older drivers is not provided. In order for older drivers to reap the full benefits that in-vehicle technology can afford, it is critical that further work establish how older driver limitations and capabilities can be supported by the system design process, including their inclusion into HMI design guidelines. Copyright © 2016 Elsevier Ltd. All rights reserved.

Driving Performance among Bioptic Telescope Users with Low Vision Two Years after Obtaining Their Driver's License: A Quasi-Experimental Study

ERIC Educational Resources Information Center

Vincent, Claude; Lachance, Jean-Paul; Deaudelin, Isabelle

2012-01-01

This study sought to compare road safety of new drivers with low vision who have followed a specific pilot bioptic training program with other groups of drivers all matched for age and driving experience. A quasi-experimental design was used two years after drivers obtained their license. Drivers were classified in the experimental group (n = 10,…

Prevalence of and factors associated with distraction among public transit bus drivers

PubMed Central

Griffin, Russell; Huisingh, Carrie; McGwin, Gerald

2015-01-01

Objective Recent research has suggested that driver distraction is a major cause of driving performance impairment and motor vehicle collisions. Research on the topic has focused on passenger vehicles, with studies suggesting that drivers may be distracted nearly 33% of the time spent driving. To date, no study has examined the prevalence of distraction specifically among public transit bus drivers. Methods Over a three-month period, trained investigators observed and recorded distraction behaviors of bus drivers. Distraction prevalence was compared by route characteristics (e.g., geographic area, travel speed) using chi-square test. A general estimating equation logistic regression was used to estimate p-values for distraction prevalence by driver demographics. Results Overall, there was a 39% prevalence of distraction. The most prevalent distractions were due to interactions with another passenger. Distractions were more prevalent among drivers <30 years of age or ≥50 years of age, on city streets or highways (relative to residential streets), and when there were more than 20 passengers. Distractions were the least prevalent in suburban areas, with the highest prevalence observed in city centers and rural areas. Conclusions Driver distraction is a common problem for public transit bus drivers, mainly due to other passengers. Drivers should be educated on the hazards of distracted driving and on ways to avoid distraction. PMID:24433192

Evaluation of minimum drinking age laws using the national electronic injury surveillance system

DOT National Transportation Integrated Search

1982-01-01

The report analyzes driver injury data collected by the National Electronic Injury Surveillance System (NEISS) from October 1978 through December 1980. Nighttime driver injury rates in States with lower legal drinking age (18-19 years old) were compa...

Driver education practices in selected states : traffic tech.

DOT National Transportation Integrated Search

2011-07-01

Teen drivers have the highest crash rate per mile driven of any : age group (Williams, Ferguson, & Wells, 2005). Immaturity and : inexperience are two explanations for why novice teen drivers : have such a high crash risk (Arnett, 1992; Mayhew, Simps...

Traffic Operations Control For Older Drivers And Pedestrians: Summary Report

DOT National Transportation Integrated Search

1996-07-01

The purpose of this investigation was to determine which intersection operational characteristics could be altered to accommodate age-related changes. Two key drivers issues were examined in order to identify the specific older driver problems and th...

Methodology to evaluate teen driver training programs : [brief].

DOT National Transportation Integrated Search

2014-03-01

In the United States, teenage drivers are more at risk of being involved in crashes than : any other age group. Statistics reveal a clear need for improving teenagers driving : skills, judgment and behavior. Driver education programs are a crucial...

Improving safety of teenage and young adult drivers in Kansas.

DOT National Transportation Integrated Search

2013-12-01

Statistics show that young drivers have higher motor vehicle crash rates compared to other age groups. This study investigated : characteristics, contributory causes, and factors which increase injury severity of young driver crashes in Kansas by com...

[Industrial hygiene for subway train operators].

PubMed

Elizarov, B B; Sin'kov, A V

1995-01-01

Subway train drivers work in specific conditions of underground surroundings, face psychoemotional stress due to high intensity of signals analyzed in short time for the decision, prominent responsibility for passengers' lives. The work is also associated with significant levels of noise, minor artificial illumination, air pollution with dust and unfavorable microclimate. By the end of working shift the drivers demonstrate marked changes in blood pressure, prolonged oculomotor reactions, depressed visual function. Morbidity with transitory disablement is high among the drivers, presenting especially cardiovascular and gastrointestinal diseases. Unfavorable changes of ageing process are seen in the drivers over 35, in age group of 40-49 years (with length of service at least 20 years). The complex investigations helped to elaborate hygienic norms for new subway cars, to base rational schedule ot work and rest for the drivers.

Observed child restraint use in automobiles

PubMed Central

Williams, A.

1998-01-01

Visual observations were made on restraint use in occupants of 5050 automobiles containing at least one passenger less than 10 years of age, and short interviews were conducted with the drivers. Ninety three per cent of passengers less than 10 years old were not restrained. Eighty nine per cent of passengers 10 or older and 78% of the drivers were not restrained. Sixteen per cent of child motor vehicle restraint devices observed were not used, and 73% of those in use were not used correctly. Use of such devices declined sharply after age one. Although child passengers were more likely to be restrained if the driver was restrained, more than 75% of the children were not restrained when the driver was, even if the driver was the child's parent. PMID:9666374

Improving the Effectiveness of Countermeasures to Prevent Motor Vehicle Crashes among Young Drivers

ERIC Educational Resources Information Center

Simons-Morton, Bruce G.; Hartos, Jessica L.

2003-01-01

Motor vehicle crashes (MVCs) are the leading cause of injury and death among adolescents 16 to 19 years of age. Three areas of countermeasures for decreasing young driver risk are driver education, licensing policies, and parental management. Driver education is an essential part of teaching adolescents the rules of the road and operating a…

The Impact of Drivers' Race, Gender, and Age during Traffic Stops: Assessing Interaction Terms and the Social Conditioning Model

ERIC Educational Resources Information Center

Tillyer, Rob; Engel, Robin S.

2013-01-01

Recent research has demonstrated that minority drivers receive disparate traffic stop outcomes compared with similarly situated White drivers. This research, however, is often not grounded within a theoretical framework and fails to examine specific combinations of driver demographics. This study addresses those shortcomings by examining research…

Behind the Wheel: Predictors of Driving Exposure in Older Drivers.

PubMed

Coxon, Kristy; Chevalier, Anna; Lo, Serigne; Ivers, Rebecca; Brown, Julie; Keay, Lisa

2015-06-01

To explore and deepen understanding of factors influencing driving exposure for older drivers. Cross-sectional. Baseline data on function and driving exposure from 1 week of driving were evaluated. A convenience sample of 380 drivers aged 75 and older, residing in northwest Sydney, was recruited. Participants were required to be the primary drivers of their own vehicle. Driver function was evaluated using the DriveSafe and DriveAware clinic-based assessments to measure visual attention to the driving environment and awareness of driving ability. Demographic information was obtained through interview. An in-vehicle monitoring device with data logger and GPS receiver, was used to measure driving exposure in 362 of 380 participants' vehicles. Driving exposure outcomes were total distance driven, furthest distance traveled from home, and average trip length. Factors influencing these exposure outcomes were analyzed using generalized linear regression. Drivers typically drove 100 km in local and surrounding areas during the week. Function was predictive of all driving exposure outcomes. Drivers with lower levels of function drove fewer kilometers and took shorter trips closer to home. Age, health status, and personal circumstance (e.g., rural residence) also influenced exposure, but sex did not. Using objective measures, this study provides evidence that function, age, health status, and personal circumstance influence driving exposure of older drivers. Understanding how older people use driving to preserve their independence is important for exploring safe driving strategies for older people. © 2015, Copyright the Authors Journal compilation © 2015, The American Geriatrics Society.

Visually Impaired Drivers Who Use Bioptic Telescopes: Self-Assessed Driving Skills and Agreement With On-Road Driving Evaluation

PubMed Central

Owsley, Cynthia; McGwin, Gerald; Elgin, Jennifer; Wood, Joanne M.

2014-01-01

Purpose. To compare self-assessed driving habits and skills of licensed drivers with central visual loss who use bioptic telescopes to those of age-matched normally sighted drivers, and to examine the association between bioptic drivers' impressions of the quality of their driving and ratings by a “backseat” evaluator. Methods. Participants were licensed bioptic drivers (n = 23) and age-matched normally sighted drivers (n = 23). A questionnaire was administered addressing driving difficulty, space, quality, exposure, and, for bioptic drivers, whether the telescope was helpful in on-road situations. Visual acuity and contrast sensitivity were assessed. Information on ocular diagnosis, telescope characteristics, and bioptic driving experience was collected from the medical record or in interview. On-road driving performance in regular traffic conditions was rated independently by two evaluators. Results. Like normally sighted drivers, bioptic drivers reported no or little difficulty in many driving situations (e.g., left turns, rush hour), but reported more difficulty under poor visibility conditions and in unfamiliar areas (P < 0.05). Driving exposure was reduced in bioptic drivers (driving 250 miles per week on average vs. 410 miles per week for normally sighted drivers, P = 0.02), but driving space was similar to that of normally sighted drivers (P = 0.29). All but one bioptic driver used the telescope in at least one driving task, and 56% used the telescope in three or more tasks. Bioptic drivers' judgments about the quality of their driving were very similar to backseat evaluators' ratings. Conclusions. Bioptic drivers show insight into the overall quality of their driving and areas in which they experience driving difficulty. They report using the bioptic telescope while driving, contrary to previous claims that it is primarily used to pass the vision screening test at licensure. PMID:24370830

Graduated driver licensing programs and fatal crashes of 16-year-old drivers: a national evaluation.

PubMed

Chen, Li-Hui; Baker, Susan P; Li, Guohua

2006-07-01

Implementation of graduated driver licensing programs is associated with reductions in crash rates of young drivers, but graduated driver licensing programs vary in their components. The impact of programs with different components is unknown. The purpose of this work was to determine which graduated driver licensing programs are associated with the greatest reductions in fatal motor vehicle crashes involving 16-year-old drivers. We conducted a retrospective study of all 16-year-old drivers involved in fatal crashes in the United States from 1994 through 2004 using data from the Fatality Analysis Reporting System and the US Census Bureau. We measured incidence rate ratios of fatal motor vehicle crashes involving 16-year-old drivers according to graduated driver licensing programs, adjusted for state and year. Compared with state quarters with no graduated driver licensing program components, reductions of 16% to 21% in fatal crash involvement rates of 16-year-old drivers occurred with programs that included > or = 3-month mandatory waiting period, nighttime driving restriction, and either > or = 30 hours of supervised driving or passenger restriction. Reductions of 18% to 21% occurred in state quarters with programs that included > or = 5 of the 7 components examined. Drivers aged 20 to 24 or 25 to 29 years did not experience significant reductions. Comprehensive graduated driver licensing programs are associated with reductions of approximately 20% in 16-year-old drivers' fatal crash involvement rates. The greatest benefit seems to be associated with programs that include age requirements and > or = 3 months of waiting before the intermediate stage, nighttime driving restriction, and either > or = 30 hours of supervised driving or passenger restriction.

Visually impaired drivers who use bioptic telescopes: self-assessed driving skills and agreement with on-road driving evaluation.

PubMed

Owsley, Cynthia; McGwin, Gerald; Elgin, Jennifer; Wood, Joanne M

2014-01-15

To compare self-assessed driving habits and skills of licensed drivers with central visual loss who use bioptic telescopes to those of age-matched normally sighted drivers, and to examine the association between bioptic drivers' impressions of the quality of their driving and ratings by a "backseat" evaluator. Participants were licensed bioptic drivers (n = 23) and age-matched normally sighted drivers (n = 23). A questionnaire was administered addressing driving difficulty, space, quality, exposure, and, for bioptic drivers, whether the telescope was helpful in on-road situations. Visual acuity and contrast sensitivity were assessed. Information on ocular diagnosis, telescope characteristics, and bioptic driving experience was collected from the medical record or in interview. On-road driving performance in regular traffic conditions was rated independently by two evaluators. Like normally sighted drivers, bioptic drivers reported no or little difficulty in many driving situations (e.g., left turns, rush hour), but reported more difficulty under poor visibility conditions and in unfamiliar areas (P < 0.05). Driving exposure was reduced in bioptic drivers (driving 250 miles per week on average vs. 410 miles per week for normally sighted drivers, P = 0.02), but driving space was similar to that of normally sighted drivers (P = 0.29). All but one bioptic driver used the telescope in at least one driving task, and 56% used the telescope in three or more tasks. Bioptic drivers' judgments about the quality of their driving were very similar to backseat evaluators' ratings. Bioptic drivers show insight into the overall quality of their driving and areas in which they experience driving difficulty. They report using the bioptic telescope while driving, contrary to previous claims that it is primarily used to pass the vision screening test at licensure.

The effects of age, spatial ability, and navigational information on navigational performance

DOT National Transportation Integrated Search

1995-12-01

The purpose of the study reported here was to examine whether age and spatial ability are factors that influence a driver?s ability to navigate and to use navigational displays. These factors were examined because previous research suggests that spat...

Improving safety of teenage and young adult drivers in Kansas : [technical summary].

DOT National Transportation Integrated Search

2013-12-01

Statistics show that young drivers have higher motor vehicle crash rates compared to other age groups. This study investigated characteristics, contributory causes, and factors which increase injury severity of young driver crashes in Kansas by compa...

Prevalence of alcohol and drugs among car and van drivers killed in road accidents in Norway: an overview from 2001 to 2010.

PubMed

Christophersen, Asbjørg S; Gjerde, Hallvard

2014-01-01

To examine the prevalence of alcohol and drugs in blood samples collected from car and van drivers killed in traffic accidents in Norway during the time period from 2001 to 2010. Blood samples (n = 676, 63% of all killed drivers) were analyzed for alcohol, psychoactive medications, and illicit drugs. The cutoff limits for positive results were set according to the new legislative limits under the Norwegian Road Traffic Act. The results were assessed in relation to sex and age, time of day and day of week, and single- versus multiple-vehicle and all investigated vehicle accidents. Alcohol or one or more drugs was detected in samples from 40.2 percent of all investigated drivers, with 28.7 percent showing blood concentrations of at least 5 times the legislative limits. For the investigated female drivers, the total prevalence was 24.0 percent. Among the single-vehicle accidents, alcohol or drugs was found in 63.8 percent of the cases, with 49.1 percent showing blood concentrations of at least 5 times the legislative limits. Alcohol was detected in 25.3 and 49.1 percent of samples from all investigated drivers and among drivers killed in single-vehicle accidents, respectively. Psychoactive medications were found in 14.4 and 17.7 percent and illicit drugs in 14.1 and 19.2 percent, respectively. The most commonly detected group of medications was benzodiazepines, and amphetamines and tetrahydrocannabinol were the most commonly detected illicit drugs. The prevalence of alcohol alone was highest among drivers under the age of 25, and the combination of alcohol with other drugs was highest among drivers under the age of 35. Drivers between the ages of 25 and 54 showed the highest prevalence of medications and/or illicit drugs without the presence of alcohol. The highest prevalence of alcohol or drugs was found among drivers killed in single-vehicle accidents on weeknights (83.8%) and on weekend nights (89.3%). The findings confirm that a large number of fatally injured drivers, in particular among drivers involved in single-vehicle accidents, had concentrations of alcohol or drugs above the new legislative limits introduced in 2012. In many cases, concentrations of at least 5 times the limits were found. The proportion of drivers killed who tested positive for alcohol or other drugs did not change during the study period; however, the total number of drivers killed per year decreased by about 20 percent. Some changes were also observed with regard to the types of benzodiazepines and amphetamines detected during the 10-year period.

Long-term effects of lowering the alcohol minimum purchasing age on traffic crash injury rates in New Zealand.

PubMed

Kypri, Kypros; Davie, Gabrielle; McElduff, Patrick; Langley, John; Connor, Jennie

2017-03-01

In December 1999, New Zealand lowered the alcohol minimum purchasing age from 20 to 18 years. We tested hypotheses that this change was associated with long-term increases in traffic injury attributable to alcohol-impaired driving among 18- to 19-year-olds (target age group) and 15- to 17-year-olds (affected by 'trickle-down'). We undertook a controlled before-and-after comparison of rates of fatal and non-fatal traffic injury to persons of any age attributable to impaired drivers aged 18-19 years and 15-17 years, versus 20- to 21-year-olds. Crash data including assessment of driver alcohol impairment were recorded by New Zealand Police. The pre-change period was 1996-1999. Post-change periods were 2000-2003, 2004-2007 and 2008-2010. Outcomes were population-based and vehicle travel-based rates. Compared with the change in injury rates attributable to alcohol-impaired 20- to 21-year-old male drivers, injuries attributable to 18- to 19-year-old male drivers increased in all post-change periods and significantly so in the second post-change period (incidence rate ratio [IRR] 1.3, 95% confidence interval [CI] 1.1 to 1.5). For 15- to 17-year-old male drivers, rates increased in all post-change periods compared with 20- to 21-year-olds, and more so in the second (IRR 1.2, 95% CI 1.1 to 1.4) and third (IRR 1.2, 95% CI 1.1 to 1.4) periods. There was a short-term relative increase in harm attributable to 18- to 19-year-old female drivers (IRR 1.5; 1.1 to 2.0). Results were similar for vehicle travel-based rates. Reducing the alcohol minimum purchasing age was followed by long-term increases in the incidence of traffic injury attributable to male 15- to 19-year-old alcohol-impaired drivers. [Kypri K, Davie G, McElduff P, Langley J, Connor J. Long-term effects of lowering the alcohol minimum purchasing age on traffic crash injury rates in New Zealand. Drug Alcohol Rev 2017;36:178-185]. © 2016 Australasian Professional Society on Alcohol and other Drugs.

Fatal Traffic Crashes Involving Drinking Drivers: What have we Learned?

PubMed Central

Fell, James C.; Tippetts, A. Scott; Voas, Robert B.

2009-01-01

Alcohol involvement in fatal crashes (any driver with a blood alcohol concentration [BAC] = .01g/dL or greater) in 2007 was more than three times higher at night (6 p.m.–6 a.m.) than during the day (6 a.m.–6 p.m.) (62% versus 19%). Alcohol involvement was 35% during weekdays compared to 54% on weekends. Nearly one in four drivers (23%) of personal vehicles (e.g., passenger cars or light trucks) and more than one in four motorcyclists (27%) in fatal crashes were intoxicated (i.e., had a BAC equal to or greater than the .08 g/dL illegal limit in the United States). In contrast, only 1% of the commercial drivers of heavy trucks had BACs equal to .08 g/dL or higher. More than a quarter (26%) of the drivers with high BACs (≥.15 g/dL) did not have valid licenses. The 21- to 24-age group had the highest proportion (35%) of drivers with BACs≥.08 g/dL, followed by the 25- to 34-age group (29%). The oldest and the youngest drivers had the lowest percentages of BACs≥ .08 g/dL: those aged 75 or older were at 4%, and those aged 16 to 20 were at 17%. Utah had the lowest rate of intoxicated drivers in fatal crashes at one in every eight drivers (12%), followed by Kentucky, Indiana, Iowa, New Hampshire, and Kansas, all at 17%. Montana (31%), South Carolina (31%), and North Dakota (39%) all had more than 3 in 10 drivers in fatal crashes who were intoxicated in 2007. The United States enjoyed a remarkable downward trend in alcohol-related crashes between 1982 and 1995, which has since leveled off. That trend coincided with a period during which per capita national alcohol consumption declined, the number of young drivers decreased, and the proportion of female drivers increased. Those factors alone, however, did not appear to account for the overall reduction. This provides further evidence that impaired-driving laws and safety program activity may have been responsible for at least some of the decline. However, there was a general worldwide decline in alcohol-related crashes during the same period, and other socioeconomic factors may have played a role. Proven effective strategies that could reduce impaired driving further in the United States include more frequent highly publicized enforcement efforts, such as sobriety checkpoints; lowering the illegal BAC limit for driving to .05g/dL; and mandating alcohol ignition interlocks for all convicted impaired drivers. PMID:20184833

A roadside study of observable driver distractions.

PubMed

Sullman, Mark J M; Prat, Francesc; Tasci, Duygu Kuzu

2015-01-01

This study investigated the prevalence of observable distractions while driving and the effect of drivers' characteristics and time-related variables on their prevalence. Using roadside observation, 2 independent observers collected data at 4 randomly selected locations in St. Albans, UK. Of the 10,984 drivers observed, 16.8% were engaged in a secondary task, with talking to passengers being the most common distraction (8.8%), followed by smoking (1.9%) and talking on a hands-free mobile phone (1.7%). An additional 1.0% were observed talking on a handheld phone, and the rest of the distractions (e.g., texting, drinking) were recorded in less than 1% of the drivers observed. Gender-related differences were found for a number of different distractions (i.e., talking to passengers, drinking, and handheld mobile phone conversations), but age emerged as a significant predictor for most secondary tasks, including talking to passengers, smoking, hands-free mobile phone use, handheld mobile phone use, texting/keying numbers, drinking, and engagement in any type of distraction (all distractions combined). The overall pattern for age was that middle-aged and older drivers were less likely to be distracted than younger drivers. This work provides further evidence of the relatively high rate of distracted driving in the UK. The findings clearly indicate that younger drivers are more likely to drive distracted, which probably contributes to their higher crash rates.

Peer influence on speeding behaviour among male drivers aged 18 and 28.

PubMed

Møller, Mette; Haustein, Sonja

2014-03-01

Despite extensive research, preventive efforts and general improvements in road safety levels, the accident risk of young male drivers remains increased. Based on a standardized survey of a random sample of 2018 male drivers at the age of 18 and 28, this study looked into attitudes and behaviours related to traffic violations of male drivers. More specifically, the role of peer influence on speeding was examined in both age groups. In regression analyses it could be shown that the descriptive subjective norm, i.e., the perception of friends' speeding, was the most important predictor of speeding in both age groups. Other significant factors were: negative attitude towards speed limits, injunctive subjective norm, and the perceived risk of having an accident when speeding. In the older age group it was more common to drive faster than allowed and their speeding was largely in line with the perceived level of their friends' speeding. In the younger age group a higher discrepancy between own and friends' speeding was found indicating that young male drivers are socialized into increased speeding behaviour based on peer pressure. By contrast for the 28-year-olds peer pressure mainly seems to maintain or justify individual speeding behaviour. It is suggested that preventive measures should take these different influences of peer pressure into account by using a peer-based approach for the 18-year-olds and a more individual approach for the 28-year-olds. Copyright © 2013 Elsevier Ltd. All rights reserved.

Do Restricted Driver's Licenses Lower Crash Risk among Older Drivers? A Survival Analysis of Insurance Data from British Columbia

ERIC Educational Resources Information Center

Nasvadi, Glenyth Caragata; Wister, Andrew

2009-01-01

Purpose: Faced with an aging driving population, interest is increasing in the use of restricted licenses or "graduated delicensing" for older drivers to allow them to safely retain a driver's license. The primary purpose of this study was to determine whether restricted licenses are successful at mitigating number of crashes per year…

Self-assessed driving behaviors associated with age among middle-aged and older adults in Japan.

PubMed

Arai, Asuna; Arai, Yumiko

2015-01-01

With the increasing number of older drivers, road traffic safety is an urgent public health issue. It is not easy for older drivers or their relatives to detect early signs of dangerous driving behaviors. We examine the types of driving behavior that increase in frequency with age. We surveyed people aged 40 and over among the general public in Japan using a self-administered questionnaire on sociodemographic factors, driving status, frequency of driving, 12-items on physical symptoms possibly related to driving performance, and 28-items on driving behaviors. Multiple logistic regression models were used to estimate the odds ratios (OR) of occurrence of each of the 28 driving behaviors for a 5-year increase in age. Significant associations with a 5-year increase in age after adjusting for confounding factors were found for the following directly unsafe driving behaviors: (1) little or no sign of attempts to avoid dangerous situations (OR for a 5-year increase in age=1.38, 95% CI: 1.18-1.63); (2) lack of attention to other people and cars (1.33, 1.12-1.60); (3) improper maneuvering around curves (1.33, 1.09-1.65); and (4) improper or no turn signals (1.33, 1.06-1.69). Information about these driving behaviors should be given to drivers and their stakeholders and used to caution participants when implementing educational programs for older drivers. Self-assessment of driving ability in older drivers provides useful information to raise awareness of their driving performance. Copyright © 2014 Elsevier Ireland Ltd. All rights reserved.

The impact of later trading hours for hotels (public houses) on breath alcohol levels of apprehended impaired drivers.

PubMed

Chikritzhs, Tanya; Stockwell, Tim

2007-10-01

To examine the impact of extended trading permits (ETPs) for licensed hotels in Perth, Western Australia on impaired driver breath alcohol levels (BALs) between July 1993 and June 1997. Forty-three hotels obtained ETPs allowing later closing hours and 130 maintained standard closing time (controls). Impaired driver BALs were linked to 'last place of drinking' hotels. Before and after period BALs of drivers who last drank at ETP or non-ETP hotels were compared by time of day of apprehension and sex, controlling for age. Impaired female drivers apprehended between 10.01 p.m. and 12 midnight (before closing time) had significantly lower BALs after drinking at ETP hotels. Male drivers aged 18-25 years and apprehended between 12.01 and 2.00 a.m. after drinking at ETP hotels had significantly higher BALs than drivers who drank at non-ETP hotels. At peak times for alcohol-related offences, late trading is associated with higher BALs among those drinkers most at risk of alcohol-related harm.

Driver seat belt use indicates decreased risk for child passengers in a motor vehicle crash.

PubMed

Olsen, Cody S; Cook, Lawrence J; Keenan, Heather T; Olson, Lenora M

2010-03-01

We examined the association between driver restraint use and child emergency department (ED) evaluation following a motor vehicle crash (MVC). This cohort study included child passengers aged 0-12 years riding with an adult driver aged 21 years or older involved in a MVC in Utah from 1999 to 2004. The 6 years of Utah MVC records were probabilistically linked to statewide Utah ED records. We estimated the relative risk of ED evaluation following a MVC for children riding with restrained versus unrestrained drivers. Generalized estimating equations were used to calculate relative risks adjusted for child, driver, and crash characteristics. Six percent (6%) of children riding with restrained adult drivers were evaluated in the ED compared to twenty-two percent (22%) of children riding with unrestrained adult drivers following a MVC (relative risk 0.29, 95% confidence interval 0.26-0.32). After adjusting for child, vehicle, and crash characteristics, the relative risk of child ED evaluation associated with driver restraint remained significant (relative risk 0.82, 95% confidence interval 0.72-0.94). Driver restraint use was associated with child restraint use, less alcohol/drug involvement, and lower relative risk of severe collision types (head-on, rollover). Driver seat belt use is associated with decreased risk of ED evaluation for child passengers in the event of a MVC. Copyright 2009 Elsevier Ltd. All rights reserved.

The influence of sensitivity to reward and punishment, propensity for sensation seeking, depression, and anxiety on the risky behaviour of novice drivers: a path model.

PubMed

Scott-Parker, Bridie; Watson, Barry; King, Mark J; Hyde, Melissa K

2012-05-01

Young novice drivers are significantly more likely to be killed or injured in car crashes than older, experienced drivers. Graduated driver licensing (GDL), which allows the novice to gain driving experience under less-risky circumstances, has resulted in reduced crash incidence; however, the driver's psychological traits are ignored. This paper explores the relationships between gender, age, anxiety, depression, sensitivity to reward and punishment, sensation-seeking propensity, and risky driving. Participants were 761 young drivers aged 17-24 (M=19.00, SD=1.56) with a Provisional (intermediate) driver's licence who completed an online survey comprising socio-demographic questions, the Impulsive Sensation Seeking Scale, Kessler's Psychological Distress Scale, the Sensitivity to Punishment and Sensitivity to Reward Questionnaire, and the Behaviour of Young Novice Drivers Scale. Path analysis revealed depression, reward sensitivity, and sensation-seeking propensity predicted the self-reported risky behaviour of the young novice drivers. Gender was a moderator; and the anxiety level of female drivers also influenced their risky driving. Interventions do not directly consider the role of rewards and sensation seeking, or the young person's mental health. An approach that does take these variables into account may contribute to improved road safety outcomes for both young and older road users. ©2011 The British Psychological Society.

Is the useful field of view a good predictor of at-fault crash risk in elderly Japanese drivers?

PubMed

Sakai, Hiroyuki; Uchiyama, Yuji; Takahara, Miwa; Doi, Shun'ichi; Kubota, Fumiko; Yoshimura, Takayoshi; Tachibana, Atsumichi; Kurahashi, Tetsuo

2015-05-01

Although age-related decline in the useful field of view (UFOV) is well recognized as a risk factor for at-fault crash involvement in elderly drivers, there is still room to study its applicability to elderly Japanese drivers. In the current study, we thus examined the relationship between UFOV and at-fault crash history in an elderly Japanese population. We also explored whether potential factors that create awareness of reduced driving fitness could be a trigger for the self-regulation of driving in elderly drivers. We measured UFOV and at-fault crash history from 151 community-dwelling Japanese aged 60 years or older, and compared UFOV of at-fault crash-free and crash-involved drivers. We also measured self-evaluated driving style using a questionnaire. UFOV in crash-involved drivers was significantly lower than that in crash-free drivers. No significant difference was found in self-evaluated driving style between crash-free and crash-involved drivers. In addition, there was no significant association between UFOV and self-evaluated driving style. The present study showed that UFOV is a good predictor of at-fault crash risk in elderly Japanese drivers. Furthermore, our data imply that it might be difficult for elderly drivers to adopt appropriate driving strategies commensurate with their current driving competence. © 2014 Japan Geriatrics Society.

Older driver failures of attention at intersections: using change blindness methods to assess turn decision accuracy.

PubMed

Caird, Jeff K; Edwards, Christopher J; Creaser, Janet I; Horrey, William J

2005-01-01

A modified version of the flicker technique to induce change blindness was used to examine the effects of time constraints on decision-making accuracy at intersections on a total of 62 young (18-25 years), middle-aged (26-64 years), young-old (65-73 years), and old-old (74+ years) drivers. Thirty-six intersection photographs were manipulated so that one object (i.e., pedestrian, vehicle, sign, or traffic control device) in the scene would change when the images were alternated for either 5 or 8 s using the modified flicker method. Young and middle-aged drivers made significantly more correct decisions than did young-old and old-old drivers. Logistic regression analysis of the data indicated that age and/or time were significant predictors of decision performance in 14 of the 36 intersections. Actual or potential applications of this research include driving assessment and crash investigation.

Assessing the driving performance of older adult drivers: on-road versus simulated driving.

PubMed

Lee, Hoe C; Cameron, Don; Lee, Andy H

2003-09-01

To validate a laboratory-based driving simulator in measuring on-road driving performance, 129 older adult drivers were assessed with both the simulator and an on-road test. The driving performance of the participants was gauged by appropriate and reliable age-specific assessment criteria, which were found to be negatively correlated with age. Using principal component analysis, two performance indices were developed from the criteria to represent the overall performance in simulated driving and the on-road assessment. There was significant positive association between the two indices, with the simulated driving performance index explaining over two-thirds of the variability of the on-road driving performance index, after adjustment for age and gender of the drivers. The results supported the validity of the driving simulator and it is a safer and more economical method than the on-road testing to assess the driving performance of older adult drivers.

Age vs. experience : evaluation of a video feedback intervention for newly licensed teen drivers.

DOT National Transportation Integrated Search

2013-02-06

This project examines the effects of age, experience, and video-based feedback on the rate and type of safety-relevant events captured on video event : recorders in the vehicles of three groups of newly licensed young drivers: : 1. 14.5- to 15.5-year...

Identification of countermeasures for the youth crash problem related to alcohol

DOT National Transportation Integrated Search

1975-01-01

Face-to-face interviews were conducted with male New York State drivers. These groups, each containing young (16-24 years) and middle aged (35-49 years) drivers were sampled as follows: 1) random sample of the general population of licensed drivers (...

Evaluation of four steering wheels to determine driver hand placement in a static environment.

PubMed

Mossey, Mary E; Xi, Yubin; McConomy, Shayne K; Brooks, Johnell O; Rosopa, Patrick J; Venhovens, Paul J

2014-07-01

While much research exists on occupant packaging both proprietary and in the literature, more detailed research regarding user preferences for subjective ratings of steering wheel designs is sparse in published literature. This study aimed to explore the driver interactions with production steering wheels in four vehicles by using anthropometric data, driver hand placement, and driver grip design preferences for Generation-Y and Baby Boomers. In this study, participants selected their preferred grip diameter, responded to a series of questions about the steering wheel grip as they sat in four vehicles, and rank ordered their preferred grip design. Thirty-two male participants (16 Baby Boomers between ages 47 and 65 and 16 Generation-Y between ages 18 and 29) participated in the study. Drivers demonstrated different gripping behavior between vehicles and between groups. Recommendations for future work in steering wheel grip design and naturalistic driver hand positioning are discussed. Copyright © 2014. Published by Elsevier Ltd.

Aging baby boomers--a blessing or challenge for driver licensing authorities.

PubMed

Dobbs, Bonnie M

2008-08-01

In less than 5 years, the first wave of baby boomers will begin turning 65, with the last wave of boomers entering their senior years in January 2029. Currently, boomers make up a significant percentage of the population in Canada, the United States, and other developed countries. The baby boom generation has had a profound impact on our society over the last six decades, and this large cohort will continue to exert its influence for several decades to come. Central to this article is the rapid growth in the number of persons 65 years of age and older, beginning in 2011, with a corresponding increase in the number of older drivers. The demographic shift has important implications for licensing authorities, the regulatory bodies charged with licensing and 'fitness to drive' decisions. The objectives of this paper are to summarize the published scientific literature on licensing policies and procedures currently in use for older drivers, discuss their limitations, and provide recommendations for meeting the upcoming challenges of an aging baby boomer population of drivers. Online searches were conducted using the following databases: PsycINFO, MEDLINE, Scopus, and TRIS. Google and Google Scholar also were searched for scientific articles. References identified from database and online searches were examined for relevant articles. A number of studies have investigated the utility of different licensing policies and procedures for identifying older drivers who may be at risk for impaired driving performance. Overall, results suggest that current policies and procedures are ineffective in identifying high-risk older drivers. The results also emphasize the need for a different approach for the identification of high risk older drivers by licensing agencies. Recommendations to assist with that goal are provided. The aging of the baby boomer population, combined with the projected high crash rates for this cohort of drivers as it moves through the senior years, underscores the need for cost-effective, accurate, and efficient methods for identifying and assessing the subgroup of older drivers whose driving has declined to an unsafe level. That subgroup consists of individuals with medical conditions (and treatments) affecting driving performance. The demographic shift has been a blessing for licensing authorities in that it has created awareness of the need for a reexamination of licensing policies and procedures designed to identify those older drivers who may no longer be safe to drive. If that awareness becomes translated into effective policies and procedures that appropriately target the medically at-risk/impaired older driver rather than the older driver per se, the result will be an increase in the safety and mobility of the older driving population and increased public safety overall. However, a continued focus on older drivers rather than medically at-risk drivers will result in a costly, ineffective, and overburdened system.

Visual acuity of commercial motor drivers in Ogun State of Nigeria.

PubMed

Onabolu, O O; Bodunde, O T; Otulana, T O; Ajibode, H A; Awodein, O G; Onadipe, O J; Jagun, O A

2012-12-01

To objectively assess the visual acuity of commercial motor drivers (CMD) in 3 Local Government Areas (LGA) of Ogun State of Nigeria in order to determine their eligibility to drive. The visual acuities of CMDs in 3 LGAS of Ogun state in Nigeria (selected using a multistage sampling technique) were tested with Snellens acuity charts and the eyes examined with bright pen torches and ophthamoscopes. Visual acuity 6/12 or better in the worse eye was taken as adequate to obtain a driving license. The drivers with worse visual acuities were further examined to find the cause of decreased vision. The visual acuities of 524 drivers were determined and analyzed. Their ages ranged from 19-66 years with a mean of 46.8 ±7.2 years. Two hundred and twenty (41.9%) of the drivers were between 40 and 49 years old. Four hundred and four (77.1%) did not have any form of eye test prior to this study. Four hundred and sixty three drivers (88.4%) were eligible to drive while 61 drivers (11.6%) were not eligible. Decreased visual acuity was caused by refractive error in 22(36.1%), cataract in 19(31.2%), glaucoma in 12(19.7%), corneal scar in 5(8.2%) and posterior segment lesions in 3(4.9%). Objective assessment of vision should be an essential component of licensure. Middle aged and elderly drivers are prone to age related ocular diseases and require reassessment of visual status every 3 years when licenses are renewed.

A cross "ethnical" comparison of the Driver Behaviour Questionnaire (DBQ) in an economically fast developing country.

PubMed

Bener, Abdulbari; Verjee, Mohamud; Dafeeah, Elnour E; Yousafzai, Mohammad T; Mari, Sundus; Hassib, Ahmed; Al-Khatib, Hamza; Choi, Min Kyung; Nema, Noor; Ozkan, Türker; Lajunen, Timo

2013-05-12

The aim of this study was to compare the driving behaviours of four ethnic groups and to investigate the relationship between violations, errors and lapses of DBQ and accident involvement in Qatar. The Driver Behaviour Questionnaire (DBQ) was used to measure the aberrant driving behaviours leading to accidents. Of 2400 drivers approached, 1824 drivers agreed to participate (76%) and completed the driver behaviour questionnaire and background information. The study revealed that the majority of the Qatari (35.9%) and Jordanian drivers (37.5%) were below 30 years of age, whereas Filipino (42.3%) and Indian subcontinent (34.1%) drivers were in the age group of 30-39 years. Qatari drivers (52%) were involved in most accidents, followed by Jordanians (48.3%). The most common type of collision was a head on collision, which was similar in all four ethnic groups. The Qatari drivers scored higher on almost all items of violations, errors and lapses compared to other ethnic groups, while Filipino drivers were lower on all the items. The most common violation was the same in all four ethnic groups "Disregard the speed limits on a motorway". The most common error item observed was "Queing to turn right/left on to a main road". "Forget where you left your car" and "Hit something when reversing" were the two lapses identified in factor analysis. The present study identified that Qatari drivers scored higher on most of the items of violations, errors and lapses of DBQ compared to other countries, whereas Filipino drivers scored lower in DBQ items.

The effects of cognitively demanding dual-task driving condition on elderly people's driving performance; Real driving monitoring.

PubMed

Ebnali, Mahdi; Ahmadnezhad, Pedram; Shateri, Alireza; Mazloumi, Adel; Ebnali Heidari, Majid; Nazeri, Ahmad Reza

2016-09-01

Using in-vehicle audio technologies such as audio systems and voice messages is regarded as a common secondary task. Such tasks, known as the sources of non-visual distraction, affect the driving performance. Given the elderly drivers' cognitive limitations, driving can be even more challenging to drivers. The current study examined how listening to economic news, as a cognitively demanding secondary task, affects elderly subjects' driving performance and whether their comprehension accuracy is associated with these effects. Participants of the study (N=22) drove in a real condition with and without listening to economic news. Measurements included driving performance (speed control, forward crash risk, and lateral lane position) and task performance (comprehension accuracy). The mean driving speed, duration of driving in unsafe zones and numbers of overtaking decreased significantly when drivers were engaged in the dual-task condition. Moreover, the cognitive secondary task led to a higher speed variability. Our results demonstrate that there was not a significant relationship between the lane changes and the activity of listening to economic news. However, a meaningful difference was observed between general comprehension and deep comprehension on the one hand and driving performance on the other. Another aspect of our study concerning the drivers' ages and their comprehension revealed a significant relationship between age above 75 and comprehension level. Drivers aging 75 and older showed a lower level of deep comprehension. Our study demonstrates that elderly drivers compensated driving performance with safety margin adoption while they were cognitively engaged. In this condition, however, maintaining speed proved more demanding for drivers aging 75 and older. Copyright © 2016 Elsevier Ltd. All rights reserved.

Examining the influence of aggressive driving behavior on driver injury severity in traffic crashes.

PubMed

Paleti, Rajesh; Eluru, Naveen; Bhat, Chandra R

2010-11-01

In this paper, we capture the moderating effect of aggressive driving behavior while assessing the influence of a comprehensive set of variables on injury severity. In doing so, we are able to account for the indirect effects of variables on injury severity through their influence on aggressive driving behavior, as well as the direct effect of variables on injury severity. The methodology used in the paper to accommodate the moderating effect of aggressive driving behavior takes the form of two models--one for aggressive driving and another for injury severity. These are appropriately linked to obtain the indirect and direct effects of variables. The data for estimation is obtained from the National Motor Vehicle Crash Causation Study (NMVCCS). From an empirical standpoint, we consider a fine age categorization until 20 years of age when examining age effects on aggressive driving behavior and injury severity. There are several important results from the empirical analysis undertaken in the current paper based on post-crash data collection on aggressive behavior participation just prior to the crash and injury severity sustained in a crash. Young drivers (especially novice drivers between 16 and 17 years of age), drivers who are not wearing seat belt, under the influence of alcohol, not having a valid license, and driving a pick-up are found to be most likely to behave aggressively. Situational, vehicle, and roadway factors such as young drivers traveling with young passengers, young drivers driving an SUV or a pick-up truck, driving during the morning rush hour, and driving on roads with high speed limits are also found to trigger aggressive driving behavior. In terms of vehicle occupants, the safest situation from a driver injury standpoint is when there are two or more passengers in the vehicle, at least one of whom is above the age of 20 years. These and many other results are discussed, along with implications of the result for graduated driving licensing (GDL) programs. 2010 Elsevier Ltd. All rights reserved.

Prevalence of psychoactive substances, alcohol and illicit drugs, in Spanish drivers: A roadside study in 2015.

PubMed

Domingo-Salvany, Antonia; Herrero, M Jesús; Fernandez, Beatriz; Perez, Julio; Del Real, Pilar; González-Luque, Juan Carlos; de la Torre, Rafael

2017-09-01

A survey was conducted during 2015 to monitor psychoactive substance use in a sample of drivers in Spanish roads and cities. Traffic police officers recruited drivers at sites carefully chosen to achieve representativeness of the driver population. A brief questionnaire included the date, time, and personal and driving patterns data. Alcohol use was ascertained through ethanol breath test at the roadside and considered positive if concentrations >0.05mg alcohol/L were detected. Four drug classes were assessed on-site through an oral fluid screening test that, if positive, was confirmed through a second oral fluid sample at a reference laboratory. Laboratory confirmation analyses screened for 26 psychoactive substances. To evaluate the association between drug findings and age, sex, road type (urban/interurban), and period of the week (weekdays, weeknights, weekend days, weekend nights), logistic regression analyses were done (overall, and separately for alcohol, cannabis and cocaine). A total of 2744 drivers, mean age of 37.5 years, 77.8% men, were included. Overall, 11.6% of the drivers had at least one positive finding to the substances assessed. Substances more frequently testing positive were cannabis (7.5%), cocaine (4.7%) and alcohol (2.6%). More than one substance was detected in 4% of the subjects. The proportion of positive results decreased with age, and was more likely among men and on urban roads. The pattern for alcohol use was similar but did not change with age and increased among drivers recruited at night. Cannabis was more likely to be detected at younger ages and cocaine was associated with night driving. Alcohol use before driving has decreased over the last decade; however, the consumption of other illegal drugs seems to have increased. The pattern of illegal psychoactive substance observed is similar to that declared in surveys of the general population of adults. Copyright © 2017. Published by Elsevier B.V.

Application of the induced exposure method to compare risks of traffic crashes among different types of drivers under different environmental conditions.

PubMed

Redondo-Calderón, J L; de Luna-del-Castillo , J; Jiménez-Moleón, J J; García-Martín, M; Lardelli-Claret, P; Gálvez-Vargas, R

2001-05-01

The authors used the induced exposure method to compare risks of traffic crashes among different types of Spanish drivers under different environmental conditions. The authors analyzed traffic crashes recorded by the Spanish Dirección General de Tráfico for the years 1991 and 1992 to compare proportions of drivers in different age/sex categories who were involved in single-vehicle and multivehicle crashes under different psychological and physical conditions. Crash risk was 1.42- to 2.35-fold greater in men than in women, depending on driver category and environmental factors. Risk was also significantly higher in the 18- to 24-year-old age group (1.75- to 2.87-fold greater than in drivers aged 25-49 years) and under abnormal psychological-physical conditions (1.69- to 4.10-fold greater among drivers under the influence of alcohol). Twilight and night driving, driving in urban areas, and driving on weekends and legal holidays were also associated, though nonsignificantly, with a slightly higher traffic crash risk. These findings are consistent with earlier reports, and they support the usefulness of the induced exposure method as an easy and economical tool with which to analyze data contained in traffic crash records.

The Alabama VIP older driver study rationale and design: examining the relationship between vision impairment and driving using naturalistic driving techniques.

PubMed

Owsley, Cynthia; McGwin, Gerald; Antin, Jonathan F; Wood, Joanne M; Elgin, Jennifer

2018-02-07

Older drivers aged ≥70 years old have among the highest rates of motor vehicle collisions (MVC) compared to other age groups. Driving is a highly visual task, and older adults have a high prevalence of vision impairment compared to other ages. Most studies addressing visual risk factors for MVCs by older drivers utilize vehicle accident reports as the primary outcome, an approach with several methodological limitations. Naturalistic driving research methods overcome these challenges and involve installing a high-tech, unobtrusive data acquisition system (DAS) in an older driver's own vehicle. The DAS continuously records multi-channel video of driver and roadway, sensor-based kinematics, GPS location, and presence of nearby objects in front of the vehicle, providing an objective measure of driving exposure. In this naturalistic driving study, the purpose is to examine the relationship between vision and crashes and near-crashes, lane-keeping, turning at intersections, driving performance during secondary tasks demands, and the role of front-seat passengers. An additional aim is to compare results of the on-road driving evaluation by a certified driving rehabilitation specialist to objective indicators of driving performance derived from the naturalistic data. Drivers ≥70 years old are recruited from ophthalmology clinics and a previous population-based study of older drivers, with the goal of recruiting persons with wide ranging visual function. Target samples size is 195 drivers. At a baseline visit, the DAS is installed in the participant's vehicle and a battery of health and functional assessments are administered to the driver including visual-sensory and visual-cognitive tests. The DAS remains installed in the vehicle for six months while the participant goes about his/her normal driving with no imposed study restrictions. After six months, the driver returns for DAS de-installation, repeat vision testing, and an on-road driving evaluation by a certified driving rehabilitation specialist (CDRS). The data streams recorded by the DAS are uploaded to the data coordinating center for analysis. The Alabama VIP Older Driver Study is the first naturalistic older driver study specifically focused on the enrollment of drivers with vision impairment in order to study the relationship between visual dysfunction and driver safety and performance.

Prevalence of alcohol and drug use in injured British Columbia drivers

PubMed Central

Brubacher, Jeffrey R; Chan, Herbert; Martz, Walter; Schreiber, William; Asbridge, Mark; Eppler, Jeffrey; Lund, Adam; Macdonald, Scott; Drummer, Olaf; Purssell, Roy; Andolfatto, Gary; Mann, Robert; Brant, Rollin

2016-01-01

Objectives Determine the prevalence of drug use in injured drivers and identify associated demographic factors and crash characteristics. Design Prospective cross-sectional study. Setting Seven trauma centres in British Columbia, Canada (2010–2012). Participants Automobile drivers who had blood obtained within 6 h of a crash. Main outcome measures We analysed blood for cannabis, alcohol and other impairing drugs using liquid chromatography/mass spectrometry (LCMS). Results 1097 drivers met inclusion criteria. 60% were aged 20–50 years, 63.2% were male and 29.0% were admitted to hospital. We found alcohol in 17.8% (15.6% to 20.1%) of drivers. Cannabis was the second most common recreational drug: cannabis metabolites were present in 12.6% (10.7% to 14.7%) of drivers and we detected Δ-9-tetrahydrocannabinol (Δ-9-THC) in 7.3% (5.9% to 9.0%), indicating recent use. Males and drivers aged under 30 years were most likely to use cannabis. We detected cocaine in 2.8% (2.0% to 4.0%) of drivers and amphetamines in 1.2% (0.7% to 2.0%). We also found medications including benzodiazepines (4.0% (2.9% to 5.3%)), antidepressants (6.5% (5.2% to 8.1%)) and diphenhydramine (4.7% (3.5% to 6.2%)). Drivers aged over 50 years and those requiring hospital admission were most likely to have used medications. Overall, 40.1% (37.2% to 43.0%) of drivers tested positive for alcohol or at least one impairing drug and 12.7% (10.7% to 14.7%) tested positive for more than one substance. Conclusions Alcohol, cannabis and a broad range of other impairing drugs are commonly detected in injured drivers. Alcohol is well known to cause crashes, but further research is needed to determine the impact of other drug use, including drug–alcohol and drug–drug combinations, on crash risk. In particular, more work is needed to understand the role of medications in causing crashes to guide driver education programmes and improve public safety. PMID:26966054

Comparison of a Virtual Older Driver Assessment with an On-Road Driving Test.

PubMed

Eramudugolla, Ranmalee; Price, Jasmine; Chopra, Sidhant; Li, Xiaolan; Anstey, Kaarin J

2016-12-01

To design a low-cost simulator-based driving assessment for older adults and to compare its validity with that of an on-road driving assessment and other measures of older driver risk. Cross-sectional observational study. Canberra, Australia. Older adult drivers (N = 47; aged 65-88, mean age 75.2). Error rate on a simulated drive with environment and scoring procedure matched to those of an on-road test. Other measures included participant age, simulator sickness severity, neuropsychological measures, and driver screening measures. Outcome variables included occupational therapist (OT)-rated on-road errors, on-road safety rating, and safety category. Participants' error rate on the simulated drive was significantly correlated with their OT-rated driving safety (correlation coefficient (r) = -0.398, P = .006), even after adjustment for age and simulator sickness (P = .009). The simulator error rate was a significant predictor of categorization as unsafe on the road (P = .02, sensitivity 69.2%, specificity 100%), with 13 (27%) drivers assessed as unsafe. Simulator error was also associated with other older driver safety screening measures such as useful field of view (r = 0.341, P = .02), DriveSafe (r = -0.455, P < .01), and visual motion sensitivity (r = 0.368, P = .01) but was not associated with memory (delayed word recall) or global cognition (Mini-Mental State Examination). Drivers made twice as many errors on the simulated assessment as during the on-road assessment (P < .001), with significant differences in the rate and type of errors between the two mediums. A low-cost simulator-based assessment is valid as a screening instrument for identifying at-risk older drivers but not as an alternative to on-road evaluation when accurate data on competence or pattern of impairment is required for licensing decisions and training programs. © 2016, Copyright the Authors Journal compilation © 2016, The American Geriatrics Society.

Do older drivers with bilateral cataract self-regulate their driving while waiting for first eye cataract surgery?

PubMed Central

Agramunt, Seraina; Meuleners, Lynn B; Fraser, Michelle L; Chow, Kyle C; Ng, Jonathon Q; Raja, Vignesh; Morlet, Nigel

2017-01-01

Objectives To analyze the association between visual impairment and driver self-regulation among a cohort of older drivers waiting for first eye cataract surgery. Methods Ninety-six drivers with bilateral cataract aged 55+ years were assessed before first eye cataract surgery. Data collection consisted of a researcher-administered questionnaire, objective visual measures (visual acuity, contrast sensitivity and stereopsis), a visual attention test (the useful field of view test) and a cognitive test (the Mini-Mental State Examination). Driver self-regulation practices were collected using the Driving Habits Questionnaire and were also measured with an in-vehicle monitoring device. Characteristics of self-regulators and non-self-regulators were compared and a logistic regression model was used to examine the association between 3 objective visual measures and driver self-regulation status. Results After controlling for potential confounding factors, only binocular contrast sensitivity (p=0.01), age (p=0.03) and gender (p=0.03) were significantly associated with driver self-regulation status. The odds of participants with better contrast sensitivity scores (better vision) self-regulating their driving in at least 1 driving situation decreased (odds ratio [OR]: 0.01, 95% CI: 0.00–0.28) while those of increasing age reported an increased odds of self-regulating their driving (OR: 1.08, 95% CI: 1.01–1.15). The odds of males self-regulating their driving was decreased compared with females (OR: 0.28, 95% CI: 0.09–0.86). Conclusions Worse binocular contrast sensitivity scores, increasing age and being female were significantly associated with driver self-regulation. The study highlighted that while self-regulation was common among cataract patients, a proportion of those with poor vision did not self-regulate. Further research should determine how cataract patients could benefit from self-regulation strategies while waiting for cataract surgery. PMID:29184397

A fresh look at the state of driver education in America : traffic tech.

DOT National Transportation Integrated Search

2012-04-01

Approximately 8 percent of all licensed drivers involved : in fatal crashes are between 15 and 18 years old, and motor : vehicle crashes remain the leading cause of death for this age : group. It was once thought that effective driver education : and...

An Evaluation of Graduated Driver Licensing Effects on Fatal Crash Involvements of Young Drivers in the United States

PubMed Central

Fell, James C.; Jones, Kristina; Romano, Eduardo; Voas, Robert

2013-01-01

Objective Graduated driver licensing (GDL) systems are designed to reduce the high crash risk of young novice drivers. Almost all states in the United States have some form of a three-phased GDL system with various restrictions in the intermediate phase. Studies of the effects of GDL in various states show significant reductions in fatal crash involvements of 16- and 17-year-old drivers; however, only a few national studies of GDL effects have been published. The objective of this national panel study was to evaluate the effect of GDL laws on the fatal crash involvements of novice drivers while controlling for possible confounding factors not accounted for in prior studies. Methods The Fatality Analysis Reporting System (FARS) was used to examine 16- and 17-year-old driver involvement in fatal crashes (where GDL laws are applied) relative to two young driver age groups (19-20, 21-25) where GDL would not be expected to have an effect. Dates when various GDL laws were adopted in the states between 1990 and 2007 were coded from a variety of sources. Covariates in the longitudinal panel regression analyses conducted included four laws that could have an effect on 16- and 17-year-old drivers: primary enforcement seat belt laws, zero-tolerance (ZT) alcohol laws for drivers younger than age 21, lowering the blood alcohol concentration limit for driving to .08, and so-called “use and lose” laws where drivers aged 20 and younger lose their licenses for underage drinking violations. Results The adoption of a GDL law of average strength was associated with a significant decrease in fatal crash involvements of 16- and 17-year-old drivers relative to fatal crash involvements of one of the two comparison groups. GDL laws rated as “good” showed stronger relationships to fatal crash reductions, and laws rated as “less than good” showed no reductions in crash involvements relative to the older driver comparison groups. Conclusions States that adopt a basic GDL law can expect a decrease of 8 to 14% in the proportion of 16- and 17-year-old drivers involved in fatal crashes (relative to 21- to 25-year-old drivers), depending upon their other existing laws that affect novice drivers, such as those used in these analyses. This finding is consistent with recent national studies that used different outcome measures and covariates. The results of this study provide additional support for states to adopt, maintain, and upgrade GDL systems to reduce youthful traffic crash fatalities. PMID:21972851

Mature Driver Laws and State Predictors of Motor Vehicle Crash Fatality Rates Among the Elderly: A Cross-sectional Ecological Study.

PubMed

Bell, Teresa M; Qiao, Nan; Zarzaur, Ben L

2015-01-01

State-level data have indicated that motor vehicle crash (MVC) fatality rates among the elderly vary widely across states. To date, the majority of states have implemented mature driver laws, which often require more frequent license renewals, in-person renewal, and vision testing for drivers above a certain age. We sought to evaluate the impact of mature driver laws on states' MVC fatality rates among the elderly while examining other state-level determinants of MVC-related deaths. We performed a cross-sectional ecological study and modeled state MVC fatality rates for the population over age 65 as a function of state transportation policies and demographic, health system, population health, travel, and climate characteristics using a general linear model. Principal component analysis was used to reduce dimensionality of the data and overcome multicollinearity of state predictor variables. Higher average temperature, higher gas prices, and a greater number of emergency medicine physicians to population size were significantly associated with lower MVC fatality rates. Positive predictors of MVC fatality rates were percentage of population overweight or obese and percentage with college degree over the age of 65. Having any restriction on elderly drivers was associated with a higher MVC fatality rate and no individual component of mature driver laws (shortened renewal cycle, in-person renewal, and vision testing) was significantly associated with lower fatality MVC rates for adults over 65. Mature driver laws are not associated with lower state MVC fatality rates among the elderly.

Exploring the safety implications of young drivers' behavior, attitudes and perceptions.

PubMed

Hassan, Hany M; Abdel-Aty, Mohamed A

2013-01-01

The present study aims at identifying and quantifying significant factors (i.e., demographic, aberrant driving behavior) associated with young drivers' involvement in at-fault crashes or traffic citations at the ages of 16-17 (while having the Operational License) and 18-24 years old (while having the Full License). A second objective was to investigate the main reason(s) for involvement in risky driving behavior by young drivers. The data used for the analyses were obtained from a self-reported questionnaire survey carried out among 680 young drivers in Central Florida. To achieve these goals, the structural equation modeling approach was adopted. The results revealed that aggressive violations, in-vehicle distractions and demographic characteristics were the significant factors affecting young drivers' involvement in at-fault crashes or traffic violations at the age of 16-17. However, in-vehicle distractions, attitudes toward speeding and demographic characteristics were the significant factors affecting young drivers' crash risk at 18-24. Additionally, the majority of participants reported that "running late" is the main reason for taking risk while driving (i.e., speeding, accept short gaps, or drive so close to the car in front) followed by "racing other cars". Additionally, "exceed speed limits" was the main reason for receiving traffic citations at 16-17 and 18-24 age groups. Practical suggestions on how to reduce crash risk and promote safe driving among young drivers are also discussed. Copyright © 2012 Elsevier Ltd. All rights reserved.

The Influences of Drivers/Riders in Road Traffic Crashes in Ghana between 2001 and 2011

PubMed Central

Amo, Thompson

2014-01-01

The road traffic accident (RTA) is a global misfortune and the leading cause of death among young drivers. In safeguarding and developing innovative safety strategies to curtail the situation, the factors causing this menace needs proper attention and investigation. The objective of this study is to identify the potential factors responsible for causing a traffic accident in Ghana. In studying these factors extensively, a descriptive study with quantitative technique was employed. Analyses used data between 2001 and 2011 obtained from the Building and Road Research Institute (BRRI) with specific focus on the age, drinking, vehicle defect, driver/rider error, injury, road surface type and weather. A total of 200,528 cases of drivers/riders were analysed and discovered that, people with younger age (21-40) contribute 62.97% of total crashes. Crashes reduce steadily as drivers/riders age increases. Also, the vehicle defect analysis shows that 87.46% of accidents cannot be linked to the fault of the vehicle before incidence, while the majority (75.38%) of drivers/riders had no injury during a traffic accident. Higher number of fatalities are recorded on tar good roads (81.57%) and clear weather (91.75%). The fight against this canker by the authorities must consider periodic refresher courses for younger drivers/riders on traffic law to bring to bear the adherence of good driving/riding principles and attitudes to ensure that safety is guaranteed for all road users in the country. PMID:24999145

The influences of drivers/riders in road traffic crashes in Ghana between 2001 and 2011.

PubMed

Amo, Thompson

2014-04-07

The road traffic accident (RTA) is a global misfortune and the leading cause of death among young drivers. In safeguarding and developing innovative safety strategies to curtail the situation, the factors causing this menace needs proper attention and investigation. The objective of this study is to identify the potential factors responsible for causing a traffic accident in Ghana. In studying these factors extensively, a descriptive study with quantitative technique was employed. Analyses used data between 2001 and 2011 obtained from the Building and Road Research Institute (BRRI) with specific focus on the age, drinking, vehicle defect, driver/rider error, injury, road surface type and weather. A total of 200,528 cases of drivers/riders were analysed and discovered that, people with younger age (21-40) contribute 62.97% of total crashes. Crashes reduce steadily as drivers/riders age increases. Also, the vehicle defect analysis shows that 87.46% of accidents cannot be linked to the fault of the vehicle before incidence, while the majority (75.38%) of drivers/riders had no injury during a traffic accident. Higher number of fatalities are recorded on tar good roads (81.57%) and clear weather (91.75%). The fight against this canker by the authorities must consider periodic refresher courses for younger drivers/riders on traffic law to bring to bear the adherence of good driving/riding principles and attitudes to ensure that safety is guaranteed for all road users in the country.

Age and pedestrian injury severity in motor-vehicle crashes: a heteroskedastic logit analysis.

PubMed

Kim, Joon-Ki; Ulfarsson, Gudmundur F; Shankar, Venkataraman N; Kim, Sungyop

2008-09-01

This research explores the injury severity of pedestrians in motor-vehicle crashes. It is hypothesized that the variance of unobserved pedestrian characteristics increases with age. In response, a heteroskedastic generalized extreme value model is used. The analysis links explanatory factors with four injury outcomes: fatal, incapacitating, non-incapacitating, and possible or no injury. Police-reported crash data between 1997 and 2000 from North Carolina, USA, are used. The results show that pedestrian age induces heteroskedasticity which affects the probability of fatal injury. The effect grows more pronounced with increasing age past 65. The heteroskedastic model provides a better fit than the multinomial logit model. Notable factors increasing the probability of fatal pedestrian injury: increasing pedestrian age, male driver, intoxicated driver (2.7 times greater probability of fatality), traffic sign, commercial area, darkness with or without streetlights (2-4 times greater probability of fatality), sport-utility vehicle, truck, freeway, two-way divided roadway, speeding-involved, off roadway, motorist turning or backing, both driver and pedestrian at fault, and pedestrian only at fault. Conversely, the probability of a fatal injury decreased: with increasing driver age, during the PM traffic peak, with traffic signal control, in inclement weather, on a curved roadway, at a crosswalk, and when walking along roadway.

Impact of age and cognitive demand on lane choice and changing under actual highway conditions.

PubMed

Reimer, Bryan; Donmez, Birsen; Lavallière, Martin; Mehler, Bruce; Coughlin, Joseph F; Teasdale, Normand

2013-03-01

Previous research suggests that drivers change lanes less frequently during periods of heightened cognitive load. However, lane changing behavior of different age groups under varying levels of cognitive demand is not well understood. The majority of studies which have evaluated lane changing behavior under cognitive workload have been conducted in driving simulators. Consequently, it is unclear if the patterns observed in these simulation studies carry over to actual driving. This paper evaluates data from an on-road study to determine the effects of age and cognitive demand on lane choice and lane changing behavior. Three age groups (20-29, 40-49, and 60-69) were monitored in an instrumented vehicle. The 40's age group had 147% higher odds of exhibiting a lane change than the 60's group. In addition, drivers in their 60's were less likely to drive on the leftmost lane compared to drivers in their 20's and 40's. These results could be interpreted as evidence that older adults adopt a more conservative driving style as reflected in being less likely to choose the leftmost lane than the younger groups and less likely to change lanes than drivers in their 40's. Regardless of demand level, cognitive workload reduced the frequency of lane changes for all age groups. This suggests that in general drivers of all ages attempt to regulate their behavior in a risk reducing direction when under added cognitive demand. The extent to which such self-regulation fully compensates for the impact of added cognitive demand remains an open question. Copyright © 2012 Elsevier Ltd. All rights reserved.

The Asphalt Identikit: Old Age and the Driver's License.

ERIC Educational Resources Information Center

Eisenhandler, Susan A.

1990-01-01

Used a recent study of older adults (N=50) from a small community to explore use of the "asphalt identikit" (possession of a valid driver's license and driving) to maintain non-age-related and hence unstigmatized identity. Found resistance to giving up driving was strong even as self-imposed limits curtailed driving. (Author/TE)

Evaluation of the safety benefits of the risk awareness and perception training program for novice teen drivers.

DOT National Transportation Integrated Search

2016-01-01

This project evaluated the impact of the PC-based Risk Awareness and Perception Training (RAPT) program on young driver crashes and traffic violations. Young drivers 16 to 18 years of age were recruited immediately after they passed the on-road drivi...

Association between older driver characteristics, on-road driving test performance, and crash liability.

PubMed

Keall, Michael D; Frith, William J

2004-06-01

From May 1999, a new system for licensing older drivers was introduced in New Zealand. It included a practical on-road driving test with expanded scope, to be completed every two years from the time the driver turns 80. The relationship between crashes and test performance needed to be studied to inform the debate regarding the testing system. The population studied was all drivers who entered this licensing system during its first three years of operation. They were defined as crash involved if they were involved in an injury crash during the two years following their first licensure under the new system. Logistic regression was used to describe the risk of crash involvement in terms of driving test performance and other driver characteristics. Each driving test failure was associated with a 33% increase in the odds of crash involvement (95% CI 14% to 55%), controlling for age, gender, minor traffic violations, and whether the older driver lived with another licensed driver or not. Minor traffic violations in the two years following the driving test were associated with twice the odds of crash involvement. These results suggest that the new on-road driving test does identify older driver behaviors or limitations that are related to crash liability. It is anticipated that the results presented here will provide essential information for discussing older driver licensing systems, whose impact will grow in importance as the population of drivers ages.

Estimated Cost of Crashes in Commercial Drivers Supports Screening and Treatment of Obstructive Sleep Apnea

PubMed Central

Gurubhagavatula, Indira; Nkwuo, Jonathan E.; Maislin, Greg; Pack, Allan I.

2009-01-01

Sleep apnea among commercial drivers may increase the risk of fall-asleep crashes, which incur large expenses. Drivers of passenger cars whose apnea is treated experience lower crash risk. Among community-based holders of commercial driver’s licenses, we considered three methods for identifying sleep apnea syndrome: 1) in-lab polysomnography; 2) selective in-lab polysomnography for high-risk drivers, where high risk is first identified by body mass index, age and gender, followed by oximetry in a subset of drivers; and 3) not screening. The costs for each of these three programs equaled the sum of the costs of testing, treatment of identified cases, and crashes. Assuming that treatment prevents apnea-related crashes, polysomnography is not cost-effective, because it was more expensive than the cost of crashes when no screening is done. Screening with BMI, age and gender, however, with confirmatory in-lab polysomnography only on high-risk drivers was cost-effective, as long as a high proportion (73.8%) of screened drivers accepts treatment. These findings indicate that strategies that reduce reliance on in-laboratory polysomnography may be more cost-effective than not screening, and that treatment acceptance may need to be a condition of employment for affected drivers. PMID:18215538

Intersection assistance: a safe solution for older drivers?

PubMed

Dotzauer, Mandy; Caljouw, Simone R; de Waard, Dick; Brouwer, Wiebo H

2013-10-01

Within the next few decades, the number of older drivers operating a vehicle will increase rapidly (Eurostat, 2011). As age increases so does physical vulnerability, age-related impairments, and the risk of being involved in a fatal crashes. Older drivers experience problems in driving situations that require divided attention and decision making under time pressure as reflected by their overrepresentation in at-fault crashes on intersections. Advanced Driver Assistance Systems (ADAS) especially designed to support older drivers crossing intersections might counteract these difficulties. In a longer-term driving simulator study, the effects of an intersection assistant on driving were evaluated. 18 older drivers (M=71.44 years) returned repeatedly completing a ride either with or without a support system in a driving simulator. In order to test the intersection assistance, eight intersections were depicted for further analyses. Results show that ADAS affects driving. Equipped with ADAS, drivers allocated more attention to the road center rather than the left and right, crossed intersections in shorter time, engaged in higher speeds, and crossed more often with a critical time-to-collision (TTC) value. The implications of results are discussed in terms of behavioral adaptation and safety. Copyright © 2013 Elsevier Ltd. All rights reserved.

Personality and attitudes as predictors of risky driving among older drivers.

PubMed

Lucidi, Fabio; Mallia, Luca; Lazuras, Lambros; Violani, Cristiano

2014-11-01

Although there are several studies on the effects of personality and attitudes on risky driving among young drivers, related research in older drivers is scarce. The present study assessed a model of personality-attitudes-risky driving in a large sample of active older drivers. A cross-sectional design was used, and structured and anonymous questionnaires were completed by 485 older Italian drivers (Mean age=68.1, SD=6.2, 61.2% males). The measures included personality traits, attitudes toward traffic safety, risky driving (errors, lapses, and traffic violations), and self-reported crash involvement and number of issued traffic tickets in the last 12 months. Structural equation modeling showed that personality traits predicted both directly and indirectly traffic violations, errors, and lapses. More positive attitudes toward traffic safety negatively predicted risky driving. In turn, risky driving was positively related to self-reported crash involvement and higher number of issued traffic tickets. Our findings suggest that theoretical models developed to account for risky driving of younger drivers may also apply in the older drivers, and accordingly be used to inform safe driving interventions for this age group. Copyright © 2014 Elsevier Ltd. All rights reserved.

Driver-related risk factors in commercial motorcycle (okada) crashes in Benin City, Nigeria.

PubMed

Iribhogbe, Pius Ehiawaguan; Odai, Emeka Danielson

2009-01-01

There has been global concern regarding road traffic injuries. Motorcyclists constitute a high proportion of fatalities in road traffic crashes. Commercial motorcyclists (Okadas) constitute a unique group in this regard. The purpose of this study was to evaluate driver-related risk factors in Okada accidents in Benin City, Nigeria. This was a prospective study. Interviewers administered questionnaires which were used to assess Okada drivers during a two-month period (November-December 2006). A total of 996 Okada drivers were interviewed, 995 males and one female. Their ages ranged from 16-80 years with a mean age of 36.4 +/-2.4 years. In the majority of cases, the maximum educational level achieved was primary or secondary. The majority of Okada drivers (82.8%) took to the Okada business as a last resort. Driver's licenses for Okada operation were possessed by 73.5% of drivers, but only 27.2% had taken a road test before being given a license. No form of training on the use of Okadas was received by 45% of drivers before they commenced operations. Crash helmets were owned by 56.4%, but they did not use them on a regular basis. Inconvenience was the reason provided for poor compliance by 52.7% of drivers. Regular intake of alcohol was present in 39.8% of drivers. Okada drivers are mainly young males with a low level of education who are ill-prepared and ill-equipped for the road. This is a recipe for traffic crash-related injuries and fatal motorcycle crashes. There is an urgent need for job creation, better licensing procedures, road safety education, national legislation, and enforcement of crash helmet laws as well as alcohol breath tests for Okada drivers in Nigeria.

A Cross “Ethnical” Comparison of the Driver Behaviour Questionnaire (DBQ) in an Economically Fast Developing Country

PubMed Central

Bener, Abdulbari; Verjee, Mohamud; Dafeeah, Elnour E.; Yousafzai, Mohammad T.; Mari, Sundus; Hassib, Ahmed; Al-Khatib, Hamza; Choi, Min Kyung; Nema, Noor; Özkan, Türker; Lajunen, Timo

2013-01-01

Aim: The aim of this study was to compare the driving behaviours of four ethnic groups and to investigate the relationship between violations, errors and lapses of DBQ and accident involvement in Qatar. Subjects and Methods: The Driver Behaviour Questionnaire (DBQ) was used to measure the aberrant driving behaviours leading to accidents. Of 2400 drivers approached, 1824 drivers agreed to participate (76%) and completed the driver behaviour questionnaire and background information. Results: The study revealed that the majority of the Qatari (35.9%) and Jordanian drivers (37.5%) were below 30 years of age, whereas Filipino (42.3%) and Indian subcontinent (34.1%) drivers were in the age group of 30-39 years. Qatari drivers (52%) were involved in most accidents, followed by Jordanians (48.3%). The most common type of collision was a head on collision, which was similar in all four ethnic groups. The Qatari drivers scored higher on almost all items of violations, errors and lapses compared to other ethnic groups, while Filipino drivers were lower on all the items. The most common violation was the same in all four ethnic groups “Disregard the speed limits on a motorway”. The most common error item observed was “Queing to turn right/left on to a main road”. “Forget where you left your car” and “Hit something when reversing” were the two lapses identified in factor analysis. Conclusion: The present study identified that Qatari drivers scored higher on most of the items of violations, errors and lapses of DBQ compared to other countries, whereas Filipino drivers scored lower in DBQ items. PMID:23777732

Child Restraint Use and Driver Screening in Fatal Crashes Involving Drugs and Alcohol.

PubMed

Huang, Yanlan; Liu, Chang; Pressley, Joyce C

2016-09-01

There are reports that the incidence of alcohol-involved crashes has remained stable among fatally injured drivers while drug involvement has increased in recent years. Data from the Fatality Analysis Reporting System (FARS) from 2010 to 2013 were used to examine drug and alcohol status of drivers (N = 10 864) of 4-wheeled passenger vehicles involved in a fatal crash while transporting a passenger aged 0 to 14 years (N = 17 179). Mixed effect multivariable logistic regression used SAS GLIMMIX to control for clustering. Odds ratios are reported with 95% confidence intervals (CIs). Only 28.9% of drivers were screened for both alcohol and drugs, and 56.7% were not tested for either. The total proportion of unrestrained child passengers increased nearly linearly by age. Findings ranged as high as 70% for 13- to 14-year-olds with drivers positive for drugs and alcohol. In multivariable adjusted models, inappropriate child seating with drivers who tested positive was as follows: alcohol, 1.30 (95% CI, 0.92-1.82); drugs, 1.54 (95% CI, 1.24-1.92); and for both drugs and alcohol, 1.88 (95% CI, 1.38-2.55). More than one-fourth were unrestrained with drivers positive for cannabis (27.7%). Overall mortality was approximately triple for unrestrained versus restrained (33.5% vs 11.5%; P < .0001) and was higher in front-seated than rear-seated passengers (40.7% vs 31.5%; P < .0001). Passengers were less likely to be appropriately seated and to be restrained when transported by a driver positive for drugs and alcohol, but this finding varied according to passenger age and drug/alcohol category. Copyright © 2016 by the American Academy of Pediatrics.

Child Restraint Use and Driver Screening in Fatal Crashes Involving Drugs and Alcohol

PubMed Central

Huang, Yanlan; Liu, Chang

2016-01-01

BACKGROUND: There are reports that the incidence of alcohol-involved crashes has remained stable among fatally injured drivers while drug involvement has increased in recent years. METHODS: Data from the Fatality Analysis Reporting System (FARS) from 2010 to 2013 were used to examine drug and alcohol status of drivers (N = 10 864) of 4-wheeled passenger vehicles involved in a fatal crash while transporting a passenger aged 0 to 14 years (N = 17 179). Mixed effect multivariable logistic regression used SAS GLIMMIX to control for clustering. Odds ratios are reported with 95% confidence intervals (CIs). RESULTS: Only 28.9% of drivers were screened for both alcohol and drugs, and 56.7% were not tested for either. The total proportion of unrestrained child passengers increased nearly linearly by age. Findings ranged as high as 70% for 13- to 14-year-olds with drivers positive for drugs and alcohol. In multivariable adjusted models, inappropriate child seating with drivers who tested positive was as follows: alcohol, 1.30 (95% CI, 0.92–1.82); drugs, 1.54 (95% CI, 1.24–1.92); and for both drugs and alcohol, 1.88 (95% CI, 1.38–2.55). More than one-fourth were unrestrained with drivers positive for cannabis (27.7%). Overall mortality was approximately triple for unrestrained versus restrained (33.5% vs 11.5%; P < .0001) and was higher in front-seated than rear-seated passengers (40.7% vs 31.5%; P < .0001). CONCLUSIONS: Passengers were less likely to be appropriately seated and to be restrained when transported by a driver positive for drugs and alcohol, but this finding varied according to passenger age and drug/alcohol category. PMID:27550984

Characteristics of 1226 alcohol-positive drivers involved in nonfatal traffic crashes in Shanghai, China.

PubMed

Sun, Yingying; Huang, Zhibin; Zhao, Ziqin; Jiang, Yan; Ye, Yonghong; Yu, Tianfang; Rao, Yulan

2014-01-01

The purpose of our study was to better characterize and evaluate drunk driving for governmental reference in order to further reduce alcohol-impaired driving. This article reports the characteristics of 1226 alcohol-positive drivers with blood alcohol concentrations (BACs) at or over the legal limit of 0.20 mg/mL involved in nonfatal traffic accidents in Shanghai, China, from 2008 to 2011. The mean BAC, age, and gender of these drivers are discussed as well as the vehicle types and times of day when the crashes occurred. The mean BAC was 1.41 mg/mL and the mean age was 38 years old, and the vast majority of drivers were male (96.9%). The mean BAC of male drivers (1.42 mg/mL) was higher than that of female drivers (1.20 mg/mL). The mean age of male drivers (38) was also higher than that of female drivers (33). Distributions of vehicle types involved were studied. Cars had the highest percentage of occurrences (56.4%), followed by motorcycles (32.8%), electric bicycles (6.8%), trucks (1.5%), and bicycles (0.8%). It was found that these alcohol-related traffic crashes most often occurred between 7:00 p.m. and 10:59 p.m., representing 48.1 percent (n = 590) of the 1226 cases. Single-vehicle crashes were overrepresented (70.3%) in all cases. The mean BAC in multivehicle crashes (1.69 mg/mL) was higher than that in single-vehicle crashes (1.30 mg/mL). The results indicated a notable need for more governmental attention that would prevent accidents caused by driving under the influence of alcohol.

Reliability of drivers in urban intersections.

PubMed

Gstalter, Herbert; Fastenmeier, Wolfgang

2010-01-01

The concept of human reliability has been widely used in industrial settings by human factors experts to optimise the person-task fit. Reliability is estimated by the probability that a task will successfully be completed by personnel in a given stage of system operation. Human Reliability Analysis (HRA) is a technique used to calculate human error probabilities as the ratio of errors committed to the number of opportunities for that error. To transfer this notion to the measurement of car driver reliability the following components are necessary: a taxonomy of driving tasks, a definition of correct behaviour in each of these tasks, a list of errors as deviations from the correct actions and an adequate observation method to register errors and opportunities for these errors. Use of the SAFE-task analysis procedure recently made it possible to derive driver errors directly from the normative analysis of behavioural requirements. Driver reliability estimates could be used to compare groups of tasks (e.g. different types of intersections with their respective regulations) as well as groups of drivers' or individual drivers' aptitudes. This approach was tested in a field study with 62 drivers of different age groups. The subjects drove an instrumented car and had to complete an urban test route, the main features of which were 18 intersections representing six different driving tasks. The subjects were accompanied by two trained observers who recorded driver errors using standardized observation sheets. Results indicate that error indices often vary between both the age group of drivers and the type of driving task. The highest error indices occurred in the non-signalised intersection tasks and the roundabout, which exactly equals the corresponding ratings of task complexity from the SAFE analysis. A comparison of age groups clearly shows the disadvantage of older drivers, whose error indices in nearly all tasks are significantly higher than those of the other groups. The vast majority of these errors could be explained by high task load in the intersections, as they represent difficult tasks. The discussion shows how reliability estimates can be used in a constructive way to propose changes in car design, intersection layout and regulation as well as driver training.

Characteristics of on-road driving performance of persons with central vision loss who use bioptic telescopes.

PubMed

Wood, Joanne M; McGwin, Gerald; Elgin, Jennifer; Searcey, Karen; Owsley, Cynthia

2013-05-01

To compare the on-road driving performance of visually impaired drivers using bioptic telescopes with age-matched controls. Participants included 23 persons (mean age = 33 ± 12 years) with visual acuity of 20/63 to 20/200 who were legally licensed to drive through a state bioptic driving program, and 23 visually normal age-matched controls (mean age = 33 ± 12 years). On-road driving was assessed in an instrumented dual-brake vehicle along 14.6 miles of city, suburban, and controlled-access highways. Two backseat evaluators independently rated driving performance using a standardized scoring system. Vehicle control was assessed through vehicle instrumentation and video recordings used to evaluate head movements, lane-keeping, pedestrian detection, and frequency of bioptic telescope use. Ninety-six percent (22/23) of bioptic drivers and 100% (23/23) of controls were rated as safe to drive by the evaluators. There were no group differences for pedestrian detection, or ratings for scanning, speed, gap judgments, braking, indicator use, or obeying signs/signals. Bioptic drivers received worse ratings than controls for lane position and steering steadiness and had lower rates of correct sign and traffic signal recognition. Bioptic drivers made significantly more right head movements, drove more often over the right-hand lane marking, and exhibited more sudden braking than controls. Drivers with central vision loss who are licensed to drive through a bioptic driving program can display proficient on-road driving skills. This raises questions regarding the validity of denying such drivers a license without the opportunity to train with a bioptic telescope and undergo on-road evaluation.

On-Road Driving Performance by Persons with Hemianopia and Quadrantanopia

PubMed Central

Wood, Joanne M.; McGwin, Gerald; Elgin, Jennifer; Vaphiades, Michael S.; Braswell, Ronald A.; DeCarlo, Dawn K.; Kline, Lanning B.; Meek, G. Christine; Searcey, Karen; Owsley, Cynthia

2009-01-01

Purpose This study was designed to examine the on-road driving performance of drivers with hemianopia and quadrantanopia compared with age-matched controls. Methods Participants included persons with hemianopia or quadrantanopia and those with normal visual fields. Visual and cognitive function tests were administered, including confirmation of hemianopia and quadrantanopia through visual field testing. Driving performance was assessed using a dual-brake vehicle and monitored by a certified driving rehabilitation specialist. The route was 14.1 miles of city and interstate driving. Two “back-seat” evaluators masked to drivers’ clinical characteristics independently assessed driving performance using a standard scoring system. Results Participants were 22 persons with hemianopia and 8 with quadrantanopia (mean age, 53 ± 20 years) and 30 participants with normal fields (mean age, 52 ± 19 years). Inter-rater agreement for back-seat evaluators was 96%. All drivers with normal fields were rated as safe to drive, while 73% (16/22) of hemianopic and 88% (7/8) of quadrantanopic drivers received safe ratings. Drivers with hemianopia or quadrantanopia who displayed on-road performance problems tended to have difficulty with lane position, steering steadiness, and gap judgment compared to controls. Clinical characteristics associated with unsafe driving were slowed visual processing speed, reduced contrast sensitivity and visual field sensitivity. Conclusions Some drivers with hemianopia or quadrantanopia are fit to drive compared with age-matched control drivers. Results call into question the fairness of governmental policies that categorically deny licensure to persons with hemianopia or quadrantanopia without the opportunity for on-road evaluation. PMID:18936138

Driving Errors in Parkinson’s Disease: Moving Closer to Predicting On-Road Outcomes

PubMed Central

Brumback, Babette; Monahan, Miriam; Malaty, Irene I.; Rodriguez, Ramon L.; Okun, Michael S.; McFarland, Nikolaus R.

2014-01-01

Age-related medical conditions such as Parkinson’s disease (PD) compromise driver fitness. Results from studies are unclear on the specific driving errors that underlie passing or failing an on-road assessment. In this study, we determined the between-group differences and quantified the on-road driving errors that predicted pass or fail on-road outcomes in 101 drivers with PD (mean age = 69.38 ± 7.43) and 138 healthy control (HC) drivers (mean age = 71.76 ± 5.08). Participants with PD had minor differences in demographics and driving habits and history but made more and different driving errors than HC participants. Drivers with PD failed the on-road test to a greater extent than HC drivers (41% vs. 9%), χ2(1) = 35.54, HC N = 138, PD N = 99, p < .001. The driving errors predicting on-road pass or fail outcomes (95% confidence interval, Nagelkerke R2 =.771) were made in visual scanning, signaling, vehicle positioning, speeding (mainly underspeeding, t(61) = 7.004, p < .001, and total errors. Although it is difficult to predict on-road outcomes, this study provides a foundation for doing so. PMID:24367958

Modernization of the Driver Behaviour Questionnaire.

PubMed

Cordazzo, Sheila T D; Scialfa, Charles T; Ross, Rachel Jones

2016-02-01

The current study builds on previous versions of the Driver Behaviour Questionnaire (DBQ) by incorporating a larger sample of driving behaviors targeting inattention, distraction, aggressive driving, and health related to aging. The goals of this study were to determine if the resulting factor structure was consistent with a more contemporary view of unsafe driving behaviors, and to determine whether scores on the factors could predict self-reported collisions and police citations. The instrument was given to a sample of 3295 drivers ranging in age from 19 to 80+ years old. It was divided in two sections, the first to provide demographic information and driving history data and the second containing 105 driver behavior questions. An exploratory factor analysis resulted in a 65-item scale organized in four factors. The factors were labeled tentatively as Inattention Errors, Age-Related Problems, Distraction and Hurry, and Aggressive Violations. Regression analyses showed that the factors were predictors of self-reported, at-fault collisions and police citations. The factor scores found in this research are consistent with a useful theoretical framework for understanding unsafe driver actions, and demonstrate some potential to identify several individual difference variables that predict self-reported collisions and citations. Copyright © 2015 Elsevier Ltd. All rights reserved.

COMPARING THE IMPAIRMENT PROFILES OF OLDER DRIVERS AND NON-DRIVERS: TOWARD THE DEVELOPMENT OF A FITNESS-TO-DRIVE MODEL

PubMed Central

Antin, Jonathan F.; Stanley, Laura M.; Guo, Feng

2011-01-01

The purpose of this research effort was to compare older driver and non-driver functional impairment profiles across some 60 assessment metrics in an initial effort to contribute to the development of fitness-to-drive assessment models. Of the metrics evaluated, 21 showed statistically significant differences, almost all favoring the drivers. Also, it was shown that a logistic regression model comprised of five of the assessment scores could completely and accurately separate the two groups. The results of this study imply that older drivers are far less functionally impaired than non-drivers of similar ages, and that a parsimonious model can accurately assign individuals to either group. With such models, any driver classified or diagnosed as a non-driver would be a strong candidate for further investigation and intervention. PMID:22058607

77 FR 60956 - State Graduated Driver Licensing Incentive Grant

Federal Register 2010, 2011, 2012, 2013, 2014

2012-10-05

... multi-stage licensing systems that require novice drivers younger than 21 years of age to comply with... crashes involving 16-year-old drivers. A recent study by the Insurance Institute for Highway Safety ranked... associated with 30 percent lower fatal crash rates among 15-17 year- olds compared to weak licensing programs...

Influence of age, speed and duration of monotonous driving task in traffic on the driver's useful visual field.

PubMed

Rogé, Joceline; Pébayle, Thierry; Lambilliotte, Elina; Spitzenstetter, Florence; Giselbrecht, Danièle; Muzet, Alain

2004-10-01

Recent research has shown that the useful visual field deteriorates in simulated car driving when the latter can induce a decrease in the level of activation. The first aim of this study was to verify if the same phenomenon occurs when driving is performed in a simulated road traffic situation. The second aim was to discover if this field also deteriorates as a function of the driver's age and of the vehicle's speed. Nine young drivers (from 22 to 34 years) and nine older drivers (from 46 to 59 years) followed a vehicle in road traffic during two two-hour sessions. The car-following task involved driving at 90 km.h(-1) (speed limit on road in France) in one session and at 130 km.h(-1) (speed limit on motorway in France) in the other session. While following the vehicle, the driver had to detect the changes in colour of a luminous signal located in the central part of his/her visual field and a visual signal that appeared at different eccentricities on the rear lights of the vehicles in the traffic. The analysis of the data indicates that the useful visual field deteriorates with the prolongation of the monotonous simulated driving task, with the driver's age and with the vehicle's speed. The results are discussed in terms of general interference and tunnel vision.

Survey of Older Drivers’ Experiences with Florida’s Mandatory Vision Re-Screening Law for Licensure

PubMed Central

McGwin, Gerald; McCartt, Anne T.; Braitman, Keli A.; Owsley, Cynthia

2008-01-01

Purpose To document the license renewal experiences of Florida drivers ages 80 and older who must pass a visual acuity test when renewing their driver’s license. Participants A random sample of Florida residents ages 80 and older whose driver’s licenses were scheduled to expire between January 1, 2004 and June 30, 2005 as identified by the Florida Department of Highway Safety and Motor Vehicles. Methods Study participants (n=1,242 drivers) were contacted via telephone and completed a survey regarding their experiences with the license renewal process. Results The majority (80.2%) of those eligible for license renewal reportedly attempted to do so and 88.0% succeeded the first time they tried. A large percentage of drivers (88%) who failed the vision test said they sought treatment, and 77.6% of drivers who reattempted renewal reportedly passed the test. About half of drivers who did not seek renewal said they thought they would fail the vision test. The majority of those choosing not to renew their license (99.5%) reported using transportation alternatives. Conclusions This Study suggests that the Florida vision screening re-licensure law is not a deterrent to seeking license renewal for the ≥80-year-old population. Furthermore, only a small percentage of Florida drivers ages ≥ 80 years and older reported that they failed the visual acuity screening test and were denied license renewal. PMID:18432496

Beyond general behavioral theories: structural discrepancy in young motorcyclist's risky driving behavior and its policy implications.

PubMed

Chung, Yi-Shih; Wong, Jinn-Tsai

2012-11-01

While many studies examine the mean score differences of psychological determinants between heterogeneous driver groups, this study reveals a structural discrepancy in a causal behavioral framework. Using young motorcyclists (ages 18-28) as subjects, this study investigates the various roles of key influential factors in determining risky driving behavior. Multi-group analysis of structural equation modeling shows that age and gender are two factors that can effectively distinguish heterogeneous driver groups exhibiting different decision-making mechanisms in shaping their risky driving behaviors. When encountering undesirable traffic conditions, road rage can immediately increase male motorcyclists' intentions to engage in risky driving behaviors; on the other hand, young female motorcyclists further calculate their perceived risk to determine whether to engage in risky driving behaviors. This result shows that there is a significant link between risk perception and traffic condition awareness for experienced drivers (ages 25-28), but not for younger drivers (ages 18-24). This finding shows that while well-developed theories such as planned behavior and risk homeostasis provide general frameworks to explain risky driving behavior, heterogeneous driver groups may exhibit structural discrepancies that reflect their various decision-making mechanisms. This suggests that, in addition to mean differences, understanding structural discrepancies among heterogeneous groups could help researchers identify effective intervention strategies. Copyright © 2011 Elsevier Ltd. All rights reserved.

Transportation and Aging: A Research Agenda for Advancing Safe Mobility

ERIC Educational Resources Information Center

Dickerson, Anne E.; Molnar, Lisa J.; Eby, David W.; Adler, Geri; Bedard, Michel; Berg-Weger, Marla; Classen, Sherrilene; Foley, Daniel; Horowitz, Amy; Kerschner, Helen; Page, Oliver; Silverstein, Nina M.; Staplin, Loren; Trujillo, Leonard

2007-01-01

Purpose: We review what we currently know about older driver safety and mobility, and we highlight important research needs in a number of key areas that hold promise for achieving the safety and mobility goals for the aging baby boomers and future generations of older drivers. Design and Methods: Through the use of a framework for transportation…

Recent changes in the age composition of U.S. drivers : implications for the extent, safety, and environmental consequences of personal transportation.

DOT National Transportation Integrated Search

2011-06-01

"This study examined the changes from 1983 to 2008 in the percentage of persons with : a drivers license as a function of age. The results indicate that, over the past 25 years, there : was a substantial decrease in the percentage of young people ...

Student drivers: a study of fatal motor vehicle crashes involving 16-year-old drivers.

PubMed

Gonzales, Michael M; Dickinson, L Miriam; DiGuiseppi, Carolyn; Lowenstein, Steven R

2005-02-01

Motor vehicle crashes are the leading cause of death for US teenagers, accounting for 40% of fatalities. The purpose of this study was to compare novice (aged 16 years) and experienced (aged 25 to 49 years) drivers involved in fatal motor vehicle crashes with respect to crash characteristics and driver behaviors. This cross-sectional study of fatal motor vehicle crashes in Colorado used data from the Fatality Analysis Reporting System (1995 to 2001). Driver and crash variables were compared in the 2 age groups using separate logistic regression models, adjusted for sex, geographic locale, and year. Two thousand four hundred twenty fatal motor vehicle crashes were included; 158 fatalities (6.5%) were novice drivers. Novice drivers were more likely to have been speeding (odds ratio [OR] 1.87, 95% confidence interval [CI] 1.34 to 3.08); driving recklessly (OR 4.78, 95% CI 3.31 to 6.92); charged with a traffic violation (OR 3.08, 95% CI 2.20 to 4.31); in a single-vehicle (OR 1.84, 95% CI 1.32 to 2.57), rollover (OR 1.36, 95% CI 0.97 to 1.91) or run-off-the-road (OR 1.54, 95% CI 1.03 to 2.30) crash; and carrying 2 (OR 4.52, 95% CI 2.75 to 7.41) or more (OR 4.07, 95% CI 2.49 to 6.55) passengers. Safety belt nonuse was high for novice (48%) and experienced (42%) drivers (OR 1.19, 95% CI 0.86 to 1.67). Novice drivers had older cars (mean difference 1.5 years, 95% CI 0.37 to 2.57 years). Novice drivers were less likely to be involved in crashes caused by alcohol (OR 0.24, 95% CI 0.14 to 0.41) or adverse weather (OR 0.37, 95% CI 0.19 to 0.75) and to be driving a sport utility vehicle (OR 0.62, 95% CI 0.39 to 0.97). Fatal motor vehicle crashes involving novice drivers are characterized by speeding, recklessness, single-vehicle and rollover crashes, and traffic law violations, suggesting that novice drivers bear considerable responsibility for their fatal crashes. Moreover, almost half of 16-year-old drivers involved in fatal motor vehicle crashes were not wearing their safety belts. These data may prove useful in strengthening graduated licensing laws and in improving drivers' education courses and public safety campaigns.

Forward Collision Warning: Clues to Optimal Timing of Advisory Warnings

PubMed Central

Aksan, Nazan; Sager, Lauren; Hacker, Sarah; Marini, Robert; Dawson, Jeffrey; Anderson, Steven; Rizzo, Matthew

2016-01-01

We examined the effectiveness of a heads-up Forward Collision Warning (FCW) system in 39 younger to middle aged drivers (25-50, mean = 35 years) and 37 older drivers (66-87, mean = 77 years). The warnings were implemented in a fixed based, immersive, 180 degree forward field of view simulator. The FCW included a visual advisory component consisting of a red horizontal bar which flashed in the center screen of the simulator that was triggered at time-to-collision (TTC) 4 seconds. The bar roughly overlapped the rear bumper of the lead vehicle, just below the driver's line-of-sight. A sustained auditory tone (~80 dB) was activated at TTC=2 to alert the driver to an imminent collision. Hence, the warning system differed from the industry standard in significant ways. 95% Confidence intervals for the safety gains ranged from −.03 to .19 seconds in terms of average correction time across several activations. Older and younger adults did not differ in terms of safety gains. Closer inspection of data revealed that younger to middle aged drivers were already braking (42%) on a larger proportion of FCW activations than older drivers (26%), p < .001. Conversely, older drivers were still accelerating (38%) on a larger proportion of FCW activations than younger to middle aged drivers (23%) at the time FCW was activated, p < .009. There were no differences in the proportion of activations when drivers were coasting at the time FCW was activated, p = .240. Furthermore, large individual differences in basic visual, motor, and cognitive function predicted the tendency to brake prior to FCW activation. Those who tended to be better functioning in each of these domains were more likely to be already braking prior to FCW activation at the fixed threshold of TTC=4. These findings suggest optimal timing for advisory alerts for forward events may need to be larger than TTC=4. PMID:27648455

The Wechsler Digit Symbol Substitution Test as the best indicator of the risk of impaired driving in Alzheimer disease and normal aging.

PubMed

Lafont, Sylviane; Marin-Lamellet, Claude; Paire-Ficout, Laurence; Thomas-Anterion, Catherine; Laurent, Bernard; Fabrigoule, Colette

2010-01-01

Our purpose was to identify cognitive tools associated with unsafe driving among elderly drivers of varying cognitive levels. Twenty drivers with early-stage dementia of the Alzheimer type and 56 nondemented drivers aged 65-85 were recruited. Various cognitive processes were measured and unsafe driving was evaluated during an in-traffic road test with 3 different indicators and a composite indicator. The Wechsler Digit Symbol Substitution Test score was the best cognitive measure to detect unsafe drivers using the composite driving indicator. The Digit Symbol Substitution Test may be used by physicians for the evaluation and follow-up of older patients, with or without Alzheimer-type dementia, as a screening tool of unsafe driving.

Motor vehicle driver injury and marital status: a cohort study with prospective and retrospective driver injuries

PubMed Central

Whitlock, G; Norton, R; Clark, T; Jackson, R; MacMahon, S

2004-01-01

Objective: To investigate the association of marital status with risk of motor vehicle driver injury. Design: A cohort study with prospective and retrospective outcomes. Setting: New Zealand. Participants: A total of 10 525 adults (a volunteer sample of a multi-industry workforce, n = 8008; and a random sample of urban electoral rolls, n = 2517). Exposure variable: Self reported marital status, assessed from a questionnaire administered in 1992–93 (baseline). Main outcome measure: Motor vehicle driver injury resulting in admission of the driver to hospital and/or the driver's death, during the period 1988–98; hospitalisation and mortality data were obtained by record linkage to national health databases. Results: During 108 741 person-years of follow up, 139 driver injury cases occurred (85 before baseline, 54 after). After adjustment for age, sex, and study cohort, never married participants had twice the risk of driver injury (hazard ratio [HR] 2.06, 95% confidence interval [CI] 1.35 to 3.16) as married participants (HR 1.00). The relative risk for never married participants was slightly higher (HR 2.29), though less precise (95% CI 1.39 to 3.76), after further adjustment for alcohol intake, driving exposure, area of residence, body mass index, and occupational status. Conclusions: After taking age, sex, and other variables into account, never married people had a substantially higher risk of driver injury than married people. While requiring corroboration, these findings imply that it may be appropriate for driver injury countermeasures to be targeted to never married people. PMID:14760024

Impact of gender, organized athletics, and video gaming on driving skills in novice drivers.

PubMed

Wayne, Nancy L; Miller, Gregory A

2018-01-01

Given that novice drivers tend to be young, and teenagers and young adult drivers are involved in the greatest number of accidents, it is important that we understand what factors impact the driving skills of this population of drivers. The primary aim of the present study was to understand the impact of gender, organized athletics, and video gaming on driving skills of novice drivers under real-world driving conditions. Novice driving students having less than five hours driving experience previous to a normal driving lesson were evaluated on their self-confidence (self-reported) prior to the lesson and driving skill evaluated by their instructor during the course of the lesson. Information was collected about gender, age, whether or not the students were involved in organized athletics, and the extent of their video game playing. There was no impact of gender or extent of video game playing on driving skills. Females were significantly less self-confident with driving than males, but this did not translate to gender differences in driving skills. Being involved in organized athletics-either currently or in the past-significantly enhanced driving skills in both females and males. Finally, novice drivers' age was negatively correlated with driving skills. That is, younger novice drivers (especially males) had better driving skills than older novice drivers. This is counter to popular belief that young drivers lack technical driving skills because they have less experience behind the wheel. Based on the results of the current study, we hypothesize that the relatively high accident rate of younger drivers (especially male drivers) is most likely due to inattention to safety considerations rather than lack of technical driving ability.

Survival pattern of first accident among commercial drivers in the Greater Accra Region of Ghana.

PubMed

Nanga, Salifu; Odai, Nii Afotey; Lotsi, Anani

2017-06-01

In this study, the average accident risk of commercial drivers in the Greater Accra region of Ghana and its associated risks were examined based on a survey data collected using paper-based questionnaires from 204 commercial drivers from the Greater Accra Region of Ghana. The Cox Proportional Hazards Model was used for multivariate analysis while the Kaplan-Meier (KM) Model was used to study the survival patterns of the commercial drivers. The study revealed that the median survival time for an accident to happen is 2.50 years. Good roads provided a better chance of survival than bad roads and experienced drivers have a better chance of survival than the inexperienced drivers. Age of driver, alcohol usage of driver, marital status, condition of road and duration of driver's license were found to be related to the risk of accident. Copyright © 2017 Elsevier Ltd. All rights reserved.

The effect of age and gender on motor vehicle driver injury severity at highway-rail grade crossings in the United States.

PubMed

Hao, Wei; Kamga, Camille; Daniel, Janice

2015-12-01

Based on the Federal Railway Administration (FRA) database, there were 25,945 highway-rail crossing accidents in the United States between 2002 and 2011. With an extensive database of highway-rail grade crossing accidents in the United States from 2002 to 2011, estimation results showed that there were substantial differences across age/gender groups for driver's injury severity. The study applied an ordered probit model to explore the determinants of driver injury severity for motor vehicle drivers at highway-rail grade crossings. The analysis found that there are important behavioral and physical differences between male and female drivers given a highway-rail grade crossing accident happened. Older drivers have higher fatality probabilities when driving in open space under passive control especially during bad weather condition. Younger male drivers are found to be more likely to have severe injuries at rush hour with high vehicle speed passing unpaved highway-rail grade crossings under passive control. Synthesizing these results led to the conclusion that the primary problem with young is risk-taking and lack of vehicle handling skills. The strength of older drivers lies in their aversion to risk, but physical degradation issues which result in longer reaction/perception times and degradation in vision and hearing often counterbalance this attribute. Copyright © 2015 Elsevier Ltd and National Safety Council. All rights reserved.

Intrinsic and extrinsic drivers of succession: Effects of habitat age and season on an aquatic insect community.

PubMed

Murrell, Ebony G; Ives, Anthony R; Juliano, Steven A

2014-06-01

1. Classical studies of succession, largely dominated by plant community studies, focus on intrinsic drivers of change in community composition, such as interspecific competition and changes to the abiotic environment. They often do not consider extrinsic drivers of colonization, such as seasonal phenology, that can affect community change. 2. We investigated both intrinsic and extrinsic drivers of succession for dipteran communities that occupy ephemeral pools, such as those in artificial containers. By initiating communities at different times in the season and following them over time, we compared the relative importance of intrinsic (i.e., habitat age) vs. extrinsic (i.e., seasonal phenology) drivers of succession. 3. We placed water-filled artificial containers in a deciduous forest with 20 containers initiated in each of three months. Containers were sampled weekly to assess community composition. Repeated-measures mixed-effects analysis of community correspondence analysis (CA) scores enabled us to partition intrinsic and extrinsic effects on succession. Covariates of temperature and precipitation were also tested. 4. Community trajectories (as defined by CA) differed significantly with habitat age and season, indicating that both intrinsic and extrinsic effects influence succession patterns. Comparisons of AICcs showed that habitat age was more important than season for species composition. Temperature and precipitation did not explain composition changes beyond those explained by habitat age and season. 5. Quantification of relative strengths of intrinsic and extrinsic effects on succession in dipteran and other ephemeral communities enables us to disentangle processes that must be understood for predicting changes in community composition.

Child passengers killed in reckless and alcohol-related motor vehicle crashes.

PubMed

Kelley-Baker, Tara; Romano, Eduardo

2014-02-01

About 20years ago, concern was raised about the dangers that children face when driven by drinking drivers in the United States. During the last decade, the pace of research on this topic subsided. Yet in 2010, every day three children younger than age 15 were killed, and 469 were injured in motor-vehicle crashes. The aim of this effort is to describe the status of the problem in the United States and suggest lines of research. From the Fatality Analysis Reporting System (FARS), we selected crashes in which a driver aged 21 or older was driving at least one child younger than age 15. We identified crashes that occurred at different times of the day in which the driver was speeding, ran a red light, or was alcohol positive. We described the drivers' demographics and examined how they relate to the different crash types. We found that, although driving a child seems to protect against the studied forms of risky driving, such protection varies sharply depending upon the drivers' and children's demographics and the crash type. There is no clear reason to explain the drivers' decision to endanger the children that they drive. The percent of children killed in speeding-related and red-light running motor-vehicle crashes has remained relatively stable during the last decade. Future research must (a) examine the effectiveness of current child endangerment laws; (b) examine crashes other than fatal; and (c) be more targeted, looking at specific drivers' age and gender, specific children's ages, the time of the crash, and the type of crash. Significant attention needs to be given towards improving state laws on child endangerment. Policymakers' reaction to this problem is tentative because of our limited understanding of the problem; therefore, further research is needed. With unfocused countermeasures and prevention efforts, we have been restricted in our ability to evaluate these responses. The findings of this report should be informative to policy makers. Copyright © 2014 National Safety Council and Elsevier Ltd. All rights reserved.

Incidence and pattern of traumatic spinal fractures and associated spinal cord injury resulting from motor vehicle collisions in China over 11 years: An observational study.

PubMed

Wang, Hongwei; Liu, Xinwei; Zhao, Yiwen; Ou, Lan; Zhou, Yue; Li, Changqing; Liu, Jun; Chen, Yu; Yu, Hailong; Wang, Qi; Han, Jianda; Xiang, Liangbi

2016-10-01

To investigate the incidence and pattern of traumatic spinal fractures (TSFs) and associated spinal cord injury (SCI) resulting from motor vehicle collisions (MVCs).This was a cross-sectional study. We retrospectively reviewed 698 patients with TSFs resulting from MVCs admitted to our university-affiliated hospitals from 2001 to 2011. The incidence and pattern were summarized with respect to different age groups, fracture levels, and the role of patients.There were 464 males (66.5%) and 234 females (33.5%) aged 40.5 ± 13.8 years old. The most common roles of patients in MVCs were car drivers (189, 27.1%), pedestrians hurt by a car (155, 22.2%), and car passengers (145, 20.8%). The most common fracture levels were L1 (n = 198, 19.2%) and T12 (n = 116, 11.3%), followed by C2 (n = 86, 8.3%). A total of 298 (42.7%) patients suffered a spinal cord injury. The frequencies of SCIs decreased from 53.1% to 24.6% with increasing age. The patients in the 20 to 39 age group (45.3% of all patients) had the largest sex ratio (2.4) and highest frequency of complete SCIs (19.3%) and complications (3.2%). Motorcycle drivers had the youngest mean age (35.7 ± 10.2), largest sex ratio (10.4), and highest frequency of SCIs (56.0%) and complications (4.4%). Motorcycle passengers had the highest frequency of complete SCI (22.7%) and ASOIs (45.5%) and the largest mean injury severity scoring (ISS) (18.9 ± 9.6). The most common fracture levels of motorcycle drivers were C3-C7, while that of others were T11-L2.The most common role of patients who sustained TSFs were car drivers who were 20 to 39 years old. Motorcycle drivers had the highest frequency of SCIs and complications. Motorcycle passengers had the highest frequency of complete SCIs and ASOIs and the largest ISS. Therefore, we should pay more attention to MVC patients, especially car drivers and motorcycle drivers and passengers.

A qualitative exploration of self-regulation behaviors among older drivers.

PubMed

Donorfio, Laura K M; Mohyde, Maureen; Coughlin, Joseph; D'Ambrosio, Lisa

2008-01-01

While much of the research on aging and driving has focused on sensory and motor changes, little is known about older drivers and the actual self-regulation adjustments they employ to continue driving safely. This research looks at how older drivers have made changes to driving patterns and behaviors that have allowed them to continue to drive without compromising their perceived safety, independence, and quality of life. Nine focus groups were held with older men and women aged 58 to 89 years. Some of the major themes that emerged were the following: older adults are very aware of age-related changes to driving; they perceive that self-regulation behaviors change with age; and they view transportation alternatives as limited or nonexistent. Policy implications include developing functional transit programs for older adults and car manufacturer training workshops to educate older adults on the safety features of newly purchased automobiles.

The Feasibility of Voluntary Ignition Interlocks As a Prevention Strategy for Young Drivers : Traffic Tech

DOT National Transportation Integrated Search

2017-06-01

Motor vehicle crashes are the leading cause of death for all 15- to 20-year-olds. In 2014, there were 1,717 young drivers (15 to 20 years old) who died in motor vehicle crashes. In 2014, even though it was illegal for drivers under age 21 to operate ...

Older driver support system.

DOT National Transportation Integrated Search

2016-04-01

A significant factor impinging on older drivers ability to maintain safe and efficient mobility as : they age is the decline in behavioral, cognitive, and perceptual functions. Declines in vision, : hearing, cognitive processing, physical strength...

Impact of a graduated driver's license law on crashes involving young drivers in New York State.

PubMed

Cheng, Julius D; Schubmehl, Heidi; Kahn, Steven A; Gestring, Mark L; Sangosanya, Ayodele; Stassen, Nicole A; Bankey, Paul E

2012-08-01

Motor vehicle crashes constitute the greatest risk of injury for young adults. Graduated driver licensing (GDL) laws have been used to reduce the number of injuries and deaths in the young driver population. The New York State GDL law increased supervision of young driver and limited both time-of-day driven and number of passengers. This review examines the impact of a GDL enacted in New York in September 2003. A retrospective review of New York State administrative databases from 2001 to 2009 was performed. During this period, a state-wide GDL requirement was implemented. Database review included all reported crashes to the New York State Department of Motor Vehicles by cause and driver age as well as motor fuel tax receipts by the New York State Comptroller's Office. Motor fuel tax receipts and consumption information were used as a proxy for overall miles driven. Before 2003, drivers younger than 18 years were involved in 90 fatal crashes and 10,406 personal-injury (PI) crashes, constituting 4.49% and 3.38% of all fatal and PI crashes in New York State, respectively. By 2009, the number of fatal and PI crashes involving drivers who are younger than 18 years decreased to 44 (2.87%) and 5,246 (2.24%), respectively. Of note, the number of crashes experienced by the age group 18 years to 20 years during this period also declined, from 192 (9.59% of all fatal crashes) and 25,407 (8.24% of all PI crashes) to 135 (8.81%) and 18,114 (7.73%), respectively. Overall numbers of crashes reported remained relatively stable, between 549,000 in 2001 and 520,000 in 2009. Motor fuel use during this period also declined, but to a lesser degree ($552 million to $516 million or 6.6%). The use of a GDL law in New York State has shown a large decrease in the number of fatalities and PI crashes involving young drivers. The delay in full driver privileges from the GDL did not result in an increase in fatal or PI crashes in the next older age group.

The distraction effects of phone use during a crucial driving maneuver.

PubMed

Hancock, P A; Lesch, M; Simmons, L

2003-07-01

Forty-two licensed drivers were tested in an experiment that required them to respond to an in-vehicle phone at the same time that they were faced with making a crucial stopping decision. Using test track facilities, we also examined the influence of driver gender and driver age on these dual-task response capacities. Each driver was given task practice and then performed a first block of 24 trials, where one trial represented one circuit of the test track. Half of the trials were control conditions in which neither the stop-light was activated nor was the in-vehicle phone triggered. Four trials required only stop-light response and a further four, phone response only. The remaining four trials required the driver to complete each task simultaneously. The order of presentation of specific trials was randomized and the whole sequence was repeated in a second block giving 48 trials per driver. In-vehicle phone response also contained an embedded memory task that was evaluated at the end of each trial circuit. Results confirmed our previous observation that in the dual-task condition there was a slower response to the light change. To compensate for this slowed response, drivers subsequently brake more intensely. Most importantly, we recorded a critical 15% increase in non-response to the stop-light in the presence of the phone distraction task which equates with increased stop-light violations on the open road. These response patterns varied by driver age and driver gender. In particular, age had a large effect on task components that required speed of response to multiple, simultaneous demands. Since driving represents a highly complex and interactive environment, it is not possible to specify a simplistic relationship between these distraction effects and outcome crash patterns. However, we can conclude that such in-vehicle technologies erode performance safety margin and distract drivers from their critical primary task of vehicle control. As such it can be anticipated that a causal relation exists to collision events. This is a crucial concern for all in-vehicle device designers and for the many safety researchers and professionals seeking to reduce the adverse impacts of vehicle collisions.

Characteristics of On-Road Driving Performance of Persons With Central Vision Loss Who Use Bioptic Telescopes

PubMed Central

Wood, Joanne M.; McGwin, Gerald; Elgin, Jennifer; Searcey, Karen; Owsley, Cynthia

2013-01-01

Purpose. To compare the on-road driving performance of visually impaired drivers using bioptic telescopes with age-matched controls. Methods. Participants included 23 persons (mean age = 33 ± 12 years) with visual acuity of 20/63 to 20/200 who were legally licensed to drive through a state bioptic driving program, and 23 visually normal age-matched controls (mean age = 33 ± 12 years). On-road driving was assessed in an instrumented dual-brake vehicle along 14.6 miles of city, suburban, and controlled-access highways. Two backseat evaluators independently rated driving performance using a standardized scoring system. Vehicle control was assessed through vehicle instrumentation and video recordings used to evaluate head movements, lane-keeping, pedestrian detection, and frequency of bioptic telescope use. Results. Ninety-six percent (22/23) of bioptic drivers and 100% (23/23) of controls were rated as safe to drive by the evaluators. There were no group differences for pedestrian detection, or ratings for scanning, speed, gap judgments, braking, indicator use, or obeying signs/signals. Bioptic drivers received worse ratings than controls for lane position and steering steadiness and had lower rates of correct sign and traffic signal recognition. Bioptic drivers made significantly more right head movements, drove more often over the right-hand lane marking, and exhibited more sudden braking than controls. Conclusions. Drivers with central vision loss who are licensed to drive through a bioptic driving program can display proficient on-road driving skills. This raises questions regarding the validity of denying such drivers a license without the opportunity to train with a bioptic telescope and undergo on-road evaluation. PMID:23640044

The impact of Stereotype Threat on the simulated driving performance of older drivers.

PubMed

Joanisse, Mélanie; Gagnon, Sylvain; Voloaca, Mihnea

2013-01-01

Older drivers are perceived as being dangerous and overly cautious by other drivers. We tested the hypothesis that this negative stereotype has a direct influence on the performance of older drivers. Based on the Stereotype Threat literature, we predicted that older driving performance would be altered after exposure to a Stereotype Threat. Sixty-one older drivers aged 65 and above completed a simulated driving assessment course. Prior to testing, half of the participants were told that the objective of the study was to investigate why older adults aged 65 and above were more implicated in on-road accidents (Stereotype Threat condition) and half were showed a neutral statement. Results confirmed that exposure to the threat significantly altered driving performance. Older adults in the Stereotype Threat condition made more driving mistakes than those in the control group. Interestingly, under a Stereotype Threat condition, older adults tended to commit more speeding infractions. We also observed that domain identification (whether driving is deemed important or not) moderated the impact of the threat. Taken together, these results support recent older drivers' performance models suggesting that the interaction between individual and social factors need to be considered when examining older drivers' performance. Copyright © 2012 Elsevier Ltd. All rights reserved.

[Traffic accidents associated with emotional stress after divorce].

PubMed

Cui, Li-Juan; Yi, Xu-Fu; Chen, Xiao-Gang

2009-04-01

In recent years, the traffic accidents increased gradually, especially those caused by the drivers daily emotional abnormality and in which the drivers were liable. This article reviewed the traffic accidents caused by divorced driver's emotional abnormality, illustrated the features of those accidents from the gender, age, occupation and mileage of drivers. It was considered that the major cause of those accidents was excessive drinking due to drivers' emotional stress. Suggestions about preventing the traffic accidents caused by emotional abnormality were put forward so as to make the corresponding rules and finally decrease the emotional abnormality traffic accidents.

Release from drinking-age restrictions is associated with increases in alcohol-related motor vehicle collisions among young drivers in Canada.

PubMed

Callaghan, Russell C; Gatley, Jodi M; Sanches, Marcos; Benny, Claire; Asbridge, Mark

2016-10-01

Alcohol-related motor vehicle collisions (MVCs) are a key concern in current international debates about the effectiveness of minimum legal drinking age (MLDA) laws, but the majority of this literature is based on natural experiments involving MLDA changes occurring 2-4 decades ago. A regression-discontinuity approach was used to estimate the relation between Canadian drinking-age laws and population-based alcohol-related MVCs (n=50,233) among drivers aged 15-23years in Canada. In comparison to male drivers slightly younger than the MLDA, those just older had immediate and abrupt increases in alcohol-related MVCs of 40.6% (95% CI 25.1%-56.6%; P<0.001) in Ontario; 90.2% (95% CI 7.3%-171.2%; P=0.033) in Manitoba; 21.6% (95% CI 8.5%-35.0%; P=0.001) in British Columbia; and 27.3% (95% CI 10.9%-44.5%; P=0.001) in Alberta; but also an unexpected significant decrease in the Northwest Territories of -102.2% (95% CI -120.7%-74.9%; P<0.001). For females, release from MLDA restrictions was associated with increases in alcohol-related MVCs in Ontario [34.2% (95% CI 0.9%-68.0%; P=0.044)] and Alberta [82.2% (95% CI 41.1%-125.1%; P<0.001)]. Nationally, in comparison to male drivers slightly younger than the legislated MLDA, male drivers just older had significant increases immediately following the MLDA in alcohol-related severe MVCs [27.0% (95% CI 12.6%-41.7%, P<0.001)] and alcohol-related fatal MVCs [53.4% (95% CI 2.4%-102.9%, P=0.04)]. Release from Canadian drinking-age restrictions appears to be associated with immediate increases in alcohol-related fatal and non-fatal MVCs, especially among male drivers. Copyright © 2016. Published by Elsevier Inc.

Analyses of rear-end crashes based on classification tree models.

PubMed

Yan, Xuedong; Radwan, Essam

2006-09-01

Signalized intersections are accident-prone areas especially for rear-end crashes due to the fact that the diversity of the braking behaviors of drivers increases during the signal change. The objective of this article is to improve knowledge of the relationship between rear-end crashes occurring at signalized intersections and a series of potential traffic risk factors classified by driver characteristics, environments, and vehicle types. Based on the 2001 Florida crash database, the classification tree method and Quasi-induced exposure concept were used to perform the statistical analysis. Two binary classification tree models were developed in this study. One was used for the crash comparison between rear-end and non-rear-end to identify those specific trends of the rear-end crashes. The other was constructed for the comparison between striking vehicles/drivers (at-fault) and struck vehicles/drivers (not-at-fault) to find more complex crash pattern associated with the traffic attributes of driver, vehicle, and environment. The modeling results showed that the rear-end crashes are over-presented in the higher speed limits (45-55 mph); the rear-end crash propensity for daytime is apparently larger than nighttime; and the reduction of braking capacity due to wet and slippery road surface conditions would definitely contribute to rear-end crashes, especially at intersections with higher speed limits. The tree model segmented drivers into four homogeneous age groups: < 21 years, 21-31 years, 32-75 years, and > 75 years. The youngest driver group shows the largest crash propensity; in the 21-31 age group, the male drivers are over-involved in rear-end crashes under adverse weather conditions and the 32-75 years drivers driving large size vehicles have a larger crash propensity compared to those driving passenger vehicles. Combined with the quasi-induced exposure concept, the classification tree method is a proper statistical tool for traffic-safety analysis to investigate crash propensity. Compared to the logistic regression models, tree models have advantages for handling continuous independent variables and easily explaining the complex interaction effect with more than two independent variables. This research recommended that at signalized intersections with higher speed limits, reducing the speed limit to 40 mph efficiently contribute to a lower accident rate. Drivers involved in alcohol use may increase not only rear-end crash risk but also the driver injury severity. Education and enforcement countermeasures should focus on the driver group younger than 21 years. Further studies are suggested to compare crash risk distributions of the driver age for other main crash types to seek corresponding traffic countermeasures.

The relationship of alcohol safety laws to drinking drivers in fatal crashes.

PubMed

Voas, R B; Tippetts, A S; Fell, J

2000-07-01

This paper presents an analysis of the relationships between the passage of key alcohol safety laws and the number of drinking drivers in fatal crashes. The study evaluated three major alcohol safety laws--administrative license revocation laws, 0.10 illegal per se, and 0.08 illegal per se laws--on the proportion of drinking drivers in fatal crashes. Drivers aged 21 and older in fatal crashes at two BAC levels--0.01-0.09 and 0.10 or greater--were considered separately. Drivers under age 21 were not included because they are affected by the Minimum Legal Drinking Age (MLDA) law. This study used data on drinking drivers in fatal crashes from the Fatality Analysis Reporting System (FARS) covering 16 years (1982-1997) for all 50 states and the District of Columbia. Also included in the study were such variables as per capita alcohol consumption and annual vehicle miles traveled (VMT), which could affect the number of alcohol-related crashes. The results indicate that each of the three laws had a significant relationship to the downward trend in alcohol-related fatal crashes in the United States over that period. This paper points out that this long-term trend is not the product of a single law. Instead, it is the result of the growing impact of several laws over time plus the affect of some factors not included in the model tested (such as the increasing use of sobriety checkpoints and the media's attention to the drinking-and-driving problem).

Can Youth with Autism Spectrum Disorder Use Virtual Reality Driving Simulation Training to Evaluate and Improve Driving Performance? An Exploratory Study.

PubMed

Cox, Daniel J; Brown, Timothy; Ross, Veerle; Moncrief, Matthew; Schmitt, Rose; Gaffney, Gary; Reeve, Ron

2017-08-01

Investigate how novice drivers with autism spectrum disorder (ASD) differ from experienced drivers and whether virtual reality driving simulation training (VRDST) improves ASD driving performance. 51 novice ASD drivers (mean age 17.96 years, 78% male) were randomized to routine training (RT) or one of three types of VRDST (8-12 sessions). All participants followed DMV behind-the-wheel training guidelines for earning a driver's license. Participants were assessed pre- and post-training for driving-specific executive function (EF) abilities and tactical driving skills. ASD drivers showed worse baseline EF and driving skills than experienced drivers. At post-assessment, VRDST significantly improved driving and EF performance over RT. This study demonstrated feasibility and potential efficacy of VRDST for novice ASD drivers.

Motor Vehicle Crash Risk Among Adolescents and Young Adults With Attention-Deficit/Hyperactivity Disorder.

PubMed

Curry, Allison E; Metzger, Kristina B; Pfeiffer, Melissa R; Elliott, Michael R; Winston, Flaura K; Power, Thomas J

2017-08-01

Attention-deficit/hyperactivity disorder (ADHD) often persists into adolescence, when motor vehicle crash risk peaks. We know little about when adolescents with ADHD get licensed and, once they do, the extent to which they have increased crash risk compared with adolescents without ADHD. To examine the association between ADHD and both driver licensing and crash involvement and whether it varies by sex, licensing age, and/or being prescribed ADHD medication at licensure. This retrospective cohort study was conducted at 6 primary care practices of the Children's Hospital of Philadelphia, a large pediatric health care network in southeastern Pennsylvania and southern New Jersey. Using electronic health records, we defined a cohort of 2479 adolescents and young adults with ADHD and 15 865 without ADHD who were (1) born from 1987 to 1997; (2) residents of New Jersey and patients at 1 of 6 New Jersey primary care practices at age 12 years or older; and (3) age-eligible to obtain a driver's license from 2004 through 2014. Electronic health records data were then linked with New Jersey's statewide driver licensing and crash databases for 2004 through 2014. Acquisition of a driver's license and first involvement as a driver in a police-reported crash. Survival analysis was used to estimate adjusted hazard ratios for licensing and crash outcomes through age 25 years. The median age of individuals at the end of the study was 22.2 years (interquartile range, 19.7-24.8). Compared with individuals without ADHD, the licensing probability of individuals with ADHD 6 months after eligibility was 35% lower (for males: adjusted hazard ratio, 0.65; 95% CI, 0.61-0.70; females: adjusted hazard ratio, 0.64; 95% CI, 0.58-0.70). Among individuals with a driver's license, 764 of 1785 with ADHD (42.8%) and 4715 of 13 221 without ADHD (35.7%) crashed during the study period. The adjusted risk for first crash among licensed drivers with ADHD was 1.36 times higher than for those without ADHD (95% CI, 1.25-1.48) and did not vary by sex, licensing age, or over time. Only 129 individuals with ADHD (12.1%) were prescribed medication in the 30 days before licensure. Adolescents with ADHD get licensed less often and at an older age. Once licensed, this cohort has a greater risk of crashing. Additional research is needed to understand the specific mechanisms by which ADHD influences crash risk.

Effect of Range Training: Comparison of Road Test Scores for Driver Education Students.

ERIC Educational Resources Information Center

Council, Forrest M.; And Others

The study compared the driver licensing test performance of two groups of driver education students: those involved in North Carolina's multi-vehicle range program and students in the "30 and 6" program (30 hours of class instruction and six hours of "behind the whell" instruction). It evaluated the performance of 3,049 applicants (all aged 16 and…

Children in fatal crashes: driver blood alcohol concentration and demographics of child passengers and their drivers.

PubMed

Voas, Robert B; Fisher, Deborah A; Tippetts, A Scott

2002-11-01

This study examines whether differences in two risk factors for crash-related injury for children-riding with a drinking driver and failure to use restraints-are related to various driver characteristics such as age, gender, ethnicity and drinking. Data on driver blood alcohol concentration (BAC), use of restraints and certain demographics were drawn from the Fatality Analysis Reporting System. Ethnicity data came from the Multiple Cause of Death File and socioeconomic information from the US Census. The use of restraints by child passengers and the drinking of alcohol by adult drivers are examined as a function of age, gender and membership of five racial/ethnic groups: White American, Black American, Native American, Asian/Pacific Islander American and Hispanic American. This study covers 160,770 drivers and 12,266 children younger than 16 years killed in motor vehicle crashes from January 1,1990 to December 31,1996. As might be expected, analyses of fatally injured drivers showed that, compared with men, women were more likely to be accompanied by children at the time of their crash, but those children were more likely to be restrained than if travelling with men. Drivers who had been drinking at the time of their crash were less likely to be transporting children and those children were less likely to be restrained. Analyses of killed children indicated that some ethnic groups, compared with White drivers, were more likely to be BAC-positive and children were less likely to be restrained. These findings underscore the continuing need to understand cultural factors in traffic safety and develop and disseminate culturally appropriate education programs.

Impact of Georgia's teenage and adult driver responsibility act: 15-year follow-up.

PubMed

Thompson, Nancy J; McGee, Robin E; Feng, Jia

2016-01-01

This study was designed to investigate the 15-year impact of Georgia's graduated drivers' licensing (GDL) law, the "Teenage and Adult Driver Responsibility Act" (TADRA), on fatality crashes among young drivers. Fatality Analysis Reporting System (FARS) data for Georgia and Census denominators were used to determine fatal crash rates (FCRs) of drivers ages 16 through 19 who passed through the Georgia GDL system during the 5.5 years prior to through 15.5 years after TADRA's implementation. FCRs of younger drivers were compared to those of drivers ages 20-54 and 55-75 and compared by gender. Attention was given to speeding- and alcohol-related crashes, 2 foci of TADRA. The decline in FCRs has been maintained and even increased through 15.5 years after passage of the law. Extending the curfew and further limiting passengers (passed in 2001) and driver's education and supervised driving requirements (added in 2007) may have contributed. The greatest declines were among 16- and 17-year-olds; most of the gains were among male drivers. The changes were greatest for alcohol- and speeding-related crashes. Those 18 and 19 years old did not demonstrate an increase in FCR over the period studied. Georgia's graduated licensing law, TADRA, has maintained and in some instances increased in effectiveness over the 15.5 years since its inception. Though national research suggests that GDL laws are associated with increased crash rates among 18- to 19-year-old drivers, this has not occurred in Georgia; 18- and 19-year-olds demonstrated no change or reductions in FCR over the 20.5-year period evaluated. Declines were greatest for those driving behaviors targeted by the law.

Prevalence and characteristics of road traffic injuries among young drivers in Oman, 2009-2011.

PubMed

Al Reesi, Hamed; Al Maniri, Abdullah; Adawi, Samir Al; Davey, Jeremy; Armstrong, Kerry; Edwards, Jason

2016-07-03

Studies from different parts of the world have indicated that the impact of road traffic incidents disproportionally affects young adults. Few known studies have been forthcoming from Arabian Gulf countries. Within Oman, a high proportion of the population is under the age of 20. Coupled with the drastic increase in motorization in recent years, there is a need to understand the state of road safety among young people in Oman. The current research aimed to explore the prevalence and characteristics of road traffic injuries among young drivers aged 17-25 years. Crash data from 2009 to 2011 were extracted from the Directorate General of Traffic, Royal Oman Police (ROP) database in Oman. The data were analyzed to explore the impact of road crashes on young people (17-25 years), the characteristics of young driver crashes, and how these differ from older drivers and to identify key predictors of fatalities in young driver crashes. Overall, young people were overrepresented in injuries and fatalities within the sample time period. Though it is true that many young people in crashes were driving at the time, it was also evident that young people were often victims in a crash caused by someone else. Thus, to reduce the impact of road crashes on young people, there is a need to generally address road safety within Oman. When young drivers were involved in crashes they were predominantly male. The types of crashes these drivers have can be broadly attributed to risk taking and inexperience. Speeding and nighttime driving were the key risk factors for fatalities. The results highlight the need to address young driver safety in Oman. From these findings, the introduction of a graduated driver licensing system with nighttime driving restrictions could significantly improve young driver safety.

Impact of gender, organized athletics, and video gaming on driving skills in novice drivers

PubMed Central

Miller, Gregory A.

2018-01-01

Given that novice drivers tend to be young, and teenagers and young adult drivers are involved in the greatest number of accidents, it is important that we understand what factors impact the driving skills of this population of drivers. The primary aim of the present study was to understand the impact of gender, organized athletics, and video gaming on driving skills of novice drivers under real-world driving conditions. Novice driving students having less than five hours driving experience previous to a normal driving lesson were evaluated on their self-confidence (self-reported) prior to the lesson and driving skill evaluated by their instructor during the course of the lesson. Information was collected about gender, age, whether or not the students were involved in organized athletics, and the extent of their video game playing. There was no impact of gender or extent of video game playing on driving skills. Females were significantly less self-confident with driving than males, but this did not translate to gender differences in driving skills. Being involved in organized athletics—either currently or in the past—significantly enhanced driving skills in both females and males. Finally, novice drivers’ age was negatively correlated with driving skills. That is, younger novice drivers (especially males) had better driving skills than older novice drivers. This is counter to popular belief that young drivers lack technical driving skills because they have less experience behind the wheel. Based on the results of the current study, we hypothesize that the relatively high accident rate of younger drivers (especially male drivers) is most likely due to inattention to safety considerations rather than lack of technical driving ability. PMID:29364957

Does attention capacity moderate the effect of driver distraction in older drivers?

PubMed

Cuenen, Ariane; Jongen, Ellen M M; Brijs, Tom; Brijs, Kris; Lutin, Mark; Van Vlierden, Karin; Wets, Geert

2015-04-01

With age, a decline in attention capacity may occur and this may impact driving performance especially while distracted. Although the effect of distraction on driving performance of older drivers has been investigated, the moderating effect of attention capacity on driving performance during distraction has not been investigated yet. Therefore, the aim was to investigate whether attention capacity has a moderating effect on older drivers' driving performance during visual distraction (experiment 1) and cognitive distraction (experiment 2). In a fixed-based driving simulator, older drivers completed a driving task without and with visual distraction (experiment 1, N=17, mean age 78 years) or cognitive distraction (experiment 2, N=35, mean age 76 years). Several specific driving measures of varying complexity (i.e., speed, lane keeping, following distance, braking behavior, and crashes) were investigated. In addition to these objective driving measures, subjective measures of workload and driving performance were also included. In experiment 1, crash occurrence increased with visual distraction and was negatively related to attention capacity. In experiment 2, complete stops at stop signs decreased, initiation of braking at pedestrian crossings was later, and crash occurrence increased with cognitive distraction. Interestingly, for a measure of lane keeping (i.e., standard deviation of lateral lane position (SDLP)), effects of both types of distraction were moderated by attention capacity. Despite the decrease of driving performance with distraction, participants estimated their driving performance during distraction as good. These results imply that attention capacity is important for driving. Driver assessment and training programs might therefore focus on attention capacity. Nonetheless, it is crucial to eliminate driver distraction as much as possible given the deterioration of performance on several driving measures in those with low and high attention capacity. Copyright © 2015 Elsevier Ltd. All rights reserved.

Evidence of Human Induce Factors in Automotive Crashes in Nigeria

PubMed Central

Abidemi, Awopeju K.

2013-01-01

Nigeria is one of the countries in Africa highly affected by automotive crashes which led to establishment of Federal Road Safety Corps (FRSC). The organization fought and is fighting against reckless driving in the country to prevent loss of life through automotive crashes. The record of the organization and the Statistical investigation of the researcher reveal that most of the crashes were due to human error such as alcoholism, inexperience and peer influence on the high-way. The data for the research was collected from published report of FRSC 2012 and analyzed using chi-square dependency test and charts due to the nature of the presentation. Ratios were used to determine Number of people killed per Road Total Crashes (RTC), Casualty per RTC and RTC severity Index from 2007 to 2010 in the country. Among the human induced factors, it was discovered that most of the drivers involved in road crashes were drunk during the period and the years of experience play major role in the automotive crashes as drivers with less than 2years of experience were more involved than the other groups. In the consideration of life style of drivers involve in road crashes, it was discovered that drivers with less than 30years of age are vulnerable to road crashes than drivers with ages higher than 30years. Among the findings, the most common automobile in Nigeria road crashes is commercial buses in the years considered. It was recommended that proper and adequate training should be given to drivers on the high-way to prevent injuries and loss of life. Alcoholism should be discouraged in totality and age of obtaining drivers license could be increased in developing countries such as Nigeria. PMID:24406969

Improved self-confidence was a mechanism of action in two geriatric trials evaluating physical interventions.

PubMed

Peduzzi, Peter; Guo, Zhenchao; Marottoli, Richard A; Gill, Thomas M; Araujo, Katy; Allore, Heather G

2007-01-01

To evaluate the mechanisms of action in two successful geriatric clinical trials that tested multicomponent physical conditioning programs and to determine whether the pathways for overall benefit were through improvement in physical ability and/or self-confidence. PREHAB and DRIVER were conducted by the Yale Pepper Center. PREHAB participants received an individualized program that focused on the impairments present (standardly tailored design); DRIVER participants received the entire intervention (global design). PREHAB enrolled 188 community-living persons, aged 75 years or older, who were physically frail but ambulatory; DRIVER enrolled 178 drivers aged 70 years or older with physical impairments associated with poor driving performance. The primary outcome for PREHAB was a disability score and for DRIVER it was a driving score; potential mediators were measures of physical ability and self-confidence. In PREHAB, pathways for the intervention were established through improvement in physical ability and self-confidence. In DRIVER, there was some evidence for a pathway through improved driving self-confidence but not through physical ability; however, the intervention effect was largely unexplained. Multicomponent physical interventions may operate through psychological mechanisms, and these mechanisms should be anticipated in trial designs so that the component effects can be suitably evaluated.

Study on mobile phone use while driving in a sample of Iranian drivers.

PubMed

Arvin, Ramin; Khademi, Mostafa; Razi-Ardakani, Hesamoddin

2017-06-01

The use of cell phone is a significant source of driver distraction. Phone use while driving can impair a number of factors critical for safe driving which can cause serious traffic safety problems. The objective of this paper was to investigate the frequency of using cell phones while driving in Iran's roads through an observational survey with a random sample of drivers, to recognize contributing factors to cell phone usage and to understand the magnitude of the problem. A total of 1794 observations were collected from 12 sites at controlled intersections, entrance and exit points of highways. The cell phone use rate among drivers (talking or texting) was estimated at 10% which is significantly higher than that in other countries such as Australia, USA and Canada. Rate of cell phone use among younger drivers (14.15%) was higher in comparison with other groups. In order to identify factors affecting cell phone use while driving, a binary logit model is estimated. Variables which significantly contribute to the rate of using cell phone were found to be the age of driver, number of passengers, presence of kids under the age of 8, time of observation, vehicle price and type of car.

High-risk behaviors and experiences with traffic law among night drivers in Curitiba, Brazil.

PubMed

Ulinski, Sandra L; Moysés, Simone T; Werneck, Renata I; Moysés, Samuel J

2016-01-08

To explore high-risk behaviors and experiences with traffic law among night drivers in Curitiba, Brazil. Data from 398 drivers on sociodemographic parameters, high-risk behaviors, experiences with traffic law, and traffic law violations were collected through interviews conducted at sobriety checkpoints. Exploratory-descriptive and analytical statistics were used. The mean age of the participants was 32.6±11.2 years (range, 18 to 75 years). Half of the drivers reported having driven after drinking in the last year, predominantly single men aged 18 to 29 years who drive cars and drink alcohol frequently. Only 55% of the drivers who had driven after drinking in the last year self-reported some concern about being detected in a police operation. A significant association was found between sociodemographic variables and behavior, which can help tailor public interventions to a specific group of drivers: young men who exhibit high-risk behaviors in traffic, such as driving after drinking alcohol, some of whom report heavy alcohol consumption. This group represents a challenge for educational and enforcement interventions, particularly because they admit to violating current laws and have a low perception of punishment due to the low risk of being detected by the police.

Prevalence of cardiometabolic risk factors among professional male long-distance bus drivers in Lagos, south-west Nigeria: a cross-sectional study.

PubMed

Amadi, Casmir E; Grove, Tim P; Mbakwem, Amam C; Ozoh, Obianuju B; Kushimo, Oyewole A; Wood, David A; Akinkunmi, Michael

Professional drivers are known to be at high risk of cardiovascular disease (CVD). This study was carried out to highlight these risk factors and their predictors among male long-distance professional bus drivers in Lagos, south-west Nigeria, with a view to improving health awareness in this group. Socio-demographic data, anthropometric indices, blood pressure, fasting plasma blood glucose levels and lipid and physical activity profiles of 293 drivers were measured. Mean age of the study population was 48 ± 9.7 years; 71.0 and 19.5% of the drivers used alcohol and were smokers, respectively; and 50.9% were physically inactive. The prevalence of overweight and obesity was 41.7 and 21.1%, respectively, while 39.7 and 13.9% were hypertensive and diabetic, respectively. Ninety (31.3%) subjects had impaired fasting glucose levels while 56.3% had dyslipidaemia. Predictors of hypertension were age and body mass index (BMI). BMI only was a predictor of abnormal glucose profile. Professional male long-distance bus drivers in this study showed a high prevalence of a cluster of risk factors for CVD.

Evaluating public education messages aimed at monitoring and responding to social interactive technology on smartphones among young drivers.

PubMed

Gauld, Cassandra S; Lewis, Ioni; White, Katherine M; Fleiter, Judy J; Watson, Barry

2017-07-01

Young drivers are more likely than any other age group to access social interactive technology (e.g., Facebook, E-mail) on a smartphone while driving. The current study formed part of a larger investigation and was guided by The Step Approach to Message Design and Testing (SatMDT) to evaluate the relative effectiveness of three different public education messages aimed at reducing smartphone use among young drivers. The messages were each adapted to the specific behaviours of monitoring/reading and responding to social interactive technology on smartphones. Participants (n=288; 199F, 89M) were drivers aged 17-25 years who resided in the Australian state of Queensland. Message acceptance (i.e., intention and effectiveness) and message rejection were both assessed using a self-report survey. Multivariate analyses found that, overall, the messages targeting monitoring/reading behaviour were considered more effective than those targeting responding behaviour. The message that challenged the underlying motivation that believing you are a good driver makes it easier to monitor/read social interactive technology while driving was considered particularly effective by young male drivers. Copyright © 2017 Elsevier Ltd. All rights reserved.

Toyota drivers' experiences with Dynamic Radar Cruise Control, Pre-Collision System, and Lane-Keeping Assist.

PubMed

Eichelberger, Angela H; McCartt, Anne T

2016-02-01

Advanced crash avoidance and driver assistance technologies potentially can prevent or mitigate many crashes. Previous surveys with drivers have found favorable opinions for many advanced technologies; however, these surveys are not necessarily representative of all drivers or all systems. As the technologies spread throughout the vehicle fleet, it is important to continue studying driver acceptance and use of them. This study focused on 2010-2013 Toyota Sienna and Prius models that were equipped with adaptive cruise control, forward collision avoidance, and lane departure warning and prevention (Prius models only). Telephone interviews were conducted in summer 2013 with 183 owners of vehicles with these technologies. About 9 in 10 respondents wanted adaptive cruise control and forward collision avoidance on their next vehicle, and 71% wanted lane departure warning/prevention again. Males and females reported some differences in their experiences with the systems; for example, males were more likely to have turned on lane departure warning/prevention than females, and when using this system, males reported more frequent warnings than did females. Relative to older drivers, drivers age 40 and younger were more likely to have seen or heard a forward collision warning. Consistent with the results in previous surveys of owners of luxury vehicles, the present survey found that driver acceptance of the technologies was high, although less so for lane departure warning/prevention. Experiences with the Toyota systems differed by driver age and gender to a greater degree than in previous surveys, suggesting that the responses of drivers may begin to differ as crash avoidance technology becomes available on a wider variety of vehicles. Crash avoidance technologies potentially can prevent or mitigate many crashes, but their success depends in part on driver acceptance. These systems will be effective only to the extent that drivers use them. Copyright © 2015 Elsevier Ltd and National Safety Council. All rights reserved.

Prediction of vehicle crashes by drivers' characteristics and past traffic violations in Korea using a zero-inflated negative binomial model.

PubMed

Kim, Dae-Hwan; Ramjan, Lucie M; Mak, Kwok-Kei

2016-01-01

Traffic safety is a significant public health challenge, and vehicle crashes account for the majority of injuries. This study aims to identify whether drivers' characteristics and past traffic violations may predict vehicle crashes in Korea. A total of 500,000 drivers were randomly selected from the 11.6 million driver records of the Ministry of Land, Transport and Maritime Affairs in Korea. Records of traffic crashes were obtained from the archives of the Korea Insurance Development Institute. After matching the past violation history for the period 2004-2005 with the number of crashes in year 2006, a total of 488,139 observations were used for the analysis. Zero-inflated negative binomial model was used to determine the incident risk ratio (IRR) of vehicle crashes by past violations of individual drivers. The included covariates were driver's age, gender, district of residence, vehicle choice, and driving experience. Drivers violating (1) a hit-and-run or drunk driving regulation at least once and (2) a signal, central line, or speed regulation more than once had a higher risk of a vehicle crash with respective IRRs of 1.06 and 1.15. Furthermore, female gender, a younger age, fewer years of driving experience, and middle-sized vehicles were all significantly associated with a higher likelihood of vehicle crashes. Drivers' demographic characteristics and past traffic violations could predict vehicle crashes in Korea. Greater resources should be assigned to the provision of traffic safety education programs for the high-risk driver groups.

Driver education and teen crashes and traffic violations in the first two years of driving in a graduated licensing system.

PubMed

Shell, Duane F; Newman, Ian M; Córdova-Cazar, Ana Lucía; Heese, Jill M

2015-09-01

Our primary research question was whether teens obtaining their intermediate-level provisional operators permit (POP) in a graduated driver licensing (GDL) environment through driver education differed in crashes and traffic violations from teens who obtained their POP by completing a supervised driving certification log without taking driver education. A descriptive epidemiological study examining a census of all teen drivers in Nebraska (151,880 teens, 48.6% girls, 51.4% boys) during an eight year period from 2003 to 2010 was conducted. The driver education cohort had significantly fewer crashes, injury or fatal crashes, violations, and alcohol-related violations than the certification log cohort in both years one and two of driving following receipt of the POP. Hierarchical logistic regression was conducted, controlling for gender, race/ethnicity, median household income, urban-rural residence, and age receiving the POP. In both year one and two of driving, teens in the certification log cohort had higher odds of a crash, injury or fatal crash, violation, or alcohol-related violation. Findings support that relative to a supervised driving certification log approach, teens taking driver education are less likely to be involved in crashes or to receive a traffic violation during their first two years of driving in an intermediate stage in a graduated driver licensing system. Because teen crash and fatality rates are highest at ages 16-18, these reductions are especially meaningful. Driver education appears to make a difference in teen traffic outcomes at a time when risk is highest. Copyright © 2015 The Authors. Published by Elsevier Ltd.. All rights reserved.

Quantitative assessment of driving performance in Parkinson's disease

PubMed Central

Wood, J; Worringham, C; Kerr, G; Mallon, K; Silburn, P

2005-01-01

Objectives: The primary aim of this study was to determine how Parkinson's disease (PD) affects driving performance. It also examined whether changes in driver safety were related to specific clinical disease markers or an individual's self rating of driving ability. Methods: The driving performance of 25 patients with idiopathic PD and 21 age matched controls was assessed on a standardised open road route by an occupational therapist and driving instructor, to provide overall safety ratings and specific driving error scores. Results: The drivers with PD were rated as significantly less safe (p<0.05) than controls, and more than half of the drivers with PD would not have passed a state based driving test. The driver safety ratings were more strongly related to disease duration (r = –0.60) than to their on time Unified Parkinson's Disease Rating Scale (r = –0.24). Drivers with PD made significantly more errors than the control group during manoeuvres that involved changing lanes and lane keeping, monitoring their blind spot, reversing, car parking, and traffic light controlled intersections. The driving instructor also had to intervene to avoid an incident significantly more often for drivers with PD than for controls. Interestingly, driver safety ratings were unrelated to an individual's rating of their own driving performance, and this was the case for all participants. Conclusions: As a group, drivers with PD are less safe to drive than age matched controls. Standard clinical markers cannot reliably predict driver safety. Further studies are required to ascertain whether the identified driving difficulties can be ameliorated. PMID:15654027

Drinking and Driving in the United States: Comparing Results from the 2007 and 1996 National Roadside Surveys

PubMed Central

Kelley-Baker, Tara; Lacey, John H.; Voas, Robert B.; Romano, Eduardo; Yao, Jie; Berning, Amy

2013-01-01

Objectives The objectives of this study were to (a) use data from the 2007 National Roadside Survey (NRS) to determine the characteristics of weekend nighttime drivers with positive blood alcohol concentrations (BACs) on U.S. roads in 2007; (b) determine the relationship of the driving environment and trip characteristics associated with drinking drivers; and (c) compare the findings for the 2007 NRS with those for the 1996 NRS. Methods Like the 1996 NRS, the 2007 NRS used a stratified random national roadside survey sample of the contiguous 48 states and collected nighttime data on Fridays and Saturdays between 10 PM and 3 AM. Officers directed 8,384 drivers into off-road parking areas where our research team asked them to participate in the survey. Results Of those approached, 7,159 (85.4%) provided a breath test. Results revealed that 12% of the nighttime drivers had positive BACs, and of those, 2% were higher than the .08 BAC illegal limit in the United States. Since the 1996 NRS, we found significant reductions in the percentage of BAC-positive drivers across different demographic groups. Age was among the most significant factors associated with a weekend driver having a positive BAC. The probability that a driver would be drinking peaked in the 21- to 25-year-old age group. Male drivers were more likely than female drivers to be drinking, and Asian and Hispanic drivers were less likely than White drivers to be drinking. Drinking drivers were more likely to be driving short distances (5 or fewer miles), late at night (between 1 and 3 AM), and to be coming from a bar or restaurant. Finally, 26% of the drivers who reported that they would drive less than 5 miles on the night of the survey had positive BACs, compared to only 16% who indicated they would drive between 6 and 20 miles and 10% who planned to drive more than 20 miles. Conclusions The 2007 NRS provides another benchmark in the four-decade record of drinking drivers on American roads and provides a basis for measuring progress in combating driving under the influence during the coming decade. PMID:23343019

Risky behavior of drivers of motorized two wheeled vehicles in India.

PubMed

Dandona, Rakhi; Kumar, G Anil; Dandona, Lalit

2006-01-01

Motorized two-wheeled vehicles (MTV) account for a large proportion of road traffic in India and the riders of these vehicles have a high risk of road traffic injuries. We report on the availability of drivers licenses, use of a helmet, driver behavior, and condition of vehicles for MTV drivers in Hyderabad, a city in India Drivers of a MTV aged >16 years were interviewed at petrol filling stations There were 4,183 MTV drivers who participated in the study. Four hundred sixty one (11%; 95% CI 9.7-12.3%) drivers had not obtained a drivers license and 798 (21.4%) had obtained a license without taking the mandatory driving test. Two thousand nine hundred twenty (69.8%; 95% CI 67.9-71.7%) drivers reported no/very occasional use of a helmet, the significant predictors of which included that those driving borrowed a MTV (odds ratio 7.90; 95% CI 3.40-18.40) or driving moped/scooterette/scooter as compared with motorcycle (3.32; 2.76-3.98), lower education (3.10; 2.66-3.61), age >45 years (2.41; 1.63-3.57), and males (1.57; 1.16-2.13). Two thousand five hundred and eight (59.9%) drivers reported committing a traffic law violation at least once within the last 3 months. Overall, 1,222 (29.2%) drivers reported ever being caught by traffic police for a traffic law violation with data on violations available for 1,205 of these drivers, of whom 680 (56.4%) paid a fine, 310 (25.7%) paid by bribe, and 215 (17.8%) made no payment. The proportion of those who did not make payment for committed violation was significantly higher among females (46.8%) than males (16.3%). Two thousand fifty two (49%) of all MTVs had no rearview mirror These data suggest the need to enact and enforce policy interventions for improving the drivers license system, mandatory use of a helmet, effective traffic law enforcement, and ensuring good vehicle condition to reduce the risk factors that potentially contribute to mortality and morbidity in road traffic crashes in MTV drivers in Indian cities.

Dementia and driving.

PubMed

O'Neill, D; Neubauer, K; Boyle, M; Gerrard, J; Surmon, D; Wilcock, G K

1992-04-01

Many European countries test cars, but not their drivers, as they age. There is evidence to suggest that human factors are more important than vehicular factors as causes of motor crashes. The elderly also are involved in more accidents per distance travelled than middle-aged drivers. As the UK relies on self-certification of health by drivers over the age of 70 years, we examined the driving practices of patients with dementia attending a Memory Clinic. Nearly one-fifth of 329 patients with documented dementia continued to drive after the onset of dementia, and impaired driving ability was noted in two-thirds of these. Their families experienced great difficulty in persuading patients to stop driving, and had to invoke outside help in many cases. Neuropsychological tests did not help to identify those who drove badly while activity of daily living scores were related to driving ability. These findings suggest that many patients with dementia drive in an unsafe fashion after the onset of the illness. The present system of self-certification of health by the elderly for driver-licensing purposes needs to be reassessed.

Dementia and driving.

PubMed Central

O'Neill, D; Neubauer, K; Boyle, M; Gerrard, J; Surmon, D; Wilcock, G K

1992-01-01

Many European countries test cars, but not their drivers, as they age. There is evidence to suggest that human factors are more important than vehicular factors as causes of motor crashes. The elderly also are involved in more accidents per distance travelled than middle-aged drivers. As the UK relies on self-certification of health by drivers over the age of 70 years, we examined the driving practices of patients with dementia attending a Memory Clinic. Nearly one-fifth of 329 patients with documented dementia continued to drive after the onset of dementia, and impaired driving ability was noted in two-thirds of these. Their families experienced great difficulty in persuading patients to stop driving, and had to invoke outside help in many cases. Neuropsychological tests did not help to identify those who drove badly while activity of daily living scores were related to driving ability. These findings suggest that many patients with dementia drive in an unsafe fashion after the onset of the illness. The present system of self-certification of health by the elderly for driver-licensing purposes needs to be reassessed. PMID:1433058

Use and misuse of automobile child restraint devices.

PubMed

Margolis, L H; Wagenaar, A C; Molnar, L J

1992-03-01

To determine demographic, social, and behavioral characteristics that are associated with correct child restraint device (CRD) use. Cross-sectional. Fast-food restaurant parking lots in southeastern Michigan. Children younger than age 4 years and their drivers. Consecutive sample. None. Seven hundred seventeen child passengers were observed for 11 dimensions of CRD use and 661 of their drivers were interviewed. Three hundred ninety-four (55%) of the children were in CRDs, but 248 (63%) of those children were incorrectly restrained. A 43-point misuse index was constructed based on scores assigned for different types of misuse. Seven variables (ie, age of child, race of parent, driver as a parent, days driving, number of occupants, perceived comfort of CRDs, and belief that the social norm supports CRD use) were highly predictive of CRD use. In contrast, only three factors (ie, age of child, education of the driver, and knowledge of the CRD law) were minimally predictive of correct use. Since correct use of CRDs represents such a complex behavior, the best strategy to address the widespread problem of CRD use may be through the design of less complicated CRDs.

Nighttime driving and fatal crash involvement of teenagers.

PubMed

Williams, A F

1985-02-01

Data from the 1977 National Personal Transportation Survey and from the Fatal Accident Reporting System were used to compute mileage-based fatal crash involvement rates of drivers, by age, sex, and time of day. Teenagers drive less than older drivers but do more of their driving at night. They have much higher numbers of drivers in fatal crashes based on miles driven than do older drivers; their nighttime rates are particularly high. Sixteen year olds, especially males, have by far the highest fatal crash rates per mile, both nighttime and daytime. More widespread adoption of driving curfew laws would very likely produce substantial reductions in fatalities involving 16 yr old drivers.

Promoting driving safety for teens and adults.

PubMed

Wilson, D; Molloy-Martinez, T

1989-10-01

Traffic accidents are a major cause of death and disability, accounting for significant numbers of brain injuries. The purpose of this article is to discuss those conditions that can affect driver safety. The role of the nurse practitioner in primary prevention involves assessing the health status of drivers, including risk-taking behavior, age-related factors, use of alcohol and medications, and chronic illnesses and physical conditions that can result in driver impairment. Interventions can include patient education, anticipatory guidance, role-playing, referral for skill-building or driver evaluation, and reporting potentially unsafe drivers in keeping with state guidelines. Practitioner involvement in grass-roots community groups is encouraged.

What vehicle features are considered important when buying an automobile? An examination of driver preferences by age and gender.

PubMed

Vrkljan, Brenda H; Anaby, Dana

2011-02-01

Certain vehicle features can help drivers avoid collisions and/or protect occupants in the event of a crash, and therefore, might play an important role when deciding which vehicle to purchase. The objective of this study was to examine the importance attributed to key vehicle features (including safety) that drivers consider when buying a car and its association with age and gender. A sample of 2,002 Canadian drivers aged 18 years and older completed a survey that asked them to rank the importance of eight vehicle features if they were to purchase a vehicle (storage, mileage, safety, price, comfort, performance, design, and reliability). ANOVA tests were performed to: (a) determine if there were differences in the level of importance between features and; (b) examine the effect of age and gender on the importance attributed to these features. Of the features examined, safety and reliability were the most highly rated in terms of importance, whereas design and performance had the lowest rating. Differences in safety and performance across age groups were dependent on gender. This effect was most evident in the youngest and oldest age groups. Safety and reliability were considered the most important features. Age and gender play a significant role in explaining the importance of certain features. Targeted efforts for translating safety-related information to the youngest and oldest consumers should be emphasized due to their high collision, injury, and fatality rates. Copyright © 2011 National Safety Council and Elsevier Ltd. All rights reserved.

Use of age-period-cohort models to estimate effects of vehicle age, year of crash and year of vehicle manufacture on driver injury and fatality rates in single vehicle crashes in New South Wales, 2003-2010.

PubMed

Anderson, R W G; Searson, D J

2015-02-01

A novel application of age-period-cohort methods are used to explain changes in vehicle based crash rates in New South Wales, Australia over the period 2003-2010. Models are developed using vehicle age, crash period and vehicle cohort to explain changes in the rate of single vehicle driver fatalities and injuries in vehicles less than 13 years of age. Large declines in risk are associated with vehicle cohorts built after about 1996. The decline in risk appears to have accelerated to 12 percent per vehicle cohort year for cohorts since 2004. Within each cohort, the risk of crashing appears to be a minimum at two years of age and increases as the vehicle ages beyond this. Period effects (i.e., other road safety measures) between 2003 and 2010 appear to have contributed to declines of up to about two percent per annum to the driver-fatality single vehicle crash rate, and possibly only negligible improvements to the driver-injury single vehicle crash rate. Vehicle improvements appear to have been responsible for a decline in per-vehicle crash risk of at least three percent per calendar year for both severity levels over the same period. Given the decline in risk associated with more recent vehicle cohorts and the dynamics of fleet turnover, continued declines in per-vehicle crash risk over coming years are almost certain. Copyright © 2014. Published by Elsevier Ltd.

Can Youth with Autism Spectrum Disorder Use Virtual Reality Driving Simulation Training to Evaluate and Improve Driving Performance? An Exploratory Study

ERIC Educational Resources Information Center

Cox, Daniel J.; Brown, Timothy; Ross, Veerle; Moncrief, Matthew; Schmitt, Rose; Gaffney, Gary; Reeve, Ron

2017-01-01

Investigate how novice drivers with autism spectrum disorder (ASD) differ from experienced drivers and whether virtual reality driving simulation training (VRDST) improves ASD driving performance. 51 novice ASD drivers (mean age 17.96 years, 78% male) were randomized to routine training (RT) or one of three types of VRDST (8-12 sessions). All…

The Trail-making Test B and driver screening in the emergency department.

PubMed

Betz, Marian E; Fisher, Jonathan

2009-10-01

Emergency departments (EDs) rarely screen for older driving safety. The Trail-Making Test B (TMT-B) is a neuropsychological test that may predict ability to drive. We sought to examine the driving patterns of older ED patients and the feasibility of screening patients in the ED using the TMT-B. At a single ED at a tertiary care center, we administered the TMT-B and a survey of health status and driving habits to a convenience sample of adult (age 18 and older) ED patients. We excluded those with altered mentation, critical illness, or language barriers. The TMT-B, scored by the time of first attempt, requires connection of letters and numbers in sequence on paper, and a time > or = 180 s may suggest elevated driving risk. We compared time to complete the TMT-B among ED patients to published norms. Of 144 patients ages 18 to 95, 95 (72.2%) were current drivers, and 91.4 percent of drivers were able to complete the TMT-B; 47.1 percent of drivers were older (65+), and 88.8 percent of older drivers rated their ability as good or excellent. In multivariate logistic regression, neither TMT-B performance nor being older predicted a recent collision. The mean TMT-B completion time was 66.1 (SD = 36.3, median = 56) s among drivers under age 65 and 117.5 (SD = 79.2, median = 95) s among those 65 or older. Approximately 1.9 percent (95% CI: 0.04-10.2) of drivers under 65 and 14.0 percent (95% CI: 5.3-27.9%) of drivers 65 or older required 180 s or more for the TMT-B. Using unpaired T-tests, study TMT-B times were not significantly different from previously published norms except among 25- to 34-year-olds (79.2 versus 50.7 s; p < 0.05) and 80- to 84-year-olds (223.9 versus 146.8 s; p < 0.01). Many older ED patients drive, and relatively healthy ED patients are able to complete the TMT-B with results similar to standard nomograms. The TMT-B may prove useful as part of targeted driver screening programs in EDs.

Older Driver Safety: A Survey of Psychologists' Attitudes, Knowledge, and Practices.

PubMed

Love, Janet; Tuokko, Holly

2016-09-01

Using an online survey, we examined the knowledge, attitudes, and practices with respect to older driver safety concerns of clinical psychologists from across Canada who self-identified as working with at least some drivers over 60 years of age. Eighty-four psychologists completed the survey, and many were aware of the issues relevant to older driver safety, although only about half reported that assessing fitness to drive was an important issue in their practice. The majority (75%) reported that they would benefit from education concerning evaluation of fitness to drive. The primary recommendation emerging from this investigation is to increase efforts to inform and educate psychologists about driving-related assessment and regulatory issues in general, and specifically with respect to older adults. As the population ages, it is of growing importance for all health care providers to understand the influence of mental health conditions-including cognitive impairment and dementia-on driving skills.

An evaluation of Ontario's Group Education Session (GES) for license renewal of seniors aged 80 and above.

PubMed

Vanlaar, Ward; Hing, Marisela Mainegra; Robertson, Robyn; Mayhew, Dan; Carr, David

2016-02-01

In 1996, the Ministry of Transportation in Ontario (MTO) implemented the Group Education Session (GES), which is a mandatory license renewal program for drivers aged 80 and older. This study describes an evaluation of the GES to assess its impact on road safety in Ontario, as well as its effect on the safety of individual drivers who participated in the program. Time series analysis of senior driver records both before and after implementation of the GES, and logistic regression and survival analysis examining senior driver records prior to, and following, their participation in the GES. Using time series analysis there is some evidence to suggest that the GES had a positive impact on road safety. According to the other analyses, participation in the GES is associated with a decrease in the odds of collisions and convictions, regardless of whether drivers pass their first attempt of the knowledge test or not. In addition, failing the first road test and/or having demerit points are strong indicators of future collision and conviction involvement. Results from this evaluation suggest that the GES has had a protective effect on the safety of senior drivers. The findings and discussion will help MTO improve the GES program and provide insights to other jurisdictions that have, or are considering, introducing new senior driver programs. Copyright © 2015 Elsevier Ltd and National Safety Council. All rights reserved.

Driver exposure to combustion particles in the U.S. Trucking industry.

PubMed

Davis, M E; Smith, T J; Laden, F; Hart, J E; Blicharz, A P; Reaser, P; Garshick, E

2007-11-01

A large study of combustion particle exposures for drivers of diesel-powered trucks was conducted in collaboration with an epidemiologic study of lung cancer outcomes for workers in the trucking industry. Three components of diesel exhaust combustion particles (PM(2.5), elemental carbon, and organic carbon) were measured inside the driver cabs of diesel-powered trucks from 36 different trucking terminals across the United States between 2001 and 2005. In-cab particle exposures for drivers assigned to both short and long distance trips were observed, as well as information on the smoking status of the driver, truck characteristics such as age and model, and weather conditions during the sampling session. This article summarizes these findings and describes the relationship between exhaust particles and various determinants of exposure. The results suggest that in-cab particle exposures are positively related to smoking, ambient particle concentrations, truck age, and open windows, with other significant modifying factors such as weather. This study represents the largest and most comprehensive exposure assessment of drivers in the trucking industry, encompassing a 4-year period of observations on diesel and exhaust particle exposures nationwide. The results are relevant not only to the occupational group of truck drivers being examined but also to the general population that live, commute, or work within proximity to diesel-fueled traffic or trucking terminals.

Exploring the association between working memory and driving performance in Parkinson's disease.

PubMed

Vardaki, Sophia; Devos, Hannes; Beratis, Ion; Yannis, George; Papageorgiou, Sokratis G

2016-05-18

The aim of this study was to explore whether varying levels of operational and tactical driving task demand differentially affect drivers with Parkinson's disease (PD) and control drivers in their sign recall. Study participants aged between 50 and 70 years included a group of drivers with PD (n = 10) and a group of age- and sex-matched control drivers (n = 10). Their performance in a sign recall task was measured using a driving simulator. Drivers in the control group performed better than drivers with PD in a sign recall task, but this trend was not statistically significant (P =.43). In addition, regardless of group membership, subjects' performance differed according to varying levels of task demand. Performance in the sign recall task was more likely to drop with increasing task demand (P =.03). This difference was significant when the variation in task demand was associated with a cognitive task; that is, when drivers were required to apply the instructions from working memory. Although the conclusions drawn from this study are tentative, the evidence presented here is encouraging with regard to the use of a driving simulator to examine isolated cognitive functions underlying driving performance in PD. With an understanding of its limitations, such driving simulation in combination with functional assessment batteries measuring physical, visual, and cognitive abilities could comprise one component of a multitiered system to evaluate medical fitness to drive.

Drivers Are More Physically Active Than Non-Drivers in Older Adults.

PubMed

Amagasa, Shiho; Fukushima, Noritoshi; Kikuchi, Hiroyuki; Takamiya, Tomoko; Odagiri, Yuko; Oka, Koichiro; Inoue, Shigeru

2018-05-28

Car use has been identified as sedentary behavior, although it may enhance mobility, particularly in the older population. This cross-sectional study aimed to compare the time spent in objectively determined sedentary behavior (SB) and physical activity (PA) between older drivers and non-drivers. Four hundred and fifty Japanese older adults (74.3 ± 2.9 years) who had valid accelerometer data were included. They were asked to respond to a questionnaire and wear an accelerometer (HJA-350IT, Omron Healthcare) on their waist for 7 consecutive days in 2015. To compare activity time between drivers and non-drivers, we calculated estimated means using analysis of covariance, adjusting for sociodemographic, physical, and psychological factors and accelerometer wear time. Compared to non-drivers, drivers engaged in more light-intensity PA (LPA) (drivers: 325.0 vs. non-drivers: 289.0 min/day) and moderate-to-vigorous PA (drivers: 37.5 vs. non-drivers: 30.0 min/day) and less SB (drivers: 493.4 vs. non-drivers: 535.9 min/day) (all p < 0.05). After stratification by age, sex, and residential area, larger effect of driving on PA time was found in older-older adults, in men, and in rural residents. Older drivers were found to be more physically active than non-drivers, suggesting more access to outdoor activities or expanding social network.

[Social support and occupational stress relationship analysis of 1 413 train drivers in a railway bureau].

PubMed

Gu, G Z; Yu, S F; Zhou, W H; Wu, H; Kang, L; Chen, R

2017-02-06

Objective: To investigate the social support status of train drivers. Methods: Using cluster sampling, a cross-sectional study was conducted in 1 413 male train drivers (including 301 passenger train drivers, 683 freight train drivers, 85 guest scheduling train drivers, 265 cargo adjustable drivers, and 79 high-speed train drivers) from a railway bureau depot. The survey included individual factors, social support, occupational stressors, strains, personalities, and coping strategy using occupational stress instruments and effort-reward imbalance questionnaire. We compared the difference in social support scores between different drivers, who were divided according to job type and age. Additionally, the correlation between social support score and job strain-related factors was analyzed. The influence of depressive symptoms and job satisfaction were analyzed using a non-conditional logistic multivariate model. Results: The overall average age P (50) ( P (25), P (75)) of 1 413 train drivers was 33.92 (27.83,43.58) years. The overall average length of service 12.25 (5.25,22.75) years. A significant difference in social support scores was observed according to job type ( H =23.23, P< 0.001). The specific scores were passenger driver(27 (23,32)), freight train driver (26 (22,30)), guest scheduling driver (27 (24,30)), cargo adjustable driver (26 (22,31)), and high-speed train driver (30 (26,36)) ( P (50)( P (25), P (75))). Additionally, social support scores among different age groups were significantly different ( H =6.64, P= 0.036). The specific scores were ≤30 years (26 (22,31)), 30-40 years (27 (23,33)), and >40 years (27 (22,31)). Correlation analysis revealed that the social support score was negatively associated with job satisfaction ( r=- 0.43), reward ( r=- 0.22), working stability ( r=- 0.23), promotion opportunities ( r=- 0.12), positive affectivity ( r=- 0.31), esteem ( r=- 0.21), and self-esteem ( r=- 0.20) scores ( P< 0.001). The social support score was positively associated with sleep disorders ( r= 0.33), external effort ( r= 0.21), pay within ( r= 0.12), role conflict ( r= 0.20), conflict between groups ( r= 0.17), conflict in groups ( r= 0.06), responsibility for the others ( r= 0.06), responsibility for things ( r= 0.08), physiological needs ( r= 0.39), psychological needs ( r= 0.19), daily stress ( r= 0.29), negative affectivity ( r= 0.23), and depressive symptoms ( r= 0.44) scores ( P< 0.05). Multivariate logistic regression analysis revealed social support had a great influence on depressive symptoms and low job satisfaction. Compared with high social support, low social support resulted in depressive symptoms ( OR= 4.12, 95% CI: 3.19 - 5.33) and low job satisfaction ( OR= 2.18, 95% CI: 1.65-2.88). Conclusion: Train drivers obtained various levels of social support. Social support greatly affected occupational stress. High social support was related to reduction in the occurrence of occupational stress, depressive symptoms, and low job satisfaction. Social support is related to mental health of train drivers.

The New Zealand graduated driver licensing system: teenagers' attitudes towards and experiences with this car driver licensing system.

PubMed

Begg, D J; Langley, J D; Reeder, A I; Chalmers, D J

1995-09-01

This study examined the attitudes of teenagers towards the New Zealand graduated driver licensing system (GDLS), and the extent to which it affected them. Teenagers, who are members of a longitudinal study of a birth cohort, were interviewed at 15 years of age when the GDLS was first introduced and before they had begun licensure, and again at 18 years of age after they had experience with this licensing system. At both ages the majority (over 70%) agreed with the driving restrictions imposed by this system. After experience with the restrictions, however, significantly more reported being affected a lot by them, than had expected to be at age 15. This was especially true of the restrictions on the carrying of passengers and the night time curfew (10 pm - 5 am). However, few reported that they were affected by the alcohol restriction. Sixty eight per cent of those with a graduated licence reported breaking at least one of the conditions, most frequently carrying passengers. Very few were penalised by the police for this. Generally these young drivers were positively disposed towards the driving restrictions, but noncompliance was common. A full evaluation of all aspects of this licensing system is recommended.

The New Zealand graduated driver licensing system: teenagers' attitudes towards and experiences with this car driver licensing system.

PubMed Central

Begg, D. J.; Langley, J. D.; Reeder, A. I.; Chalmers, D. J.

1995-01-01

OBJECTIVES: This study examined the attitudes of teenagers towards the New Zealand graduated driver licensing system (GDLS), and the extent to which it affected them. METHOD: Teenagers, who are members of a longitudinal study of a birth cohort, were interviewed at 15 years of age when the GDLS was first introduced and before they had begun licensure, and again at 18 years of age after they had experience with this licensing system. RESULTS: At both ages the majority (over 70%) agreed with the driving restrictions imposed by this system. After experience with the restrictions, however, significantly more reported being affected a lot by them, than had expected to be at age 15. This was especially true of the restrictions on the carrying of passengers and the night time curfew (10 pm - 5 am). However, few reported that they were affected by the alcohol restriction. Sixty eight per cent of those with a graduated licence reported breaking at least one of the conditions, most frequently carrying passengers. Very few were penalised by the police for this. CONCLUSIONS: Generally these young drivers were positively disposed towards the driving restrictions, but noncompliance was common. A full evaluation of all aspects of this licensing system is recommended. Images PMID:9346022

Who can best influence the quality of teenagers' cars?

PubMed

Keall, Michael D; Newstead, Stuart

2013-01-01

Because young drivers' vehicles have been found to offer poor occupant protection in many countries, this study sought to identify the most appropriate audience for information and publicity designed to change purchasing preferences to improve these vehicles and resultant injury outcomes. An analysis of New Zealand vehicles crashed by drivers aged 19 years or less linked to data on the owner of the vehicle was undertaken. Details on the crashed vehicles were merged with licensing information to identify the owner's age group. It was presumed that most vehicles driven by teens but owned by someone aged 30 to 59 would be owned by a parent of the teen. Only 14 percent of vehicles crashed by teens were owned by teens. Generally, older vehicles with poor crashworthiness were provided for the teenage driver, whatever the age group of the owner. However, cars crashed by teens but owned by their parents were on average almost 2 years younger and had relatively superior crashworthiness than the teenager-owned and crashed vehicles, although their crashworthiness was still poor compared to vehicles driven by older drivers. Evidently, parents are key people in making vehicle purchasing decisions regarding the cars that teenagers drive and should be the main audience for measures to improve the poor secondary safety performance of teenagers' vehicles.

Physical activity overcomes the effects of cumulative work time on hypertension prevalence among Brazilian taxi drivers.

PubMed

Vieira, Marcelo C; Sperandei, Sandro; Reis, Arianne C

2016-05-01

The aim of this study was to assess the physical activity profile of taxi drivers and its relationship with hypertension prevalence in this group of workers. Cross sectional exploratory study. Between November 2008 and April 2009, 491 taxi drivers from Rio de Janeiro, Brazil, answered a questionnaire focusing on previous hypertension diagnosis, occupational characteristics and physical activity habits. Two logistic models were developed to determine risk factors related to hypertension and to find variables associated with a higher probability of sedentarism. Hypertension prevalence was 22.6%. The workload of the group investigated was high. Results indicate that 'age', 'Body Mass Index', 'physical activity', and 'years as a taxi driver' are related to the probability of hypertension. Physical activity was shown to be a protection factor for hypertension, even considering the deleterious effect of time as a taxi driver. Our results also determined that the practice of physical activity is influenced by age, level of education and workload. It is recommended that programs to combat sedentary lifestyles as well as measures to reduce workloads be developed as strategies to prevent hypertension.

Physical activity overcomes the effects of cumulative work time on hypertension prevalence among Brazilian taxi drivers.

PubMed

Vieira, M C; Sperandei, S; Reis, A

2015-02-10

The aim of this study was to assess the physical activity profile of taxi drivers and its relationship with hypertension prevalence in this group of workers. Cross sectional exploratory study. Between November 2008 and April 2009, 491 taxi drivers from Rio de Janeiro, Brazil, answered a questionnaire focusing on previous hypertension diagnosis, occupational characteristics and physical activity habits. Two logistic models were developed to determine risk factors related to hypertension and to find variables associated with a higher probability of sedentarism. Hypertension prevalence was 22.6%. The workload of the group investigated was high. Results indicate that 'age', 'body mass index', 'physical activity', and 'years as a taxi driver' are related to the probability of hypertension. Physical activity was shown to be a protection factor for hypertension, even considering the deleterious effect of time as a taxi driver. Our results also determined that the practice of physical activity is influenced by age, level of education and workload. It is recommended that programs to combat sedentary lifestyles as well as measures to reduce workloads be developed as strategies to prevent hypertension.

Disentangling age–gender interactions associated with risks of fatal and non-fatal road traffic injuries in the Sultanate of Oman

PubMed Central

Al-Aamri, Amira K; Padmadas, Sabu S; Zhang, Li-Chun; Al-Maniri, Abdullah A

2017-01-01

Objective Road traffic injuries (RTIs) are the leading cause of disability-adjusted life years lost in Oman, Saudi Arabia and United Arab Emirates. Injury prevention strategies often overlook the interaction of individual and behavioural risk factors in assessing the severity of RTI outcomes. We conducted a systematic investigation of the underlying interactive effects of age and gender on the severity of fatal and non-fatal RTI outcomes in the Sultanate of Oman. Methods We used the Royal Oman Police national database of road traffic crashes for the period 2010–2014. Our study was based on 35 785 registered incidents: of these, 10.2% fatal injuries, 6.2% serious, 27.3% moderate, 37.3% mild injuries and 19% only vehicle damage but no human injuries. We applied a generalised ordered logit regression to estimate the effect of age and gender on RTI severity, controlling for risk behaviours, personal characteristics, vehicle, road, traffic, environment conditions and geographical location. Results The most dominant group at risk of all types of RTIs was young male drivers. The probability of severe incapacitating injuries was the highest for drivers aged 25–29 (26.6%) years, whereas the probability of fatal injuries was the highest for those aged 20–24 (26.9%) years. Analysis of three-way interactions of age, gender and causes of crash show that overspeeding was the primary cause of different types of RTIs. In particular, the probability of fatal injuries among male drivers attributed to overspeeding ranged from 3%–6% for those aged 35 years and above to 13.4% and 17.7% for those aged 25–29 years and 20–24 years, respectively. Conclusions The high burden of severe and fatal RTIs in Oman was primarily attributed to overspeed driving behaviour of young male drivers in the 20–29 years age range. Our findings highlight the critical need for designing early gender-sensitive road safety interventions targeting young male and female drivers. PMID:29018585

Characteristics of turn signal use at intersections in baseline naturalistic driving.

PubMed

Sullivan, John M; Bao, Shan; Goudy, Roy; Konet, Heather

2015-01-01

The purpose of this study was to determine whether a driver's use of turn signals is sufficiently reliable to forecast a vehicle's future path around an intersection, when detailed information about the intersection is unavailable. Naturalistic observations of turn signal use among 108 drivers on surface streets were extracted from the baseline portion of a field operational test of a safety system. Left and right turns that resulted in heading changes of between 70 and 110° and turn radii between 18 and 90 m were selected from the dataset. The odds that a driver would signal a turn were modeled as a function of road type, turn direction, presence of a forward vehicle, whether the vehicle stopped before the turn, and driver age and gender. Overall, 25 percent of left turns and 29 percent of right turns were not signaled. Road type, turn direction, and presence of a forward vehicle were found to influence the odds that a turn is signaled, while gender and age of the driver did not. The results suggest that situational factors like road type and turn direction are more powerful predictors of whether a turn will be signaled than either age or gender. Signaling on major and minor surface roads was about 5 times more likely than on local roads and 1.5 times more likely when a forward vehicle was present, suggesting a possible effect of traffic volume. It was concluded that turn signal activation alone may be insufficiently reliable to forecast a driver's path. Copyright © 2014 Elsevier Ltd. All rights reserved.

Older adult opinions of "advance driving directives".

PubMed

Betz, Marian E; Lowenstein, Steven R; Schwartz, Robert

2013-01-01

Discussions about driving cessation are difficult. "Advance driving directives" (ADDs), like advance directives for end-of-life care, would allow drivers to designate someone to help make driving decisions for them in the future. It is not known if older drivers support the concept of ADDs. Cross-sectional study of a convenience sample of English-speaking drivers (55+ years) at 2 independent living facilities and 2 community centers who completed anonymous surveys. Of 168 participants, 80% were female; the median age was 76.5 years (range = 56-93 years). Most (74%) drove daily or almost daily, and 7% reported a crash in the past year. Few had spoken with someone about driving safety (5%) or their wishes when driving skills decline (21%). Of the few who had discussed this topic, 83% had spoken with a family member; only 17% had spoken with a health care provider. However, participants were open to driving discussions, and 54% said they would be willing to complete an ADD if recommended. Of these, 79% said it was "likely" or "very likely" they would comply with the directive in the future. Most (73%) supported mandatory, age-based retesting; the median recommended testing age suggested was 80 years. More participants thought the driver (71%), a family member (61%), or a physician (59%) should determine license revocation for an unsafe driver, rather than the department of motor vehicles (32%). Many older drivers may be open to discussing their driving plans with physicians and family members. ADDs may facilitate these discussions in the present and help define driving-related wishes in the future.

Crash avoidance in response to challenging driving events: The roles of age, serialization, and driving simulator platform.

PubMed

Bélanger, Alexandre; Gagnon, Sylvain; Stinchcombe, Arne

2015-09-01

We examined the crash avoidance behaviors of older and middle-aged drivers in reaction to six simulated challenging road events using two different driving simulator platforms. Thirty-five healthy adults aged 21-36 years old (M=28.9±3.96) and 35 healthy adults aged 65-83 years old (M=72.1±4.34) were tested using a mid-level simulator, and 27 adults aged 21-38 years old (M=28.6±6.63) and 27 healthy adults aged 65-83 years old (M=72.7±5.39) were tested on a low-cost desktop simulator. Participants completed a set of six challenging events varying in terms of the maneuvers required, avoiding space given, directional avoidance cues, and time pressure. Results indicated that older drivers showed higher crash risk when events required multiple synchronized reactions. In situations that required simultaneous use of steering and braking, older adults tended to crash significantly more frequently. As for middle-aged drivers, their crashes were attributable to faster driving speed. The same age-related driving patterns were observed across simulator platforms. Our findings support the hypothesis that older adults tend to react serially while engaging in cognitively challenging road maneuvers. Copyright © 2015 Elsevier Ltd. All rights reserved.

Beginning teenage drivers

DOT National Transportation Integrated Search

2010-01-01

Teen drivers have the highest crash risk of any age group. Per mile traveled, they have the highest involvement rates in all types of crashes, from those involving only property damage to those that are fatal. The problem is worst among 16 year-olds,...

Visual Scanning Training For Older Drivers: A Literature Review

DOT National Transportation Integrated Search

2018-04-01

This literature review focuses on older drivers' visual scanning ability and on evaluations of training in visual scanning skills for older adults, updating a previous review of studies published from 1997 to 2008 describing age-related functional ch...

Assessing the needs of Delaware's older drivers.

DOT National Transportation Integrated Search

2007-06-01

In light of Delawares growing population age 60 and older (60+), it is important to plan for the : states projected increase in older drivers. Information from the United States Census Bureau : (2005) indicates that Delaware is projected to hav...

Assessing the impact of age on cognitively induced visual tunneling.

DOT National Transportation Integrated Search

2013-05-01

Cognitive distractions have been shown to affect drivers adversely and are a leading cause of : accidents. Research indicates that drivers alter how they allocate their visual attention while engaging in : secondary cognitive tasks. To evaluate the p...

Volunteering, Driving Status and Mortality in US Retirees

PubMed Central

Lee, Sei J.; Steinman, Michael A.; Tan, Erwin J.

2011-01-01

OBJECTIVES: Volunteering is associated with lower mortality in the elderly. Driving is associated with health and well-being and driving cessation has been associated with decreased out-of-home activity levels including volunteering. We evaluated how accounting for driving status altered the relationship between volunteering and mortality in US retirees. DESIGN: Observational prospective cohort SETTING and PARTICIPANTS: Nationally representative sample of retirees over age 65 from the Health and Retirement Study in 2000 and 2002, followed to 2006 (n=6408). MEASUREMENTS: Participants self-reported their volunteering, driving status, age, gender and race/ethnicity, presence of chronic conditions, geriatrics syndromes, socioeconomic factors, functional limitations and psychosocial factors. Death by December 31, 2006 was the outcome. RESULTS: For drivers, the mortality rates between volunteers (9%) and non-volunteers (12%) were similar; for limited or non-drivers, the mortality rate for volunteers (15%) was markedly lower compared to non-volunteers (32%). Our adjusted results showed that for drivers, the volunteering-mortality Odds Ratio (OR) was 0.90 (95%CI: 0.66–1.22), whereas for limited or non-drivers, the OR was 0.62 (95%CI: 0.49–0.78), (interaction p=0.05). The impact of driving status was greater for rural participants, with greater differences between rural drivers versus rural limited or non-drivers (interaction p=0.02) compared to urban drivers versus urban limited or non-drivers (interaction p=0.81). CONCLUSION: The influence of volunteering in decreasing mortality seems to be stronger among rural retirees who are limited or non-drivers. This may be because rural or non-driving retirees are more likely to be socially isolated and thus receive more benefit from the increased social integration from volunteering. PMID:21314648

Unlicensed driving and other related health risk behaviors: a study of Montana high school students.

PubMed

Hanna, Christian L; Laflamme, Lucie; Elling, Berty; Möller, Jette

2013-05-01

Health risk behaviors tend to cluster in young people, not least among young drivers. Less is known about the health risk profile of young unlicensed drivers. This study investigates health risk behaviors among young unlicensed drivers compared to both their licensed and driving peers, and their non-driving peers. High school students participating in the Youth Risk Behavior Surveillance System in Montana (US) and age-eligible to have a driver's license were studied (n=5985), categorized according to their self-reported car driving and license practice (licensed driving, unlicensed driving, and non-driving). Ten health risk behaviors, of which four were related to car riding/driving, were considered. Multinomial logistic regression was used to compile sex-specific odds ratios (with 95% confidence intervals) of adopting those behaviors using licensed drivers as a reference and adjusting for age and race/ethnicity. Health risk behaviors tended to be more common among unlicensed drivers than other groups, although some behaviors were prevalent in all groups (i.e., alcohol use and lack of seat belt use). As a consequence, for both male and female students, there was a significant association between unlicensed driving and most health risk behaviors, except for being involved in a physical fight and riding with a drinking driver among female students. Young unlicensed drivers are more likely than licensed drivers to adopt several health risk behaviors both in car driving/riding or otherwise, in particular alcohol use and cigarette smoking. This challenges any simplistic approach as unlicensed driving in youth is not an isolated act suggesting public health and traffic safety initiatives. Copyright © 2013 Elsevier Ltd. All rights reserved.

Young Driver Attitude Scale: The Development and Field-Testing of an Instrument To Measure Young Driver Risk-Taking Attitudes.

ERIC Educational Resources Information Center

Malfetti, James L.; And Others

It has been postulated that young people are open to driving accidents because of age, lack of experience and risk-taking attitudes. The Young Driver Attitude Scale (YDAS) was developed to measure attitudes likely to influence driving practices. Over 200 items relating to the risk-taking attitudes of young people were shown to a small group of…

Static Anthropometric Characteristics of Bangladeshi Vehicle Driver: A Case Study

PubMed Central

Sarker, E.

2016-01-01

Background. Inappropriate design of sitting furniture and working equipment causes the serious musculoskeletal injuries and various pains as well as reducing working efficiency. Uncomfortable sitting posture in prolonged driving in Bangladesh is an issue to be solved immediately. Therefore, anthropometric databank of user population is significantly essential for the suitable dimensional design for avoiding these remarkable problems. Methods. This study analyses the anthropometric data of the Bangladeshi male vehicle driver aged between 30 and 60 years. A total of 210 Bangladeshi healthy drivers are considered for 15 anthropometric measurements and compared with the similar anthropometrics of other nationalities. Results. The mean stature and sitting height erect of Bangladeshi driver are 1645 mm and 843 mm, respectively. The mean of body mass index (BMI) of the drivers is 26.09 kg/m2, which indicates that the drivers are overweight. The mean stature of Bangladeshi driver is 17 mm shorter than the driver of Korea and 115 mm shorter than the driver of Iran. Conclusion. There are substantial differences between the body dimensions of Bangladeshi driver and similar dimensions of other countries. In comparison, Bangladeshi driver is found to be the shortest compared with the sample of other nationalities. PMID:27579216

Factorial structure of recklessness: to what extent are older drivers different?

PubMed

Monterde i Bort, Hector

2004-01-01

This study tests whether the original factorial structure of a recklessness questionnaire can be maintained for the current Spanish population of older drivers. Our recent interest in dedicating special attention to senior citizen mobility (Monterde, 2001), is due to the impending increase of the aging population in Western countries; this has led us to reinitiate the psychometric study of the construct validity, revising and including older drivers in the psychometric aspects of those evaluation instruments that will then be used in the Spanish psycho-medical check of drivers and in research. Factorial analysis was used to determine validity. There was an appearance of a different psychological pattern in elderly drivers, specifically, a psychological anxiety trait related to the task of driving. Furthermore, interesting data were found about the attitude of this sector toward the "traffic society" and toward some of the measures included in Spanish legislation that affect especially older drivers (such as the psycho-medical check). IMPACT ON INDUSTRY, RESEARCH AND PRACTICE: These results suggest the possible existence of some kind of "compensation phenomenon," which could have influence over the scores obtained and their interpretation. Consequently, the evaluation instruments should be tested and, if necessary, adapted or specifically created for use with this age group.

How have changes in air bag designs affected frontal crash mortality?

PubMed

Braver, Elisa R; Shardell, Michelle; Teoh, Eric R

2010-07-01

To determine whether front air bag changes have affected occupant protection, frontal crash mortality rates were compared among front outboard occupants in vehicles having certified-advanced air bags (latest generation of air bags) or sled-certified air bags with and without advanced features. Poisson marginal structural models were used to calculate standardized mortality rate ratios (MRRs) for front occupants per registered vehicle. Vehicle age-corrected mortality rates were lower for drivers of vehicles having sled-certified air bags with advanced features than for drivers having sled-certified air bags without advanced features (MRR = 0.88; 95% confidence interval [CI]: 0.81-0.95), including unbelted men and drivers younger than 60. The mortality rate was higher, though not statistically significant, for drivers having certified-advanced air bags compared with sled-certified air bags with advanced features (vehicle age-corrected MRR = 1.13; 95% CI: 0.97-1.32) and significantly higher for belted drivers (MRR = 1.21; 95% CI: 1.04-1.39). Advanced air bag features appeared protective for some occupants. However, increased mortality rates among belted drivers of vehicles having certified-advanced air bags relative to those having sled-certified air bags with advanced features suggest that further study is needed to identify any potential problems with requirements for certification. 2010 Elsevier Inc. All rights reserved.

Planning for a Nondriving Future: Behaviors and Beliefs Among Middle-Aged and Older Drivers.

PubMed

Harmon, Annie C; Babulal, Ganesh; Vivoda, Jonathon M; Zikmund-Fisher, Brian J; Carr, David B

2018-01-01

Despite the reality of older adults living many years after driving cessation, few prepare for the eventuality; empirically, planning for a nondriving future has not been directly quantified or explored. The following study quantifies 1) the extent of current drivers' planning, 2) specific planning behaviors, 3) beliefs about benefits of planning, 4) drivers' intention to plan more for future transportation needs, and 5) group differences associated with planning. In a predominantly female, black, urban sample of current drivers ages 53-92, fewer than half (42.1%) had planned at all for a nondriving future, with correspondingly low levels of planning behaviors reported. However, over 80% believed planning would help them meet their needs post-cessation and transition emotionally to being a nondriver. Most (85%) intended to plan more in the future as well, indicating further potential openness to the topic. Drivers who planned were older, drove less frequently, limited their driving to nearby places, reported less difficulty believing they would become a nondriver, and expected to continue driving three years less than non-planners. These findings suggest that drivers' perceived nearness to driving cessation impacts planning for future transportation needs, and existing perceived benefits of planning may provide leverage to motivate action.

State Medical Marijuana Laws and the Prevalence of Opioids Detected Among Fatally Injured Drivers

PubMed Central

Santaella-Tenorio, Julian; Mauro, Christine; Wrobel, Julia; Cerdà, Magdalena; Keyes, Katherine M.; Hasin, Deborah; Martins, Silvia S.; Li, Guohua

2016-01-01

Objectives. To assess the association between medical marijuana laws (MMLs) and the odds of a positive opioid test, an indicator for prior use. Methods. We analyzed 1999–2013 Fatality Analysis Reporting System (FARS) data from 18 states that tested for alcohol and other drugs in at least 80% of drivers who died within 1 hour of crashing (n = 68 394). Within-state and between-state comparisons assessed opioid positivity among drivers crashing in states with an operational MML (i.e., allowances for home cultivation or active dispensaries) versus drivers crashing in states before a future MML was operational. Results. State-specific estimates indicated a reduction in opioid positivity for most states after implementation of an operational MML, although none of these estimates were significant. When we combined states, we observed no significant overall association (odds ratio [OR] = 0.79; 95% confidence interval [CI] = 0.61, 1.03). However, age-stratified analyses indicated a significant reduction in opioid positivity for drivers aged 21 to 40 years (OR = 0.50; 95% CI = 0.37, 0.67; interaction P < .001). Conclusions. Operational MMLs are associated with reductions in opioid positivity among 21- to 40-year-old fatally injured drivers and may reduce opioid use and overdose. PMID:27631755

How do attitudes, personality traits, and driver behaviors relate to pedestrian behaviors?: A Turkish case.

PubMed

Şimşekoğlu, Özlem

2015-01-01

The present study aimed to investigate the role of pedestrian attitudes and personality traits (social conformity and empathy) on pedestrian behaviors in a Turkish sample. An equally important aim of the study was to examine the association between pedestrian and driver behaviors. The sample included 289 road users including pedestrians and drivers (169 females and 120 males). The participants' age ranged from 15 to 78 years (M = 32.00, SD = 13.89). Data were collected using a self-administered questionnaire. A regression analysis showed that increased age, high level of satisfaction with traffic infrastructure and environment, safer attitudes toward pedestrian violations, and empathy were negatively related to risky pedestrian behaviors, whereas social conformity was positively related. Attitudes were the strongest predictor of pedestrian behaviors. In addition, bivariate correlation analysis showed that all dimensions of pedestrian and driver behaviors were positively correlated with each other, which indicates that a tendency to take risks remains the same regardless of the road user role (i.e., driver vs. pedestrian). Attitudes are strong predictors of pedestrian behaviors. A tendency to take risks as a pedestrian and as a driver is correlated. Results are discussed for their implications to traffic safety campaigns targeting increased pedestrian safety.

Transport safety for older people: a study of their experiences, perceptions and management needs.

PubMed

Peel, Nancye; Westmoreland, Jacky; Steinberg, Margaret

2002-03-01

With evidence of increasing accident risk due to age-related declines in health and cognition affecting driver performance, there is a need for research promoting safe mobility of older people. The present study aimed to identify transport options and licensing issues for a group of older people in an Australian community. Ninety-five participants aged 75 and over were interviewed about their driving status and accident record and tested for cognitive ability. After stratification on cognitive level and driver status (current, ex-driver or non-driver), 30 were selected for further in-depth interviews concerning demographics, license status and impact of change, travel options available and used, and travel characteristics. Considerable reliance on the motor vehicle as the mode of transport and the decision to cease driving were major quality-of-life issues. There was little evidence of planning and support in making the decision to stop driving. Some differences in transport decisions on the basis of cognitive level were evident; however, people with severely compromised cognitive ability (and, therefore, unable to give informed consent) had been excluded. The study suggested the need for resources to assist older people/carers/health professionals to plan for the transition from driver to non-driver and to manage alternative transport options more effectively.

Age and inconsistency in driving performance.

PubMed

Bunce, David; Young, Mark S; Blane, Alison; Khugputh, Priya

2012-11-01

Research in cognitive neuropsychology suggests that investigation of the within-person variability, or inconsistency, of cognitive performance may provide valuable insights into ageing mental processes. It is rare though, for this interest in intraindividual variability to extend to everyday activities. As this may provide important information about driving behaviour, we therefore assessed age differences in driving inconsistency in younger (n=24, M age=21.29 years) and older (n=21, M age=71.24 years) persons who drove in residential, urban and motorway conditions in a fully immersive driving simulator. In measures of headway (maintaining a safe distance to a preceding vehicle) and lateral lane position, older drivers exhibited significantly greater performance inconsistency, and this was particularly marked in the faster motorway condition. Older drivers also recorded greater perceived mental demands associated with driving, and greater within-person variability across a range of cognitive measures. The findings suggest that age-related deficits in attentional and executive control may affect the consistency of driving performance in older persons. Discussion considers interventions to introduce in-vehicle systems to help maintain attention in older drivers, and to intervene when safety-critical boundaries are exceeded. Copyright © 2012 Elsevier Ltd. All rights reserved.

Road traffic offending, stress, age, and accident history among male and female drivers.

PubMed

Simon, F; Corbett, C

1996-05-01

This paper draws on data gathered during a larger study of driving behaviour to explore possible connections between stress, offending against the traffic laws, and accident rates, and gives particular attention to comparisons between male and female drivers. Data were gathered from 422 drivers by a postal questionnaire, and further measures of stress were obtained during semi-structured interviews with a specially selected subset of 66 of them. Analyses of variance investigated links between offending rates, accident history, and up to seven measures of stress, taking age and gender into account. In the results accident history, although positively related to offending, played little part in links involving stress variables. The principal findings were that (a) stress, both on and off the road, was positively associated with offending among both male and female drivers, and (b) although females overall offended less than males, females experienced more stress than males whatever their level of offending. One possible interpretation of these results is suggested by the feminist literature, which could account for both the higher levels of stress and lower levels of offending found among women drivers. However, there is unlikely to be a clear-cut gender divide in offending-stress relationships, and some small groups of female drivers in the study behaved like male ones. It is suggested that people's driving reflects their lifestyles, and that women drivers' patterns of offending and stress will resemble those of male drivers to the extent that their lives and concerns are similar to men's. It is concluded that this position warrants further research.

Factors associated with rear seating of children in motor vehicles: a study in two low-income, predominantly Hispanic communities.

PubMed

Greenberg-Seth, Jennifer; Hemenway, David; Gallagher, Susan S; Lissy, Karen S; Ross, Julie B

2004-07-01

This study examined child seating patterns in two predominantly low-income, Hispanic communities in Massachusetts. The purpose was to determine the factors associated with child rear seating in the community as a whole and for a subset of Hispanic motorists. Five hundred and five vehicles carrying child passengers and no adult other than the driver were observed in parking lots of fast food restaurants and grocery stores. Four hundred and thirty-two vehicle drivers agreed to be interviewed. A child was defined as a passenger younger than age 12 as determined by appearance and height (head below the vehicle headrest when seated). Variables under study included driver gender, age, ethnicity, and educational attainment; driver shoulder belt use; driver perception of passenger-side airbag presence; and the number and ages of children in the car. Overall, 51% of vehicles were observed with all children seated in the rear. In a bivariate analysis, child rear seating was strongly associated with female drivers ( P = 0.01), younger drivers ( P = 0.02) driver shoulder belt use ( P < 0.00), perceived presence of a passenger-side airbag ( P < 0.00), all children in the vehicle

Clear roads' safety effect on elderly drivers.

DOT National Transportation Integrated Search

2011-10-01

Driving on roads that are covered with ice or snow is hazardous for all drivers, but there may be : disproportionally high risks for certain age groups on certain road types and different winter : maintenance practices may also have a greater influen...

Improving mature driver safety : task 6, final report with recommendations.

DOT National Transportation Integrated Search

2010-08-02

There are a number of important issues when examining the issue of mature drivers and mobility particularly age-related physical and behavioral changes that affect ones ability to drive. Recent research from a variety of sources (e.g., Nationa...

Analysis of West Virginia's graduated driver licensing program.

DOT National Transportation Integrated Search

2012-12-01

Motor vehicle collisions are the leading cause of death for individuals between the ages of 15-20 years old in the United States. Top safety concerns involving teen drivers include; safety belt use, impaired driving, and distracted driving. Rules tha...

An analysis of West Virginia's graduated driver licensing program.

DOT National Transportation Integrated Search

2012-12-01

Motor vehicle collisions are the leading cause of death for individuals between the ages of 15-20 years old in the United States. Top safety concerns involving teen drivers include; safety belt use, impaired driving, and distracted driving. Rules tha...

Effects of age and the use of hands-free cellular phones on driving behavior and task performance.

PubMed

Liu, Yung-Ching; Ou, Yang-Kun

2011-12-01

This study used a driving simulator to investigate the effect of using a Bluetooth hands-free cellular phone earpiece on the driving behavior of two age groups. Forty-eight participants (24 aged 20-26 and 24 aged 65-73) were examined to assess their performance on the following divided-attention tasks under 2 driving load conditions (high and low): (1) attempting to maintain the speed limit and (2) using a cellular phone while driving. The length of the call conversation (long vs. short) and the conversational content (complex vs. simple) were manipulated as within-subject independent variables. The driving behavior of the participants, their task reaction times and accuracy, and subjective ratings were collected as dependent variables. The results indicate that under low driving loads, short talk times, and simple conversational content, the driving behavior of the participants showed low variance in the vehicle's mean speed. In contrast, complex conversation had a significantly negative impact on driving behavior. Notably, under a low driving load, motorists' driving behaviors, measured in lateral acceleration, caused significantly smaller variance in complex conversations compared to no call and simple conversations. The use of a hands-free cellular phone affected the performance (acceleration, lane deviation, reaction time, and accuracy) of older drivers significantly more than younger drivers. While performing divided attention tasks, the accuracy of the older drivers was 66.3 percent and that of the younger drivers was 96.3 percent. Although this study did not find a clear impact of cellular phone use on the driving behavior of younger drivers, their divided-attention task reaction times and accuracy were better under no-call than calling conditions. This study indicates that the use of hands-free cellular phones could significantly affect the safety of driving among the older and present risks, although lesser, for younger drivers.

The impact of red light running camera flashes on younger and older drivers' attention and oculomotor control.

PubMed

Wright, Timothy J; Vitale, Thomas; Boot, Walter R; Charness, Neil

2015-12-01

Recent empirical evidence has suggested that the flashes associated with red light running cameras (RLRCs) distract younger drivers, pulling attention away from the roadway and delaying processing of safety-relevant events. Considering the perceptual and attentional declines that occur with age, older drivers may be especially susceptible to the distracting effects of RLRC flashes, particularly in situations in which the flash is more salient (a bright flash at night compared with the day). The current study examined how age and situational factors potentially influence attention capture by RLRC flashes using covert (cuing effects) and overt (eye movement) indices of capture. We manipulated the salience of the flash by varying its luminance and contrast with respect to the background of the driving scene (either day or night scenes). Results of 2 experiments suggest that simulated RLRC flashes capture observers' attention, but, surprisingly, no age differences in capture were observed. However, an analysis examining early and late eye movements revealed that older adults may have been strategically delaying their eye movements in order to avoid capture. Additionally, older adults took longer to disengage attention following capture, suggesting at least 1 age-related disadvantage in capture situations. Findings have theoretical implications for understanding age differences in attention capture, especially with respect to capture in real-world scenes, and inform future work that should examine how the distracting effects of RLRC flashes influence driver behavior. (c) 2015 APA, all rights reserved).

The Impact of Red Light Running Camera Flashes on Younger and Older Drivers' Attention and Oculomotor Control

PubMed Central

Wright, Timothy J.; Vitale, Thomas; Boot, Walter R; Charness, Neil

2015-01-01

Recent empirical evidence suggests that the flashes associated with red light running cameras (RLRCs) distract younger drivers, pulling attention away from the roadway and delaying processing of safety-relevant events. Considering the perceptual and attentional declines that occur with age, older drivers may be especially susceptible to the distracting effects of RLRC flashes, particularly in situations in which the flash is more salient (a bright flash at night compared to the day). The current study examined how age and situational factors potentially influence attention capture by RLRC flashes using covert (cuing effects) and overt (eye movement) indices of capture. We manipulated the salience of the flash by varying its luminance and contrast with respect to the background of the driving scene (either day or night scenes). Results of two experiments suggest that simulated RLRC flashes capture observers' attention, but, surprisingly, no age differences in capture were observed. However, an analysis examining early and late eye movements revealed that older adults may have been strategically delaying their eye movements in order to avoid capture. Additionally, older adults took longer to disengage attention following capture, suggesting at least one age-related disadvantage in capture situations. Findings have theoretical implications for understanding age differences in attention capture, especially with respect to capture in real-world scenes, and inform future work that should examine how the distracting effects of RLRC flashes influence driver behavior. PMID:26479014

Drinking and driving in the United States: comparing results from the 2007 and 1996 National Roadside Surveys.

PubMed

Kelley-Baker, Tara; Lacey, John H; Voas, Robert B; Romano, Eduardo; Yao, Jie; Berning, Amy

2013-01-01

The objectives of this study were to (a) use data from the 2007 National Roadside Survey (NRS) to determine the characteristics of weekend nighttime drivers with positive blood alcohol concentrations (BACs) on U.S. roads in 2007; (b) determine the relationship of the driving environment and trip characteristics associated with drinking drivers; and (c) compare the findings for the 2007 NRS with those for the 1996 NRS. Like the 1996 NRS, the 2007 NRS used a stratified random national roadside survey sample of the contiguous 48 states and collected nighttime data on Fridays and Saturdays between 10 p.m. and 3 a.m. Officers directed 8384 drivers into off-road parking areas where our research team asked them to participate in the survey. Of those approached, 7159 (85.4%) provided a breath test. Results revealed that 12 percent of the nighttime drivers had positive BACs, and of those, 2 percent were higher than the 0.08 BAC illegal limit in the United States. Since the 1996 NRS, we found significant reductions in the percentage of BAC-positive drivers across different demographic groups. Age was among the most significant factors associated with a weekend driver having a positive BAC. The probability that a driver would be drinking peaked in the 21- to 25-year-old age group. Male drivers were more likely than female drivers to be drinking, and Asian and Hispanic drivers were less likely than white drivers to be drinking. Drinking drivers were more likely to be driving short distances (5 or fewer miles) late at night (between 1 and 3 a.m.) and to be coming from a bar or restaurant. Finally, 26 percent of the drivers who reported that they would drive less than 5 miles on the night of the survey had positive BACs, compared to only 16 percent who indicated that they would drive between 6 and 20 miles and 10 percent who planned to drive more than 20 miles. The 2007 NRS provides another benchmark in the 4-decade record of drinking drivers on American roads and provides a basis for measuring progress in combating driving under the influence during the coming decade.

An application of the driver behavior questionnaire to Chinese carless young drivers.

PubMed

Zhang, Qian; Jiang, Zuhua; Zheng, Dongpeng; Wang, Yifan; Man, Dong

2013-01-01

Carless young drivers refers to those drivers aged between 18 and 25 years who have a driver's license but seldom have opportunities to practice their driving skills because they do not have their own cars. Due to China's lower private car ownership, many young drivers turn into carless young drivers after licensure, and the safety issue associated with them has become a matter of great concern in China. Because few studies have examined the driving behaviors of these drivers, this study aims to utilize the Driver Behavior Questionnaire (DBQ) to investigate the self-reported driving behaviors of Chinese carless young drivers. A total of 523 Chinese carless young drivers (214 females, 309 males) with an average age of 21.91 years completed a questionnaire including the 27-item DBQ and demographics. The data were first randomized into 2 subsamples for factor analysis and then combined together for the following analyses. Both an exploratory factor analysis (EFA, n = 174) and a confirmatory factor analysis (CFA, n = 349) were performed to investigate the factor structure of the DBQ. Correlation analysis was conducted to examine the relationships between the demographics and the DBQ scales' variables. Multivariate linear regression and logistic regression were performed to investigate the prediction of the DBQ scales and crash involvement in the previous year. The EFA produced a 4-factor structure identified as errors, violations, attention lapses, and memory lapses, and the CFA revealed a good model fit after the removal of one item with a low factor loading and the permission of the error covariance between some items. The Chinese carless young drivers reported a comparatively low level of aberrant driving behaviors. The 3 most frequently reported behaviors were all lapses and the 3 least were all violations. Gender was the only significant predictor of the 2 lapses scales and lifetime mileage was the only significant predictor of the violations scale. Only the violations factor was found to be significantly predictive of crash involvement in the previous year. The current study provides evidence that the DBQ can successfully be utilized to examine the self-reported driving behaviors of Chinese carless young drivers. However, the factor structure as well as the level of reported aberrant driving behaviors suggests that Chinese carless young drivers are a special population and thus should be treated differently when interventions are performed. Supplemental materials are available for this article.

Association of Metabolic Syndrome and Albuminuria with Cardiovascular Risk in Occupational Drivers

PubMed Central

Chen, Szu-Chia; Chang, Jer-Ming; Lin, Ming-Yen; Hou, Meng-Ling; Tsai, Jer-Chia; Hwang, Shang-Jyh; Chen, Hung-Chun

2013-01-01

Background and Aim Metabolic syndrome (MetS) and albuminuria increase cardiovascular risk. However, in occupational drivers, the clinical significance of albuminuria and its association with MetS remain unclear. We investigated the prevalence of MetS, albuminuria and cardiovascular risk, and its associated risk factors in occupational drivers; Methods 441 occupational drivers and 432 age- and sex-stratified matched counterpart controls were enrolled. MetS was defined using Adult Treatment Panel III for Asians. Albuminuria was defined as urine albumin-to-creatinine ratio ≥ 30 mg/g. Cardiovascular disease risk was evaluated by Framingham Risk Score (FRS); Results A significantly higher prevalence of MetS (43.1% vs. 25.5%, p < 0.001), albuminuria (12.0% vs. 5.6%, p = 0.001) and high FRS risk ≥ 10% of 10-year risk (46.9% vs. 35.2%, p < 0.001) was found in occupational drivers compared with their counterpart controls. Multiple logistic regression analysis showed that old age, a history of diabetes, gout and betel nut chewing, less exercise and albuminuria (odds ratio [OR], 2.75; p = 0.01) were risk factors for MetS, while a history of renal disease, diabetes and hypertension, and MetS (OR, 2.28; p = 0.01) were risk factors for albuminuria in occupational drivers; Conclusions Our study demonstrated that MetS and albuminuria were public health problems in occupational drivers. An education program for promoting healthy lifestyle and a regular occupational health visit for early detection and interventions should be established. PMID:24201129

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

PubMed

Chen, Irene G; Durbin, Dennis R; Elliott, Michael R; Senserrick, Teresa; Winston, Flaura K

2006-01-01

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. Cross-sectional study involving telephone interviews with insured drivers in a probability sample of 6,184 crashes involving 10,028 children. 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. 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. 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.

Behind the wheel: community consultation informs adaptation of safe-transport program for older drivers.

PubMed

Coxon, Kristy; Keay, Lisa

2015-12-09

Safe-transport is important to well-being in later life but balancing safety and independence for older drivers can be challenging. While self-regulation is a promising tool to promote road safety, more research is required to optimise programs. Qualitative research was used to inform the choice and adaptation of a safe-transport education program for older drivers. Three focus groups were conducted with older drivers living in northwest Sydney to explore four key areas related to driving in later life including aged-based licensing, stopping or limiting driving, barriers to driving cessation and alternative modes of transportation. Data were analysed using content analysis. Four categories emerged from the data; bad press for older drivers, COMPETENCE not age, call for fairness in licensing regulations, and hanging up the keys: It's complicated! Two key issues being (1) older drivers wanted to drive for as long as possible but (2) were not prepared for driving cessation; guided the choice and adaption of the Knowledge Enhances Your Safety (KEYS) program. This program was adapted for the Australian context and focus group findings raised the need for practical solutions, including transport alternatives, to be added. Targeted messages were developed from the data using the Precaution Adoption Process Model (PAPM), allowing the education to be tailored to the individual's stage of behaviour change. Adapting our program based on insights gained from community consultation should ensure the program is sensitive to the needs, skills and preferences of older drivers.

Effects of planar and non-planar driver-side mirrors on age-related discomfort-glare responses

PubMed Central

Lockhart, Thurmon E.; Atsumi, Bunji; Ghosh, Arka; Mekaroonreung, Haruetai; Spaulding, Jeremy

2010-01-01

In this study, we evaluated subjective nighttime discomfort-glare responses on three different types of planar and non-planar driver-side mirrors on two age groups. Fifty-six individuals (28 young [18–35 years] and 28 old [65 years and over]) participated in this experiment. Subjective discomfort-glare rating scores on three different types of driver-side mirrors were assessed utilizing De Boer's rating scale in a controlled nighttime driving environment (laboratory ambient illuminant level—l lux with headlight turned off). Three driver-side mirrors included planar “flat mirror”: radius of curvature 242650.92 mm, reflectivity 0.60114, and surface reflectance 0.60568; “curved mirror”: radius of curvature 1433.3 mm, reflectivity 0.21652, and surface reflectance 0.58092; “blue mirror”: radius of curvature 1957.1 mm, reflectivity 0.25356, and surface reflectance 0.54585. The results indicated that with the same glare level (as measured by angle of incidence and illuminance in front of the eyes), older adults reported worse feelings of glare than their younger counterparts. Furthermore, the results indicated that both young and older adults reported worse feelings of glare for planar driver-side mirror than non-planar driver-side mirrors. These results suggest that older adults' criterion of discomfort-glare is more sensitive than their younger counterparts, and importantly, the non-planar driver-side mirrors can be beneficial in terms of reducing nighttime discomfort-glare for both the young and the elderly. PMID:20582252

An Analysis of Young Driver Crash Types and the Associated Lifetime Care Cost in Victoria, Australia.

PubMed

Buckis, Samantha; Lenné, Mike G; Fitzharris, Michael

2015-01-01

The elevated crash involvement rate of young drivers is well documented. Given the higher crash risk of young drivers and the need for innovative policy and programs, it remains important to fully understand the type of crashes young drivers are involved in, and knowledge of the lifetime care cost of crashes can support effective policy development. The aim of this article is to document the number and type of young driver crashes, as well as the associated lifetime care cost over a 9-year period (2005-2013) in Victoria, Australia. In Victoria, Australia, the Transport Accident Commission (TAC) has legislated responsibility for road safety and the care of persons injured in road crashes, irrespective of fault. TAC claims data for the period 2005-2013 were used to document the number and type of young driver crashes. Lifetime care costs (past and future payment liabilities) were calculated by Taylor Fry actuarial consultancy. License and population data were used to define the crash involvement rate of young drivers. Over the 9-year period, 16,817 claims were lodged to the TAC by drivers 18-25 years of age following a crash. There were 646 fewer drivers aged 18-25 killed and injured in 2013, compared to 2005, representing an unadjusted change of -28.7% (-29.8% males; -28.4% females). The total lifetime care cost of young drivers killed and injured in Victoria for the period 2005-2013 was estimated to be AU$634 million (US$493 million). Differences between males and females, single- and multivehicle crashes, and fatalities and injuries were found to be statistically significant. Run-off-road crashes and crashes from opposing direction were overrepresented in the lifetime care costs for young driver claimants. Twenty-eight injured drivers were classified as high-severity claims. These 28 claimants require additional long-term care, which was estimated to be AU$219 million; of these 28, 24 were male (85.7%). The long-term care costs for these 28 drivers (0.16%) accounts for 34.5% of the total lifetime care cost of all 18- to 25-year-old injured drivers. By using no-fault lifetime care costs that account for medical and like expenses, rehabilitation, and social reintegration costs, a more accurate understanding of the cost of young driver crashes can be determined. Application of these costs to specific crash types highlights new priorities and opportunities for developing programs to reduce young driver crashes.

Risky driving behavior and road traffic crashes among young Asian Australian drivers: findings from the DRIVE study.

PubMed

Boufous, Soufiane; Ivers, Rebecca; Senserrick, Teresa; Norton, Robyn; Stevenson, Mark; Chen, Huei-Yang; Lam, Lawrence T

2010-06-01

To examine differences in risky driving behavior and likelihood of traffic crash according to the country of birth of recently licensed young drivers. The groups examined include those born in Australia, those born in Asia, and those born in other countries. The DRIVE study is a prospective cohort study of drivers aged 17-24 years holding their first-year provisional driver license in New South Wales, Australia. Information obtained from 20,822 participants who completed a baseline questionnaire was linked to police-reported traffic crashes. Self-reported risky driving behaviors and police-reported traffic crashes in young drivers. Young drivers who were born in Asian countries were less likely to report engaging in risky driving behaviors than their Australian-born counterparts. The proportion of participants reporting a high level of risky driving was 31.5 percent (95% confidence intervale [CI], 30.8-32.1) among Australian-born drivers compared to 25.6 percent (95% CI, 23.1-28.2) among Asian-born drivers and 30.4 percent (95% CI, 28.4-32.5) among those born in other regions. Asian-born participants had half the risk of a crash as a driver than their Australian-born counterparts (relative risk [RR] 0.55; 95% CI, 0.41-0.75) after adjusting for a number of demographic factors and driving and risk-taking behaviors. The comparative risk was even lower among those aged 17 years (RR 0.29; 95% CI, 0.29-0.75). Risk estimates for people born in other regions did not differ to those for Australian-born respondents. The study highlights the lower level of risky driving and significantly reduced crash risk for Australian drivers born in Asian countries relative to those born locally. Further research is needed to examine factors underlying this reduced risk and the impact of the length of residence in the host country.

Examining the impact of opioid analgesics on crash responsibility in truck drivers involved in fatal crashes.

PubMed

Reguly, Paula; Dubois, Sacha; Bédard, Michel

2014-01-01

Commercial motor vehicle (CMV) drivers, particularly drivers of large trucks continue to be a population of concern regarding traffic safety despite the reduction in large truck crash rates over the past decade. Medication and drug use while driving is one important risk factor for large truck crashes. Work-related exposures, such as vibration, manual handling and poor ergonomics contribute to an increased risk for injuries and chronic conditions and are common reasons for opioid analgesic (OA) use by CMV truck drivers. The objectives of this study were to examine the role of OA use in CMV truck drivers involved in fatal crashes by: (a) generating prevalence estimates of OA use; (b) documenting the relationship between OA use and crash responsibility. Case-control study using logistic regression to compare Fatality Analysis Reporting System (1993-2008) record of one or more crash-related unsafe driver actions (UDAs--a proxy measure of responsibility) between drivers with a positive drug test and drivers with a negative drug test for OA, controlling for age, other drug use, and driving history. The annual prevalence of OA use among all CMV drivers of large trucks involved in fatal crashes did not exceed 0.46% for any year in the study period and mostly ranged between 0.1 and 0.2%. Male truck drivers using OA had greater odds of committing an UDA (OR: 2.80; 95% CI: 1.64; 4.81). Middle-aged users had greater odds than younger or older users. The results of our study indicate that the presence of OAs is associated with greater odds of committing an UDA. This association may have implications for the commercial transport industry and traffic safety. However, the limited prevalence of OA use is encouraging and further research is needed to address the limitations of the study. Copyright © 2013 Elsevier Ireland Ltd. All rights reserved.

Annoyance evaluation and the effect of noise on the health of bus drivers.

PubMed

Bruno, Portela S; Marcos, Queiroga R; Amanda, Constantini; Paulo, Zannin H T

2013-01-01

In the present study, we evaluated annoyance and the effects of noise on the health of bus drivers. For that, 200 bus drivers from a public transport company participated in a cross-sectional study. Annoyance and effects on health was measured with analog scale: Sleep quality, occurrence of tinnitus, headache, irritation, and annoyance from bus engine, traffic, and passengers. Data of age and working time of bus drivers also were obtained. For noise exposure, LA eq was evaluated in 80 buses. Statistical analysis consisted of mean, standard deviation, minimum, and maximum, Kruskal-Wallis test with post-hoc Dunn, one-way ANOVA with post-hoc Tukey and Spearman's correlation coefficient. Results indicate three groups of bus drivers (not annoyed: (N.A.), a little annoyed (L.A.) and highly annoyed (H.A.)). The group H.A. was younger and with less working time in relation to others, with a significant difference only for age. Regarding sleep quality, there was no significant difference. For results on the occurrence of tinnitus, headache and irritation after work, group H.A. had significantly higher means. Result of annoyance to the bus engine was significantly higher in H.A. than in L.A. and N.A. Annoyance to traffic and passengers, no significant differences were found, but the highest results were found for L.A., followed by H.A. and N.A. Equivalent sound pressure level in buses was above of the limit for occupational comfort. It was concluded that bus drivers has considerable level of noise annoyance and some health effects are perceived. The noise is a factor discomfort ergonomic that may cause effects on health of bus drivers. This study aims to evaluate annoyance and the effects of noise on the health of bus drivers. Cross-sectional study with buses and bus drivers. For that, 200 bus drivers from a public transport company participated in a cross-sectional study. Annoyance and effects on health was measured with analog scale: Sleep quality, occurrence of tinnitus, headache, irritation and annoyance from bus engine, traffic, and passengers. Data of age and working time of bus drivers also were obtained. For noise exposure, LA eq was evaluated in 80 buses. Statistical analysis consisted of mean, standard deviation, minimum and maximum, Kruskal-Wallis test with post-hoc Dunn, one-way ANOVA with post-hoc Tukey and Spearman's correlation coefficient. Results indicate three groups of bus drivers (N.A., a L.A. and H.A.). The group H.A. was younger and with less working time in relation to others, with a significant difference only for age. Regarding sleep quality, there was no significant difference. For results on the occurrence of tinnitus, headache and irritation after work, group H.A. had significantly higher means. Result of annoyance to the bus engine was significantly higher in H.A. than in L.A. and N.A. Annoyance to traffic and passengers, no significant differences were found, but the highest results were found for L.A., followed by H.A. and N.A. Equivalent sound pressure level in buses was above of the limit for occupational comfort. It was concluded that bus drivers has considerable level of noise annoyance and some health effects are perceived.

Crash data and rates for age-sex groups of drivers, 1996

DOT National Transportation Integrated Search

1998-01-01

The results of this research note are based on 1996data for fatal crashes, driver licenses, and estimates of total crashes based upon data obtained from the nationally representative sample of crashes gathered in the General Estimates System (GES). T...

Respiratory symptoms and lung function in garage workers and taxi drivers.

PubMed

Bener, A; Galadari, I; al-Mutawa, J K; al-Maskari, F; Das, M; Abuzeid, M S

1998-12-01

The aim of this study was to determine the prevalence of some respiratory symptoms and possible diseases among occupationally-exposed garage workers and taxi drivers. This study involved 158 garage workers and 165 taxi drivers, matched for age, sex, nationality and duration of employment. The mean age of 158 Indian subcontinent garage workers was 34.4 +/- 10.4 years; their mean height and weight were 167.7 +/- 6.6 cm and 72.0 +/- 12.3 kg respectively, and the mean duration of employment garage workers was 8.8 +/- 7.6 years. The mean age of 165 Indian subcontinent male taxi drivers was 34.5 +/- 7.7 years; their mean height and weight were 168.7 +/- 6.1 cm and 71.3 +/- 12.6 kg respectively; and the mean duration of employment was 7.5 +/- 5.4 years. The data on chronic respiratory symptoms showed that garage workers had higher prevalence of symptoms than taxi drivers being significantly greater for chronic phlegm, (p < 0.007); dyspneoa (p < 0.001); and sinusitis (p < 0.03). A higher prevalence of all acute symptoms was recorded in garage workers than in taxi drivers, although the differences were significant only for throat (p < 0.02), hearing problems (p < 0.002); nose (dryness, bleeding and secretion) (p < 0.008); and low back pain (p < 0.05). Almost all forced spirometric tests in the exposed garage workers were lower than in taxi drivers. The results of stepwise multiple regression analysis showed that only phlegm, sinusitis, hearing problems, nasal catarrh, throat, low back pain, smoking and FEF25-75, variables were statistically significant predictors as risk factors. In conclusion, the present study suggests that a high prevalence of respiratory symptoms is associated with exposure to motor vehicle exhaust emission in garage working places. Long-term working as garage workers in the United Arab Emirates (UAE), may be associated with the development of chronic respiratory symptoms and have effects on their daily life and health.

Predictors of driving outcomes including both crash involvement and driving cessation in a prospective study of Japanese older drivers.

PubMed

Kosuge, Ritsu; Okamura, Kazuko; Kihira, Makoto; Nakano, Yukako; Fujita, Goro

2017-09-01

The first aim of this study was to investigate predictors of future traffic crash involvement, taking into account bias in the handling of data for former drivers. The second aim was to compare characteristics of former drivers and crash-involved drivers in order to gain an understanding of appropriate driving cessation among older drivers. In all, 154 drivers aged 70 years or older participated in the baseline interview and the follow-up survey conducted two years later. In the baseline interview, participants were asked to respond to a questionnaire, take the Useful Field of View test ® (UFOV), and complete the Mini-Mental State Examination. In the follow-up survey, participants were asked by mail or telephone whether they had stopped driving. Participants reporting that they still drove were invited to participate in a subsequent interview. Based on the information obtained in the follow-up survey, participants were classified as follows: driving cessation group (n=26); crash-involved group (n=18); and crash-free group (n=110). A multinomial logistic regression was then used to analyse the data. Contrary to the results of previous studies, we found older age to be associated with crash involvement but not with driving cessation. The cessation group had more decreased cognitive processing speed than the crash-involved and crash-free groups. Crash history was also predictive of crash involvement. Participants who were subject to license renewal between baseline and follow-up had a greater tendency to continue driving. Results suggested that age and crash history could potentially identify high-risk older drivers. The predictive power of cognitive processing speed is reduced under certain conditions. License-renewal procedures may induce Japanese older adults to continue driving. Future studies should use a large national sample to confirm the results of the present study. Copyright © 2017 Elsevier Ltd. All rights reserved.

Age-Specific Injury Risk Curves for Distributed, Anterior Thoracic Loading of Various Sizes of Adults Based on Sternal Deflections.

PubMed

Mertz, Harold J; Prasad, Priya; Dalmotas, Dainius J; Irwin, Annette L

2016-11-01

Injury Risk Curves are developed from cadaver data for sternal deflections produced by anterior, distributed chest loads for a 25, 45, 55, 65 and 75 year-old Small Female, Mid-Size Male and Large Male based on the variations of bone strengths with age. These curves show that the risk of AIS ≥ 3 thoracic injury increases with the age of the person. This observation is consistent with NASS data of frontal accidents which shows that older unbelted drivers have a higher risk of AIS ≥ 3 chest injury than younger drivers.

Age and gender differences in time to collision at braking from the 100-Car Naturalistic Driving Study.

PubMed

Montgomery, Jade; Kusano, Kristofer D; Gabler, Hampton C

2014-01-01

Forward collision warning (FCW) is an active safety system that aims to mitigate the effect of forward collisions by warning the driver of objects in front of the vehicle. Success of FCW relies on how drivers react to the alerts. Drivers who receive too many warnings that they deem as unnecessary-that is, nuisance alarms-may grow to distrust and turn the system off. To reduce the perception of nuisance alarms, FCW systems can be tailored to individual driving styles, but these driving styles must first be characterized. The objective of this study was to characterize differences in braking behavior between age and gender groups in car-following scenarios using data from the 100-Car Naturalistic Driving Study. The data source for this study was the 100-Car Naturalistic Driving Study, which recorded the driving of 108 primary drivers for approximately a year. Braking behavior was characterized in terms of time to collision (TTC) at brake application, a common metric used in the design of warning thresholds of FCW. Because of the large volume of data analyzed, the TTC at which drivers braked during car-following situations was collected via an automated search algorithm. The minimum TTC for each vehicle speed 10 mph increment from 10 mph to 80 mph was recorded for each driver. Mixed model analysis of variance was used to examine the differences between age and gender groups. In total, 527,861 brake applications contained in 11,503 trips were analyzed. Differences in TTC at braking were statistically significant for age and gender (P<.01 for both cases). Males age 18-20 (n=7) had the lowest average minimum TTC at braking of 2.5±0.8 s, and females age 31-50 (n=6) had the highest average minimum TTC at braking of 6.4±0.9 s. On average, women (n=32) braked at a TTC 1.3 s higher than men (n=52). Age was a statistically significant factor for TTC at braking between participants under 30 (n=42) and participants over 30 (n=42), with the latter braking 1.7 s on average before the former. No statistical significance was found between ages 18-20 (n=15) and 21-30 (n=27) or between ages 31-50 (n=23) and 50+(n=19). There are clear statistical differences in TTC at braking for both gender and those over 30 vs. those under 30. Designers of FCW systems can use the data found in this study to tailor alert timings to the target demographic of a vehicle when designing forward collision warning systems. Appropriate alert timings for FCW systems will maximize effectiveness in collision reduction and mitigation.

Alcohol and illicit drugs in drivers involved in road traffic crashes in the Milan area. A comparison with normal traffic reveals the possible inadequacy of current cut-off limits.

PubMed

Ferrari, Davide; Manca, Monica; Banfi, Giuseppe; Locatelli, Massimo

2018-01-01

Driving under the influence of alcohol and/or illicit drugs in Italy is regulated by the articles 186 and 187 of the National Street Code. Epidemiological studies on drivers involved in road traffic crashes (RTC) provide useful information about the use/abuse of these substances in the general population. Comparison with case control studies may reveal important information like the cut-off limits adequacy. Data from 1587 blood tests for alcohol and 1258 blood tests for illicit drugs on drivers involved in RTC around Milan between 2012 and 2016, were analyzed and compared with a published random survey (DRUID) from the European Community. Our data from RTC-involved drivers show that alcohol abuse is not age-related whereas illicit drugs are more common in young people. Cannabinoids are frequent among younger drivers (median age 27) whereas cocaine is more often detected in adults (median age 34). The calculated odds ratio after comparison with the DRUID survey shows that a blood alcohol concentration below the legal limit does not represent a risk factor in having a car accident whereas concentrations of cocaine and cannabinoids within the legal limits are associated with being involved in a car accident. Despite authority efforts, the abuse of alcohol and illicit drugs is still common in young drivers. We suspect that the cut-off limits for cannabinoids and cocaine and/or the pre-analytical procedures for these substances are inadequate. We suggest a better standardization of the procedure by shortening the time interval between the request for investigation and blood collection and propose the adoption of more stringent cut-off limits. Copyright © 2017 Elsevier B.V. All rights reserved.

A randomized trial to evaluate the effectiveness of an individual, education-based safe transport program for drivers aged 75 years and older

PubMed Central

2013-01-01

Background There are concerns over safety of older drivers due to increased crash involvement and vulnerability to injury. However, loss of driving privileges can dramatically reduce independence and quality of life for older members of the community. The aim of this trial is to examine the effectiveness of a safe transport program for drivers aged 75 years and older at reducing driving exposure but maintaining mobility. Methods and design A randomised trial will be conducted, involving 380 drivers aged 75 years and older, resident in urban and semi-rural areas of North-West Sydney. The intervention is an education program based on the Knowledge Enhances Your Safety (KEYS) program, adapted for the Australian context. Driving experience will be measured objectively using an in-vehicle monitoring device which includes a global positioning system (GPS) to assess driving exposure and an accelerometer to detect rapid deceleration events. Participation will be assessed using the Keele Assessment of Participation (KAP). Data will be analysed on an intention-to-treat basis; the primary outcomes include driving exposure, rapid deceleration events and scores for KAP. Secondary outcomes include self-reported measures of driving, socialisation, uptake of alternative forms of transport, depressive symptoms and mood. A detailed process evaluation will be conducted, including examination of the delivery of the program and uptake of alternative forms of transport. A subgroup analysis is planned for drivers with reduced function as characterized by established cut-off scores on the Drivesafe assessment tool. Discussion This randomised trial is powered to provide an objective assessment of the efficacy of an individually tailored education and alternative transportation program to promote safety of older drivers but maintain mobility. Trial registration: Australian New Zealand Clinical Trials Registry ACTRN12612000543886. PMID:23379593

Driver characteristics associated with child safety seat usage in Malaysia: a cross-sectional study.

PubMed

Kulanthayan, S; Razak, Ahmad; Schenk, Ellen

2010-03-01

The rapidly motorizing environment in Malaysia has made child occupant safety a current public health concern. The usage of child safety seats (CSS) is a widely regarded intervention to enhance child occupant safety, yet no study has been conducted on CSS in Malaysia. This study aims to determine the CSS usage rates in Malaysia and to assess driver characteristics that are associated with CSS usage. Nine variables - urban versus rural study location, age, gender, marital status, educational status, monthly family income, number of children present in the vehicle, distance traveled to the study location, and attitude - were examined through a cross-sectional study of interviewing drivers of 230 vehicles transporting at least one child <10 years of age at the time of the study. The vehicles were also observed for whether or not there was a CSS present. The interviews were conducted at six sampling locations - three urban and three rural - in the state of Melaka. 27.4% of the drivers were found to be using at least one CSS at the time of the survey. Among the nine variables studied, three of the driver characteristics showed statistical significance (p<0.05) with CSS usage: age (p=0.047), educational status (p=0.009), and attitude (p=0.009). This study begins to create knowledge on child occupant safety in Malaysia. The results indicate that interventional efforts should focus on educational programs geared toward drivers that are less educated or extended family members who inconsistently transport young children. Furthermore, any educational efforts could be strongly enhanced by legislation mandating the use of CSS. Every effort should be made to thoroughly assess the effectiveness of any educational or legislative activities that are implemented. Copyright 2009 Elsevier Ltd. All rights reserved.

Reactivity, stability, and strength performance capacity in motor sports.

PubMed

Baur, H; Müller, S; Hirschmüller, A; Huber, G; Mayer, F

2006-11-01

Racing drivers require multifaceted cognitive and physical abilities in a multitasking situation. A knowledge of their physical capacities may help to improve fitness and performance. To compare reaction time, stability performance capacity, and strength performance capacity of élite racing drivers with those of age-matched, physically active controls. Eight élite racing drivers and 10 physically active controls matched for age and weight were tested in a reaction and determination test requiring upper and lower extremity responses to visual and audio cues. Further tests comprised evaluation of one-leg postural stability on a two-dimensional moveable platform, measures of maximum strength performance capacity of the extensors of the leg on a leg press, and a test of force capacity of the arms in a sitting position at a steering wheel. An additional arm endurance test consisted of isometric work at the steering wheel at +30 degrees and -30 degrees where an eccentric threshold load of 30 N.m was applied. Subjects had to hold the end positions above this threshold until exhaustion. Univariate one way analysis of variance (alpha = 0.05) including a Bonferroni adjustment was used to detect group differences between the drivers and controls. The reaction time of the racing drivers was significantly faster than the controls (p = 0.004). The following motor reaction time and reaction times in the multiple determination test did not differ between the groups. No significant differences (p>0.05) were found for postural stability, leg extensor strength, or arm strength and endurance. Racing drivers have faster reaction times than age-matched physically active controls. Further development of motor sport-specific test protocols is suggested. According to the requirements of motor racing, strength and sensorimotor performance capacity can potentially be improved.

The Relationship of 16 Underage Drinking Laws to Reductions in Underage Drinking Drivers in Fatal Crashes in the United States

PubMed Central

Fell, J.C.; Fisher, D.A.; Voas, R.B.; Blackman, K.; Tippetts, A.S.

2007-01-01

The minimum legal drinking age 21 (MLDA 21) legislation in the United States (U.S.) has been documented as one of the most effective public health measures adopted in recent times. This study reports on an effort to evaluate and interrelate a basic set of 16 laws directed at younger than age 21 youth that are designed to (a) control the sales of alcohol to youth, (b) prevent possession and consumption of alcohol by youth, and (c) prevent alcohol impaired driving by those younger than age 21. The first objective of this study was to determine whether there was any relationship between the existence and strength of the various underage drinking laws in a State and the percentage of younger than age 21 drivers involved in fatal crashes who were drinking. After controlling for various factors, the only significant finding that emerged was for the existence and strength of the law making it illegal for an underage person to use fake identification (p<0.016). The second objective was to determine if the enactment of two of the sixteen provisions (possession and purchase laws) was associated with a reduction in the rate of underage drinking driver involvements in fatal crashes. Analysis of variance (ANOVA) showed that there was a national 11.2% reduction (p<0.05) in the ratio of underage drinking drivers to underage non-drinking drivers in fatal crashes after the possession and purchase laws were adopted in 36 States and the District of Columbia (DC). This suggests that the two mandatory elements of the Federal MLDA 21 law are having the desired effect of reducing underage alcohol-related highway deaths. PMID:18184512

Risk and safety perception on urban and rural roads: Effects of environmental features, driver age and risk sensitivity.

PubMed

Cox, Jolene A; Beanland, Vanessa; Filtness, Ashleigh J

2017-10-03

The ability to detect changing visual information is a vital component of safe driving. In addition to detecting changing visual information, drivers must also interpret its relevance to safety. Environmental changes considered to have high safety relevance will likely demand greater attention and more timely responses than those considered to have lower safety relevance. The aim of this study was to explore factors that are likely to influence perceptions of risk and safety regarding changing visual information in the driving environment. Factors explored were the environment in which the change occurs (i.e., urban vs. rural), the type of object that changes, and the driver's age, experience, and risk sensitivity. Sixty-three licensed drivers aged 18-70 years completed a hazard rating task, which required them to rate the perceived hazardousness of changing specific elements within urban and rural driving environments. Three attributes of potential hazards were systematically manipulated: the environment (urban, rural); the type of object changed (road sign, car, motorcycle, pedestrian, traffic light, animal, tree); and its inherent safety risk (low risk, high risk). Inherent safety risk was manipulated by either varying the object's placement, on/near or away from the road, or altering an infrastructure element that would require a change to driver behavior. Participants also completed two driving-related risk perception tasks, rating their relative crash risk and perceived risk of aberrant driving behaviors. Driver age was not significantly associated with hazard ratings, but individual differences in perceived risk of aberrant driving behaviors predicted hazard ratings, suggesting that general driving-related risk sensitivity plays a strong role in safety perception. In both urban and rural scenes, there were significant associations between hazard ratings and inherent safety risk, with low-risk changes perceived as consistently less hazardous than high-risk impact changes; however, the effect was larger for urban environments. There were also effects of object type, with certain objects rated as consistently more safety relevant. In urban scenes, changes involving pedestrians were rated significantly more hazardous than all other objects, and in rural scenes, changes involving animals were rated as significantly more hazardous. Notably, hazard ratings were found to be higher in urban compared with rural driving environments, even when changes were matched between environments. This study demonstrates that drivers perceive rural roads as less risky than urban roads, even when similar scenarios occur in both environments. Age did not affect hazard ratings. Instead, the findings suggest that the assessment of risk posed by hazards is influenced more by individual differences in risk sensitivity. This highlights the need for driver education to account for appraisal of hazards' risk and relevance, in addition to hazard detection, when considering factors that promote road safety.

[PSYCHO PHYSIOLOGICAL MARKERS OF ACCELERATED AGING AMONG THOSE WORKING WITH OCCUPATIONAL HAZARDS].

PubMed

Bashkireva, A S; Kachan, Ye Yu; Kulapina, M E

2015-01-01

Using comparative analysis of two occupational groups we assessed the significance of psycho physiological markers of short-term memory accelerated aging in order to reveal how the age-related changes and working process affect mental work capacity. We revealed peculiarities of systemic structure of functions which determine mental work capacity depending on the age and length of service in lorry drivers. It was proved that age and long driving experience affect mnestic functions which show up quantitative and qualitative changes such as reduced volume of memorized information, longer time needed to memorize it, and tendency to diminished accuracy of memorization. We also proved that premature age-related changes of psycho physiological indices in drivers are the "risk indicators", while long driving experience is a real risk factor contributing to the acceleration of aging.

Differences in young driver crash involvement in states with varying licensure practices.

PubMed

Ferguson, S A; Leaf, W A; Williams, A F; Preusser, D F

1996-03-01

Teenage driver licensing practices and the crashes of teenagers were compared in several states with differing laws and policies regarding licensure. High school seniors in Delaware, a state with laws that allow early driving and licensure, reported that they first drove on a public road, obtained a learner's permit and obtained a driver's license at younger ages than high school seniors in other northeastern states (Connecticut, New Jersey and upstate New York). State crash data indicated that Delaware and Connecticut, which allow unrestricted licensing at age 16, showed the highest rates of 16-year-old driver involvements in nonfatal and fatal injury crashes. Pennsylvania and upstate New York, which have night driving curfews for 16 year-olds, showed lower crash rates overall and much lower crash rates during their respective curfew hours. New Jersey and Nassau and Suffolk counties, where unsupervised driving by 16 year-olds is generally not allowed, showed the lowest crash rates for 16 year-olds. Graduated licensing programs that include delayed full-privilege licensure, night driving curfews, and extended periods of supervised practice driving are a possible countermeasure for the high motor vehicle crash rates of young drivers.

Medicinal and illegal drugs among Danish car drivers.

PubMed

Behrensdorff, Inge; Steentoft, Anni

2003-11-01

The objective of this study was to get an insight into the prevalence of medicinal and illegal drugs among car drivers in a Danish rural area. The police randomly stopped about 1000 car drivers and asked them to deliver a saliva sample and gave them a questionnaire to fill in at home. Laboratory analyses by specific methods of samples, which a screening found positive, confirmed that 2% were positive for benzodiazepines or illegal drugs (amphetamine, cannabis, cocaine or opiates): 1.3% were positive for illegal drugs and 0.7% for benzodiazepines. Questionnaire statements from some of the drivers confirm that occasionally some of these drive despite a suspicion to be under the influence of an illegal drug (2.8%), an illegal drug including alcohol (4%), a hazardous medicinal drug including alcohol (8.5%), or alcohol alone above the legal limit (24.5%). These results are considered reliable for the survey area and may not reflect national conditions. The overall results indicate that in this study driving under the influence of illegal drugs or alcohol seems to be associated to especially men, aged 22-44 years. Driving under the influence of hazardous medicinal drugs seems to be associated to middle-aged/elderly drivers, both men and women.

Enhancing older driver safety: A driving survey and evaluation of the CarFit program.

PubMed

Gaines, Jean M; Burke, Kasey L; Marx, Katherine A; Wagner, Mary; Parrish, John M

2011-10-01

To evaluate CarFit, an educational program designed to promote optimal alignment of driver with vehicle. A driving activity survey was sent to 727 randomly selected participants living in retirement communities. Drivers (n=195) were assigned randomly to CarFit intervention (n=83, M age=78.1) or Comparison (n=112, M age=79.6) groups. After 6months, participants completed a post-test of driving activity and CarFit recommendations. Nonconsenting drivers were older and participated in fewer driving activities. CarFit participation was moderate (71%) with 86% of the participants receiving recommendations. 60% followed the recommendations at the 6-month re-evaluation). The CarFit (67.6%) and Comparison (59.3%) groups reported at least one type of self-regulation of driving activity at baseline. There was no significant change in the driving behaviors at the six-month follow-up. CarFit was able to detect addressable opportunities that may contribute to the safety of older drivers. CarFit recommendations may need stronger reinforcement in order to be enacted by a participant. Copyright © 2011 National Safety Council and Elsevier Ltd. All rights reserved.

"Good Passengers and Not Good Passengers:" Adolescent Drivers' Perceptions About Inattention and Peer Passengers.

PubMed

McDonald, Catherine C; Sommers, Marilyn S

The purpose of this qualitative focus group elicitation research study was to explore teen driver perceptions of peer passengers and driver inattention. We utilized focus groups for data collection and content analysis to analyze the data, both of which were guided by the theory of planned behavior. We conducted 7 focus groups with 30 teens, ages 16-18, licensed for ≤1year to examine attitudes, perceived behavioral control, and norms related to driving inattention and peer passengers. The sample was 50% male, mean age 17.39 (SD 0.52) with mean length of licensure 173.7days (SD 109.2). Three themes emerged: 1) "Good and not good" passengers; 2) Passengers and technology as harmful and helpful; and 3) The driver is in charge. While passengers can be a source of distraction, our participants also identified passenger behaviors that reduced risk, such as assistance with technology and guidance for directions. An understanding of teens' perceptions of peer passengers can contribute to the development of effective interventions targeting teen driver inattention. Nurses are well-positioned to contribute to these teen crash prevention efforts. Copyright © 2016 Elsevier Inc. All rights reserved.

Intersection negotiation problems of older drivers. Volume 2, Background synthesis on age and intersection driving difficulties

DOT National Transportation Integrated Search

1998-09-01

This project included a background literature synthesis and observational field study. The research goals were to document driving problems and errors at intersections, for older drivers using their own cars to travel familiar and unfamiliar routes, ...

Handbook for designing roadways for the aging population.

DOT National Transportation Integrated Search

2014-06-01

The original Older Driver Highway Design Handbook was published by FHWA in 1998 (FHWA-RD-97-135). The : 2nd edition, titled Highway Design Handbook for Older Drivers and Pedestrians (FHWA-RD-01-103) was published in : 2001. This 3rd edition, under a ...

Evaluating driver reactions to new vehicle technologies intended to increase safety and mobility across the lifespan.

DOT National Transportation Integrated Search

2013-05-01

Personal vehicle manufactures are introducing a wide range of new technologies that are : intended to increase the safety, comfort, and mobility of drivers of all ages. Examples range from : semi-autonomous technologies such as adaptive cruise contro...

Experiences of model year 2011 Dodge and Jeep owners with collision avoidance and related technologies.

PubMed

Cicchino, Jessica B; McCartt, Anne T

2015-01-01

Crash avoidance technologies have the potential to prevent or mitigate many crashes, but their effectiveness depends on drivers' acceptance and proper use. Owners of 2011 Dodge Charger, Dodge Durango, and Jeep Grand Cherokee vehicles were interviewed about their experiences with their vehicles' technologies. Interviews were conducted in April 2013 with 215 owners of Dodge and Jeep vehicles with adaptive cruise control and forward collision warning and 215 owners with blind spot monitoring and rear cross-path detection. Most owners said that they always keep each collision avoidance technology turned on, and more than 90% of owners with each system would want the technology again on their next vehicle. The majority believed that the systems had helped prevent a collision; this ranged from 54% of drivers with forward collision warning to more than three-quarters with blind spot monitoring and rear cross-path detection. Some owners reported behavioral changes with the systems, but over-reliance on them is not prevalent. Reported use of the systems varied by the age and gender of the driver and duration of vehicle ownership to a greater degree than in previous surveys of luxury Volvo and Infiniti vehicles with collision avoidance technologies. Notably, drivers aged 40 and younger were most likely to report that forward collision warning had alerted them multiple times and that it had prevented a collision and that they follow the vehicle ahead less closely with adaptive cruise control. Reports of waiting for the alert from forward collision warning before braking were infrequent but increased with duration of ownership. However, these reports could reflect confusion of the system with adaptive cruise control, which alerts drivers when braking is necessary to maintain a preset speed or following distance but a crash is not imminent. Consistent with previous surveys of luxury vehicle owners with collision avoidance technologies, acceptance and use remains high among owners of more mainstream vehicles. Varying experiences with the technologies by driver age and gender suggest that safety benefits are not uniform for all drivers, and differential benefits may become increasingly apparent as collision avoidance technologies become available to a more heterogeneous population of drivers. The potential for over-reliance on the technologies should continue to be monitored, especially as drivers gain more experience with them.

Fatal Pediatric Motor Vehicle Crashes on U.S. Native American Indian Lands Compared to Adjacent Non-Indian Lands: Restraint Use and Injury by Driver, Vehicle, Roadway and Crash Characteristics.

PubMed

Oh, Shin Ah; Liu, Chang; Pressley, Joyce C

2017-10-25

There are large disparities in American Indian pediatric motor vehicle (MV) mortality with reports that several factors may contribute. The Fatality Analysis Reporting System for 2000-2014 was used to examine restraint use for occupants aged 0-19 years involved in fatal MV crashes on Indian lands ( n = 1667) and non-Indian lands in adjacent states ( n = 126,080). SAS GLIMMIX logistic regression with random effects was used to generate odds ratios (OR) with 95% confidence intervals (CI). Restraint use increased in both areas over the study period with restraint use on Indian lands being just over half that of non-Indian lands for drivers (36.8% vs. 67.8%, p < 0.0001) and for pediatric passengers (33.1% vs. 59.3%, p < 0.0001). Driver restraint was the strongest predictor of passenger restraint on both Indian and non-Indian lands exerting a stronger effect in ages 13-19 than in 0-12 year olds. Valid licensed driver was a significant predictor of restraint use in ages 0-12 years. Passengers in non-cars (SUVs, vans and pickup trucks) were less likely to be restrained. Restraint use improved over the study period in both areas, but disparities failed to narrow as restraint use remains lower and driver, vehicle and crash risk factors higher for MV mortality on Indian lands.

The impact of Michigan's text messaging restriction on motor vehicle crashes.

PubMed

Ehsani, Johnathon P; Bingham, C Raymond; Ionides, Edward; Childers, David

2014-05-01

The purpose of this study was to determine the effects of Michigan's universal text messaging restriction (effective July 2010) across different age groups of drivers and crash severities. Changes in monthly crash rates and crash trends per 10,000 licensed drivers aged 16, 17, 18, 19, 20-24, and 25-50 years were estimated using time series analysis for three levels of crash severity: (1) fatal/disabling injury; (2) nondisabling injury; and (3) possible injury/property damage only (PDO) crashes for the period 2005-2012. Analyses were adjusted for crash rates of drivers' aged 65-99 years, Michigan's unemployment rate, and gasoline prices. After the introduction of the texting restriction, significant increases were observed in crash rates and monthly trends in fatal/disabling injury crashes and nondisabling injury crashes, and significant decreases in possible injury/PDO crashes. The magnitude of the effects where significant changes were observed was small. The introduction of the texting restriction was not associated with a reduction in crash rates or trends in severe crash types. On the contrary, small increases in the most severe crash types (fatal/disabling and nondisabling injury) and small decreases in the least severe crash types (possible injury/PDO) were observed. These findings extend the literature on the effects of cell phone restrictions by examining the effects of the restriction on newly licensed adolescent drivers and adult drivers separately by crash severity. Published by Elsevier Inc.

Fatal Pediatric Motor Vehicle Crashes on U.S. Native American Indian Lands Compared to Adjacent Non-Indian Lands: Restraint Use and Injury by Driver, Vehicle, Roadway and Crash Characteristics

PubMed Central

Oh, Shin Ah; Liu, Chang

2017-01-01

There are large disparities in American Indian pediatric motor vehicle (MV) mortality with reports that several factors may contribute. The Fatality Analysis Reporting System for 2000–2014 was used to examine restraint use for occupants aged 0–19 years involved in fatal MV crashes on Indian lands (n = 1667) and non-Indian lands in adjacent states (n = 126,080). SAS GLIMMIX logistic regression with random effects was used to generate odds ratios (OR) with 95% confidence intervals (CI). Restraint use increased in both areas over the study period with restraint use on Indian lands being just over half that of non-Indian lands for drivers (36.8% vs. 67.8%, p < 0.0001) and for pediatric passengers (33.1% vs. 59.3%, p < 0.0001). Driver restraint was the strongest predictor of passenger restraint on both Indian and non-Indian lands exerting a stronger effect in ages 13–19 than in 0–12 year olds. Valid licensed driver was a significant predictor of restraint use in ages 0–12 years. Passengers in non-cars (SUVs, vans and pickup trucks) were less likely to be restrained. Restraint use improved over the study period in both areas, but disparities failed to narrow as restraint use remains lower and driver, vehicle and crash risk factors higher for MV mortality on Indian lands. PMID:29068393

Comparison of success rates of orthodontic mini-screws by the insertion method.

PubMed

Kim, Jung Suk; Choi, Seong Hwan; Cha, Sang Kwon; Kim, Jang Han; Lee, Hwa Jin; Yeom, Sang Seon; Hwang, Chung Ju

2012-10-01

The aim of this study was to compare the success rates of the manual and motor-driven mini-screw insertion methods according to age, gender, length of mini-screws, and insertion sites. We retrospectively reviewed 429 orthodontic mini-screw placements in 286 patients (102 in men and 327 in women) between 2005 and 2010 at private practice. Age, gender, mini-screw length, and insertion site were cross-tabulated against the insertion methods. The Cochran-Mantel-Haenszel test was performed to compare the success rates of the 2 insertion methods. The motor-driven method was used for 228 mini-screws and the manual method for the remaining 201 mini-screws. The success rates were similar in both men and women irrespective of the insertion method used. With respect to mini-screw length, no difference in success rates was found between motor and hand drivers for the 6-mm-long mini-screws (68.1% and 69.5% with the engine driver and hand driver, respectively). However, the 8-mm-long mini-screws exhibited significantly higher success rates (90.4%, p < 0.01) than did the 6-mm-long mini-screws when placed with the engine driver. The overall success rate was also significantly higher in the maxilla (p < 0.05) when the engine driver was used. Success rates were similar among all age groups regardless of the insertion method used. Taken together, the motor-driven insertion method can be helpful to get a higher success rate of orthodontic mini-screw placement.

Association between reported sleep need and sleepiness at the wheel: comparative study on French highways between 1996 and 2011

PubMed Central

Quera-Salva, M A; Sauvagnac-Quera, R; Sagaspe, P; Taillard, J; Contrand, B; Micoulaud, J A; Lagarde, E; Barbot, F; Philip, P

2016-01-01

Objective To investigate the evolution over 15 years of sleep schedules, sleepiness at the wheel and driving risk among highway drivers. Methods Comparative survey including questions on usual sleep schedules and before the trip, sleepiness at the wheel, the Epworth sleepiness scale, Basic Nordic Sleep Questionnaire (BNSQ) and a travel questionnaire. Results 80% of drivers stopped by the highway patrol agreed to participate in both studies with a total of 3545 drivers in 2011 and 2196 drivers in 1996 interviewed. After standardisation based on sex, age and mean annual driving distance, drivers in 2011 reported shorter sleep time on week days (p<0.0001), and week-ends (p<0.0001) and shorter optimal sleep time (p<0.0001) compared to 1996 drivers. There were more drivers sleepy at the wheel in 2011 than in 1996 (p<0.0001) and 2.5 times more drivers in 2011 than in 1996 had an Epworth sleepiness score >15 indicating severe sleepiness. Conclusions Even if drivers in 2011 reported good sleep hygiene prior to a highway journey, drivers have reduced their mean weekly sleep duration over 15 years and have a higher risk of sleepiness at the wheel. Sleep hygiene for automobile drivers remains an important concept to address. PMID:28003284

PILOT RESULTS ON FORWARD COLLISION WARNING SYSTEM EFFECTIVENESS IN OLDER DRIVERS

PubMed Central

Lester, Benjamin D.; Sager, Lauren N.; Dawson, Jeffrey; Hacker, Sarah D.; Aksan, Nazan; Rizzo, Matthew; Kitazaki, Satoshi

2016-01-01

Summary Advanced Driver Assistance Systems (ADAS) have largely been developed with a “one-size-fits-all” approach. This approach neglects the large inter-individual variability in perceptual and cognitive abilities that affect aging ADAS users. We investigated the effectiveness of a forward collision warning (FCW) with fixed response parameters in young and older drivers with differing levels of cognitive functioning. Drivers responded to a pedestrian stepping into the driver’s path on a simulated urban road. Behavioral metrics included response times (RT) for pedal controls and two indices of risk penetration (e.g., maximum deceleration and minimum time-to-collision (TTC)). Older drivers showed significantly slower responses at several time points compared to younger drivers. The FCW facilitated response times (RTs) for older and younger drivers. However, older drivers still showed smaller safety gains compared to younger drivers at accelerator pedal release and initial brake application when the FCW was active. No significant differences in risk metrics were observed within the condition studied. The results demonstrate older drivers likely differ from younger drivers using a FCW with a fixed parameter set. Finally, we briefly discuss how future research should examine predictive relationships between domains of cognitive functioning and ADAS responses to develop parameter sets to fit the individual. PMID:27135061

Mutation analysis of 13 driver genes of colorectal cancer-related pathways in Taiwanese patients

PubMed Central

Chang, Yuli Christine; Chang, Jan-Gowth; Liu, Ta-Chih; Lin, Chien-Yu; Yang, Shu-Fen; Ho, Cheng-Mao; Chen, William Tzu-Liang; Chang, Ya-Sian

2016-01-01

AIM: To investigate the driver gene mutations associated with colorectal cancer (CRC) in the Taiwanese population. METHODS: In this study, 103 patients with CRC were evaluated. The samples consisted of 66 men and 37 women with a median age of 59 years and an age range of 26-86 years. We used high-resolution melting analysis (HRM) and direct DNA sequencing to characterize the mutations in 13 driver genes of CRC-related pathways. The HRM assays were conducted using the LightCycler® 480 Instrument provided with the software LightCycler® 480 Gene Scanning Software Version 1.5. We also compared the clinicopathological data of CRC patients with the driver gene mutation status. RESULTS: Of the 103 patients evaluated, 73.79% had mutations in one of the 13 driver genes. We discovered 18 novel mutations in APC, MLH1, MSH2, PMS2, SMAD4 and TP53 that have not been previously reported. Additionally, we found 16 de novo mutations in APC, BMPR1A, MLH1, MSH2, MSH6, MUTYH and PMS2 in cancerous tissues previously reported in the dbSNP database; however, these mutations could not be detected in peripheral blood cells. The APC mutation correlates with lymph node metastasis (34.69% vs 12.96%, P = 0.009) and cancer stage (34.78% vs 14.04%, P = 0.013). No association was observed between other driver gene mutations and clinicopathological features. Furthermore, having two or more driver gene mutations correlates with the degree of lymph node metastasis (42.86% vs 24.07%, P = 0.043). CONCLUSION: Our findings confirm the importance of 13 CRC-related pathway driver genes in the development of CRC in Taiwanese patients. PMID:26900293

Professional experience and traffic accidents/near-miss accidents among truck drivers.

PubMed

Girotto, Edmarlon; Andrade, Selma Maffei de; González, Alberto Durán; Mesas, Arthur Eumann

2016-10-01

To investigate the relationship between the time working as a truck driver and the report of involvement in traffic accidents or near-miss accidents. A cross-sectional study was performed with truck drivers transporting products from the Brazilian grain harvest to the Port of Paranaguá, Paraná, Brazil. The drivers were interviewed regarding sociodemographic characteristics, working conditions, behavior in traffic and involvement in accidents or near-miss accidents in the previous 12 months. Subsequently, the participants answered a self-applied questionnaire on substance use. The time of professional experience as drivers was categorized in tertiles. Statistical analyses were performed through the construction of models adjusted by multinomial regression to assess the relationship between the length of experience as a truck driver and the involvement in accidents or near-miss accidents. This study included 665 male drivers with an average age of 42.2 (±11.1) years. Among them, 7.2% and 41.7% of the drivers reported involvement in accidents and near-miss accidents, respectively. In fully adjusted analysis, the 3rd tertile of professional experience (>22years) was shown to be inversely associated with involvement in accidents (odds ratio [OR] 0.29; 95% confidence interval [CI] 0.16-0.52) and near-miss accidents (OR 0.17; 95% CI 0.05-0.53). The 2nd tertile of professional experience (11-22 years) was inversely associated with involvement in accidents (OR 0.63; 95% CI 0.40-0.98). An evident relationship was observed between longer professional experience and a reduction in reporting involvement in accidents and near-miss accidents, regardless of age, substance use, working conditions and behavior in traffic. Copyright © 2016 Elsevier Ltd. All rights reserved.

Mutation analysis of 13 driver genes of colorectal cancer-related pathways in Taiwanese patients.

PubMed

Chang, Yuli Christine; Chang, Jan-Gowth; Liu, Ta-Chih; Lin, Chien-Yu; Yang, Shu-Fen; Ho, Cheng-Mao; Chen, William Tzu-Liang; Chang, Ya-Sian

2016-02-21

To investigate the driver gene mutations associated with colorectal cancer (CRC) in the Taiwanese population. In this study, 103 patients with CRC were evaluated. The samples consisted of 66 men and 37 women with a median age of 59 years and an age range of 26-86 years. We used high-resolution melting analysis (HRM) and direct DNA sequencing to characterize the mutations in 13 driver genes of CRC-related pathways. The HRM assays were conducted using the LightCycler® 480 Instrument provided with the software LightCycler® 480 Gene Scanning Software Version 1.5. We also compared the clinicopathological data of CRC patients with the driver gene mutation status. Of the 103 patients evaluated, 73.79% had mutations in one of the 13 driver genes. We discovered 18 novel mutations in APC, MLH1, MSH2, PMS2, SMAD4 and TP53 that have not been previously reported. Additionally, we found 16 de novo mutations in APC, BMPR1A, MLH1, MSH2, MSH6, MUTYH and PMS2 in cancerous tissues previously reported in the dbSNP database; however, these mutations could not be detected in peripheral blood cells. The APC mutation correlates with lymph node metastasis (34.69% vs 12.96%, P = 0.009) and cancer stage (34.78% vs 14.04%, P = 0.013). No association was observed between other driver gene mutations and clinicopathological features. Furthermore, having two or more driver gene mutations correlates with the degree of lymph node metastasis (42.86% vs 24.07%, P = 0.043). Our findings confirm the importance of 13 CRC-related pathway driver genes in the development of CRC in Taiwanese patients.

Cognitive problems, self-rated changes in driving skills, driving-related discomfort and self-regulation of driving in old drivers.

PubMed

Meng, Annette; Siren, Anu

2012-11-01

Ageing in general is associated with functional decline that may have an adverse effect on driving. Nevertheless, older drivers have been found to show good judgement and to self-regulate their driving, which may enable them to continue driving safely despite functional decline. The process of the self-monitoring of driving ability and the awareness of functional decline, and its association with the self-regulation of driving is, however, not fully understood. The aim of the present study was to examine the perceived changes in driving skills, the discomfort experienced in driving, and the self-regulation of driving as measured by the avoidance of certain driving situations by older drivers with different levels of self-rated cognitive problems. Eight hundred and forty Danish drivers aged 75-95 completed a structured telephone interview. The results showed that the recognition of cognitive problems was associated with an experience of improvement in higher level driving skills but also of a decline in lower level driving skills. Moreover, cognitive problems recognised by drivers were associated with discomfort in, and avoidance of, driving situations. Finally, a linear relationship between discomfort in driving and avoidance was found and this tended to be stronger for drivers recognising cognitive problems. The results indicate that older drivers who recognise problems with cognitive functions display good self-assessment of changes in their driving skills. In addition, the results suggest that driving-related discomfort is an important factor affecting the self-regulation of driving. Finally, the findings indicate that driving-related discomfort functions as an indirect self-monitoring of driving ability and may contribute to the safe driving performance of Danish older drivers. Copyright © 2012 Elsevier Ltd. All rights reserved.

A neuropsychological instrument measuring age-related cerebral decline in older drivers: development, reliability, and validity of MedDrive

PubMed Central

Vaucher, Paul; Cardoso, Isabel; Veldstra, Janet L.; Herzig, Daniela; Herzog, Michael; Mangin, Patrice; Favrat, Bernard

2014-01-01

When facing age-related cerebral decline, older adults are unequally affected by cognitive impairment without us knowing why. To explore underlying mechanisms and find possible solutions to maintain life-space mobility, there is a need for a standardized behavioral test that relates to behaviors in natural environments. The aim of the project described in this paper was therefore to provide a free, reliable, transparent, computer-based instrument capable of detecting age-related changes on visual processing and cortical functions for the purposes of research into human behavior in computational transportation science. After obtaining content validity, exploring psychometric properties of the developed tasks, we derived (Study 1) the scoring method for measuring cerebral decline on 106 older drivers aged ≥70 years attending a driving refresher course organized by the Swiss Automobile Association to test the instrument's validity against on-road driving performance (106 older drivers). We then validated the derived method on a new sample of 182 drivers (Study 2). We then measured the instrument's reliability having 17 healthy, young volunteers repeat all tests included in the instrument five times (Study 3) and explored the instrument's psychophysical underlying functions on 47 older drivers (Study 4). Finally, we tested the instrument's responsiveness to alcohol and effects on performance on a driving simulator in a randomized, double-blinded, placebo, crossover, dose-response, validation trial including 20 healthy, young volunteers (Study 5). The developed instrument revealed good psychometric properties related to processing speed. It was reliable (ICC = 0.853) and showed reasonable association to driving performance (R2 = 0.053), and responded to blood alcohol concentrations of 0.5 g/L (p = 0.008). Our results suggest that MedDrive is capable of detecting age-related changes that affect processing speed. These changes nevertheless do not necessarily affect driving behavior. PMID:25346674

Graduated licensing laws and fatal crashes of teenage drivers: a national study.

PubMed

McCartt, Anne T; Teoh, Eric R; Fields, Michele; Braitman, Keli A; Hellinga, Laurie A

2010-06-01

The objective of the current study was to quantify the effects of the strength of US state graduated driver licensing laws and specific licensing components on the rate of teenage driver fatal crash involvements per 100,000 teenagers during 1996-2007. The strengths of state laws were rated good, fair, marginal, or poor based on a system developed previously by the Insurance Institute for Highway Safety. Analysis was based on quarterly counts of drivers involved in fatal crashes. Associations of overall ratings and individual licensing components with teenage crash rates were evaluated using Poisson regression, with the corresponding fatal crash rate for drivers ages 30-59 controlling for state- or time-dependent influences on crash rates unrelated to graduated licensing laws. Compared with licensing laws rated poor, laws rated good were associated with 30 percent lower fatal crash rates among 15- to 17-year-olds. Laws rated fair yielded fatal crash rates 11 percent lower. The longer the permit age was delayed, or the longer the licensing age was delayed, the lower the estimated fatal crash rates among 15- to 17-year-olds. Stronger nighttime restrictions were associated with larger reductions, and reductions were larger for laws limiting teenage passengers to zero or one than laws allowing two or more teenage passengers or laws without passenger restrictions. After the effects of any related delay in licensure were accounted for, an increase in the minimum learner's permit holding period showed no association with fatal crash rates. An increase in required practice driving hours did not appear to have an independent association with fatal crash rates. Graduated licensing laws that include strong nighttime and passenger restrictions and laws that delay the learner's permit age and licensing age are associated with lower teenage fatal crash rates. States that adopt such laws can expect to achieve substantial reductions in crash deaths.

Analyses of factors of crash avoidance maneuvers using the general estimates system.

PubMed

Yan, Xuedong; Harb, Rami; Radwan, Essam

2008-06-01

Taking an effective corrective action to a critical traffic situation provides drivers an opportunity to avoid crash occurrence and minimize crash severity. The objective of this study is to investigate the relationship between the probability of taking corrective actions and the characteristics of drivers, vehicles, and driving environments. Using the 2004 GES crash database, this study classified drivers who encountered critical traffic events (identified as P_CRASH3 in the GES database) into two pre-crash groups: corrective avoidance actions group and no corrective avoidance actions group. Single and multiple logistic regression analyses were performed to identify potential traffic factors associated with the probability of drivers taking corrective actions. The regression results showed that the driver/vehicle factors associated with the probability of taking corrective actions include: driver age, gender, alcohol use, drug use, physical impairments, distraction, sight obstruction, and vehicle type. In particular, older drivers, female drivers, drug/alcohol use, physical impairment, distraction, or poor visibility may increase the probability of failing to attempt to avoid crashes. Moreover, drivers of larger size vehicles are 42.5% more likely to take corrective avoidance actions than passenger car drivers. On the other hand, the significant environmental factors correlated with the drivers' crash avoidance maneuver include: highway type, number of lanes, divided/undivided highway, speed limit, highway alignment, highway profile, weather condition, and surface condition. Some adverse highway environmental factors, such as horizontal curves, vertical curves, worse weather conditions, and slippery road surface conditions are correlated with a higher probability of crash avoidance maneuvers. These results may seem counterintuitive but they can be explained by the fact that motorists may be more likely to drive cautiously in those adverse driving environments. The analyses revealed that drivers' distraction could be the highest risk factor leading to the failure of attempting to avoid crashes. Further analyses entailing distraction causes (e.g., cellular phone use) and their possible countermeasures need to be conducted. The age and gender factors are overrepresented in the "no avoidance maneuver." A possible solution could involve the integration of a new function in the current ITS technologies. A personalized system, which could be related to the expected type of maneuver for a driver with certain characteristics, would assist different drivers with different characteristics to avoid crashes. Further crash database studies are recommended to investigate the association of drivers' emergency maneuvers such as braking, steering, or their combination with crash severity.

Type, size and age of vehicles driven by teenage drivers killed in crashes during 2008-2012.

PubMed

McCartt, Anne T; Teoh, Eric R

2015-04-01

Given teenagers' elevated crash rates, it is especially important that their vehicles have key safety features and good crash protection. A profile of vehicles driven by teenagers killed in crashes was developed. Data on vehicles of drivers ages 15-17 and ages 35-50 who died in crashes during 2008-2012 were obtained from the Fatality Analysis Reporting System. Using vehicle identification numbers, the vehicle make, model and model year were identified. 29% of fatally injured teenagers were driving mini or small cars, 82% were driving vehicles at least 6 years old, and 48% were driving vehicles at least 11 years old. Compared with middle-aged drivers, teenagers' vehicles more often were small or mini cars or older vehicles. Few teenagers' vehicles had electronic stability control or side airbags as standard features. Parents should consider safety when choosing vehicles for their teenagers. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://group.bmj.com/group/rights-licensing/permissions.

Speeding by young novice drivers: What can personal characteristics and psychosocial theory add to our understanding?

PubMed

Scott-Parker, Bridie; Hyde, Melissa K; Watson, Barry; King, Mark J

2013-01-01

Young novice drivers continue to be overrepresented in fatalities and injuries arising from crashes even with the introduction of countermeasures such as graduated driver licensing (GDL). Enhancing countermeasures requires a better understanding of the variables influencing risky driving. One of the most common risky behaviours performed by drivers of all ages is speeding, which is particularly risky for young novice drivers who, due to their driving inexperience, have difficulty in identifying and responding appropriately to road hazards. Psychosocial theory can improve our understanding of contributors to speeding, thereby informing countermeasure development and evaluation. This paper reports an application of Akers' social learning theory (SLT), augmented by Gerrard and Gibbons' prototype/willingness model (PWM), in addition to personal characteristics of age, gender, car ownership, and psychological traits/states of anxiety, depression, sensation seeking propensity and reward sensitivity, to examine the influences on self-reported speeding of young novice drivers with a Provisional (intermediate) licence in Queensland, Australia. Young drivers (n=378) recruited in 2010 for longitudinal research completed two surveys containing the Behaviour of Young Novice Drivers Scale, and reported their attitudes and behaviours as pre-Licence/Learner (Survey 1) and Provisional (Survey 2) drivers and their sociodemographic characteristics. An Akers' measurement model was created. Hierarchical multiple regressions revealed that (1) personal characteristics (PC) explained 20.3%; (2) the combination of PC and SLT explained 41.1%; (3) the combination of PC, SLT and PWM explained 53.7% of variance in self-reported speeding. Whilst there appeared to be considerable shared variance, the significant predictors in the final model included gender, car ownership, reward sensitivity, depression, personal attitudes, and Learner speeding. These results highlight the capacity for psychosocial theory to improve our understanding of speeding by young novice drivers, revealing relationships between previous behaviour, attitudes, psychosocial characteristics and speeding. The findings suggest multi-faceted countermeasures should target the risky behaviour of Learners, and Learner supervisors should be encouraged to monitor their Learners' driving speed. Novice drivers should be discouraged from developing risky attitudes towards speeding. Copyright © 2012 Elsevier Ltd. All rights reserved.

Proactive vs. reactive car driving: EEG evidence for different driving strategies of older drivers

PubMed Central

Wascher, Edmund; Getzmann, Stephan

2018-01-01

Aging is associated with a large heterogeneity in the extent of age-related changes in sensory, motor, and cognitive functions. All these functions can influence the performance in complex tasks like car driving. The present study aims to identify potential differences in underlying cognitive processes that may explain inter-individual variability in driving performance. Younger and older participants performed a one-hour monotonous driving task in a driving simulator under varying crosswind conditions, while behavioral and electrophysiological data were recorded. Overall, younger and older drivers showed comparable driving performance (lane keeping). However, there was a large difference in driving lane variability within the older group. Dividing the older group in two subgroups with low vs. high driving lane variability revealed differences between the two groups in electrophysiological correlates of mental workload, consumption of mental resources, and activation and sustaining of attention: Older drivers with high driving lane variability showed higher frontal Alpha and Theta activity than older drivers with low driving lane variability and—with increasing crosswind—a more pronounced decrease in Beta activity. These results suggest differences in driving strategies of older and younger drivers, with the older drivers using either a rather proactive and alert driving strategy (indicated by low driving lane variability and lower Alpha and Beta activity), or a rather reactive strategy (indicated by high driving lane variability and higher Alpha activity). PMID:29352314

What contributes to driving ability in Parkinson's disease.

PubMed

Cubo, Esther; Martinez Martin, Pablo; Gonzalez, Miguel; Bergareche, Alberto; Campos, Victor; Fernández, José Manuel; Alvárez, María; Bayes, Angels

2010-01-01

To determine the most significant clinical predictors that influence driving ability in Parkinson disease (PD). National-multi-centre, cross-sectional study covering PD outpatients. Clinical assessment was based on the following questionnaires: cognition (SCOPA-Cog); motor impairment and disabilities (SCOPA motor); depression/anxiety; sleep (SCOPA-Sleep); psychosis and severity/global impairment (HY and CISI-PD). Driving status data was obtained using a standardized questionnaire. Comparisons between drivers and ex-drivers were calculated using chi(2) and Student t-tests as appropriate. Multi-variate logistic regression analysis was performed to identify independent driving ability clinical predictors. Compared with the drivers, the ex-drivers were older (p = 0.00005), had longer disease duration (p = 0.03), had more overall cognitive dysfunction (p = 0.004) and had greater motor impairment, as measured by the CISI (p = 0.02), HY stage (p = 0.034) and by the SCOPA-motor scale (p = 0.002) and difficulty in activities of daily life (p = 0.002). In the regression model analysis, aging and ADL impairment were the principal clinical predictors that differentiated drivers from ex-drivers. Although overall driving impairment in PD is associated with advancing disease severity, driving ability seems to be more strongly influenced by age and ADL impairment. Multi-disciplinary teams are required to assess driving ability in patients with PD and develop rehabilitation measures for safer driving.

Horse Injury during Non-Commercial Transport: Findings from Researcher-Assisted Intercept Surveys at Southeastern Australian Equestrian Events

PubMed Central

Riley, Christopher B.; Noble, Belinda R.; Bridges, Janis; Hazel, Susan J.; Thompson, Kirrilly

2016-01-01

Simple Summary Research on the transportation of horses has largely focused on the movement of horses by commercial livestock carriers. Information on factors associated with horse injuries sustained during private (non-commercial) transportation in small horse trucks and trailers is limited. This study surveyed drivers transporting their horses to equestrian events in southeastern Australia. Information on drivers, travel practice, vehicle characteristics and horse injury was collected. A total of 55/223 (24.7%) participants reported transportation related injuries to their horses. Of these 72% were described as horse associated (scrambling, slipping and horse-horse interaction), 11% due to mechanical failure, and 6% due to driver error. The risk of horse injury was not associated with driver age or gender, or experience. Drivers that answer the telephone whilst transporting horses, were more likely to report a previous injury experience. There was a trend for participants with <8 hours sleep prior to the survey to have previously had a horse injured. There was a modest positive association between increasing trailer age and the number of injuries. The range of trailer models prevented identification of the importance of individual design features. The study highlights the potential for horses to sustain transportation injuries in privately owned vehicles and warrants further study to address this risk to their welfare. Abstract Equine transportation research has largely focused on the commercial land movement of horses. Data on the incidence and factors associated with horse injuries during non-commercial transportation (privately owned horse trucks and trailers) is scant. This study surveyed 223 drivers transporting horses to 12 equestrian events in southeastern Australia. Data collected encompassed driver demographics, travel practice, vehicle characteristics, and incidents involving horse injury. Approximately 25% (55/223) of participants reported that their horses were injured during transportation. Of these 72% were owner classified as horse associated (scrambling, slipping and horse-horse interaction), 11% due to mechanical failure, and 6% due to driver error. Horse injury was not significantly associated with driver age, gender, or experience. Participants that answer the telephone whilst driving were more likely to have previously had a horse injured (p = 0.04). There was a trend for participants with <8 hours sleep prior to the survey to have experienced a previous transportation-related injury (p = 0.056). Increased trailer age was associated with a greater number of injury reports (r² = 0.20; p < 0.04). The diversity in trailer models prevented identification of the importance of individual design features. This study highlights the potential for horses to sustain transportation injuries in privately owned vehicles and warrants further study to address this risk to their welfare. PMID:27792128

Analysis of near crashes among teen, young adult, and experienced adult drivers using the SHRP2 naturalistic driving study.

PubMed

Seacrist, Thomas; Douglas, Ethan C; Huang, Elaine; Megariotis, James; Prabahar, Abhiti; Kashem, Abyaad; Elzarka, Ayya; Haber, Leora; MacKinney, Taryn; Loeb, Helen

2018-02-28

Motor vehicle crashes are the leading cause of death among young drivers. Though previous research has focused on crash events, near crashes offer additional data to help identify driver errors that could potentially lead to crashes as well as evasive maneuvers used to avoid them. The Strategic Highway Research Program 2 (SHRP2) Naturalistic Driving Study (NDS) contains extensive data on real-world driving and offers a reliable methodology to quantify and study near crashes. This article presents findings on near crashes and how they compare to crash events among teen, young adult, and experienced adult drivers. A subset from the SHRP2 database consisting of 1,653 near crashes for teen (16-19 years, n = 550), young adult (20-24 years, n = 748), and experienced adult (35-54 years, n = 591) drivers was used. Onboard instrumentation including scene cameras, accelerometers, and Global Positioning System logged time series data at 10 Hz. Scene videos were reviewed for all events to classify near crashes based on 7 types: rear-end, road departure, intersection, head-on, side-swipe, pedestrian/cyclist, and animal. Near crash rates, incident type, secondary tasks, and evasive maneuvers were compared across age groups and between crashes and near crashes. For rear-end near crashes, vehicle dynamic variables including near crash severity, headway distance, time headway, and time to collision at the time of braking were compared across age groups. Crashes and near crashes were combined to compare the frequency of critical events across age. Teen drivers exhibited a significantly higher (P <.01) near crash rate than young adult and experienced adult drivers. The near crash rates were 81.6, 56.6, and 37.3 near crashes per million miles for teens, young adults, and experienced adults, respectively. Teens were also involved in significantly more rear-end (P <.01), road departure (P <.01), side-swipe (P <.01), and animal (P <.05) near crashes compared to young and experienced adults. Teens exhibited a significantly greater (P <.01) critical event rate of 102.2 critical events per million miles compared to 72.4 and 40.0 critical events per million miles for young adults and experienced adults, respectively; the critical event rate ratio was 2.6 and 1.8 for teens and young adults, respectively. To our knowledge, this is the first study to examine near crashes among teen, young adult, and experienced adult drivers using SHRP2 naturalistic data. Near crash and critical event rates significantly decreased with increasing age and driver experience. Overall, teens were more than twice as likely to be involved in critical events compared to experienced adults. These data can be used to develop more targeted driver training programs and help manufacturers design active safety systems based on the most common driving errors for vulnerable road users.

Knowledge of commercial bus drivers about road safety measures in Lagos, Nigeria.

PubMed

Okafor Ifeoma, P; Odeyemi Kofoworola, A; Dolapo Duro, C

2013-01-01

Road traffic injuries have persisted as a serious public health problem and much of the health burden is in developing countries. Over-speeding, poor enforcement of traffic regulations and commuter buses have been highly implicated in road traffic injuries in developing countries. The aim of this study was to determine drivers' knowledge of selected road safety measures, i.e. the pre-requisites for driver's license, road signs and speed limits. This was a cross-sectional study carried out in Lagos, Nigeria. Simple random sampling was used to select the two motor parks used for the study and all the consenting commercial minibus drivers operating within the parks (407) were included in the study. Data was collected with a pre-tested, structured, interviewer-administered questionnaire and analyzed with epi-info statistical software. Two hundred and sixty-one (64.1%) of them knew that Visual Acuity test should be done before obtaining driver's license and 53.8% knew the correct minimum age for obtaining driver's license. Only 1% of the drivers had correct knowledge of the driver's license authorities in Nigeria. The drivers had poor knowledge of road signs (59.0%) and poor knowledge of maximum speed limits (100%). The oldest, least educated and least experienced drivers had the poorest level of knowledge. The drivers demonstrated poor knowledge of road safety measures. There is need for driver education to improve their knowledge.

Determine why there are fewer young alcohol-impaired drivers

DOT National Transportation Integrated Search

2001-09-01

The number of drinking drivers under the age of 21 involved in fatal crashes decreased by 61% over the past 17 years, from 4,393 in 1982 to 1,714 in 19998. This report investigates the causes of this substantial decline, which far exceeds the decline...

Anticipatory guidance provision related to driving safety/cessation for older drivers : a rural-urban comparison.

DOT National Transportation Integrated Search

2014-12-01

Older drivers are overrepresented in motor vehicle crash fatalities. As the U.S. population continues to : age, this problem will grow. Health care providers (HCPs) are in a position to provide their older patients : with education which may prevent ...

Validity and Usability of a Safe Driving Behavior Measure for Older Adults

DOT National Transportation Integrated Search

2012-10-15

With the aging of the Baby Boomers and ensuing Gray Tsunami in Florida leading the USA, older : drivers who are unfit to drive must be identified. The gold standard on-road test is expensive, : sophisticated, not available to many older drivers, and ...

The use of technology to address patterns of risk among teenage drivers.

PubMed

Brovold, Shawn; Ward, Nic; Donath, Max; Simon, Stephen; Shankwitz, Craig; Creaser, Janet

2007-01-01

The crash risk of teens is high, with fatal crash rates of teen drivers higher than any other age group. New approaches to reduce teen traffic fatalities are clearly needed. A possible approach to reduce the incidence of teen driver crashes and fatalities is through the use of vehicle-based intelligent driver support systems. To be most effective, the system should address the behaviors associated with an overwhelming number of teen fatal crashes: speed, low seatbelt use, and alcohol impairment. In-vehicle technology also offers an opportunity to address the issue of inexperience through enforcement of certain Graduated Driver's License provisions. To fully understand the capability of such technologies, there should be a concerted effort to further their development, and human factors testing should take place to understand their effects on the driver. If successfully implemented, a Teen Driver Support System (TDSS), such as the one described here, could significantly decrease the number of teens killed in traffic crashes.

HAS INCREASED BODY WEIGHT MADE DRIVING SAFER?†

PubMed Central

DUNN, RICHARD A.; TEFFT, NATHAN W.

2014-01-01

We develop a model of alcohol consumption that incorporates the negative biological relationship between body mass and inebriation conditional on total alcohol consumption. Our model predicts that the elasticity of inebriation with respect to weight is equal to the own-price elasticity of alcohol, consistent with body mass increasing the effective price of inebriation. Given that alcohol is generally considered price inelastic, this result implies that as individuals gain weight, they consume more alcohol but become less inebriated. We test this prediction and find that driver blood alcohol content (BAC) is negatively associated with driver weight. In fatal accidents with driver BAC above 0.10, the driver was 7.8 percentage points less likely to be obese than drivers in fatal accidents that did not involve alcohol. This relationship is not explained by driver attributes (age and sex), driver behaviors (speed and seatbelt use), vehicle attributes (weight class, model year, and number of occupants), or accident context (county of accident, time of day, and day of week). PMID:24038409

Help-seeking behaviour for pelvic floor dysfunction in women over 55: drivers and barriers.

PubMed

Tinetti, Amy; Weir, Nicole; Tangyotkajohn, Usanee; Jacques, Angela; Thompson, Judith; Briffa, Kathy

2018-03-19

Our aim was to identify drivers of and barriers to help-seeking behaviour of older women with pelvic floor dysfunction (PFD) living independently in Australia . Women aged ≥55 years were recruited to this cross-sectional study during July and August 2016. Bladder, bowel, pelvic organ prolapse (POP) and sexual dysfunction were assessed with the Australian Pelvic Floor Questionnaire (APFQ). Drivers and barriers were based on the Barriers to Incontinence Care Seeking Questionnaire. Univariate analyses were used to assess any significant relationships between PFD, age, education level, self-reported PFD, barriers and drivers. Of the 376 study participants [mean, standard deviation (SD) age 68.6 (10.5) years], 67% reported symptoms of PFD and 98.7% scored >0 on the APFQ. Women were more likely to seek help if they scored higher on the APFQ (p < 0.001). The main barrier to seeking help was the perception that PFD was a normal part of ageing (22.4%). Of those who did seek help (50%), the main factor was increased level of symptom bother (51.4%). There was no difference in age or education level between women who did and did not seek help. Women are more likely to seek help for PFD if scoring higher on the APFQ or symptoms are becoming more bothersome. They are less likely to seek help if they view their symptoms as normal. Future direction should be taken to raise awareness of normal pelvic floor function as well as the availability of help for PFD.

The effects of mutational processes and selection on driver mutations across cancer types.

PubMed

Temko, Daniel; Tomlinson, Ian P M; Severini, Simone; Schuster-Böckler, Benjamin; Graham, Trevor A

2018-05-10

Epidemiological evidence has long associated environmental mutagens with increased cancer risk. However, links between specific mutation-causing processes and the acquisition of individual driver mutations have remained obscure. Here we have used public cancer sequencing data from 11,336 cancers of various types to infer the independent effects of mutation and selection on the set of driver mutations in a cancer type. First, we detect associations between a range of mutational processes, including those linked to smoking, ageing, APOBEC and DNA mismatch repair (MMR) and the presence of key driver mutations across cancer types. Second, we quantify differential selection between well-known alternative driver mutations, including differences in selection between distinct mutant residues in the same gene. These results show that while mutational processes have a large role in determining which driver mutations are present in a cancer, the role of selection frequently dominates.

GPS Usage in a Population of Low-Vision Drivers.

PubMed

Cucuras, Maria; Chun, Robert; Lee, Patrick; Jay, Walter M; Pusateri, Gregg

2017-01-01

We surveyed bioptic and non-bioptic low-vision drivers in Illinois, USA, to determine their usage of global positioning system (GPS) devices. Low-vision patients completed an IRB-approved phone survey regarding driving demographics and usage of GPS while driving. Participants were required to be active drivers with an Illinois driver's license, and met one of the following criteria: best-corrected visual acuity (BCVA) less than or equal to 20/40, central or significant peripheral visual field defects, or a combination of both. Of 27 low-vision drivers, 10 (37%) used GPS while driving. The average age for GPS users was 54.3 and for non-users was 77.6. All 10 drivers who used GPS while driving reported increased comfort or safety level. Since non-GPS users were significantly older than GPS users, it is likely that older participants would benefit from GPS technology training from their low-vision eye care professionals.

Driving characteristics of the young and aging population

DOT National Transportation Integrated Search

2002-01-01

This analytical study uses Canadian Vehicle Survey data for 2000 to explain road use characteristics of young and aging drivers on a national basis. The analysis examines differences between two age groups-those aged 24 and under and those aged 55 an...

Skills of novices early trained or traditionaly trained versus experienced drivers confronted to simulated urban accidents' scenarios.

PubMed

Berthelon, Catherine; Damm, Loïc

2012-01-01

In order to prevent the over-representation of young drivers in car crashes, France instated an early driver training from the age of 16, but the positive effects of this opportunity have not yet been proven. Three groups of male drivers (12 subjects each) were confronted with some prototypical accident scenarios introduced in a simulated urban circuit. The first and second groups were composed of young drivers having less than one month of driving licence; twelve have had a traditional learning course, and twelve had followed, in addition to the initial course, an early driver training under the supervision of an adult. The third group was composed of experienced drivers. Strategies of the three groups were analyzed through their response time, speed and maneuvers. No difference appeared across groups regarding obstacle detection. But traditionally-trained drivers' position control was more conservative than the two others groups, which were more likely to involve efficient evasive action. The exposure gained during early training could thus increase the development of visuo-motor coordination and involve better skills in case of difficult situations. Others accidents' scenarios could be used to confront young drivers with difficult situations not commonly encountered in natural driving.

Backing collisions: a study of drivers' eye and backing behaviour using combined rear-view camera and sensor systems.

PubMed

Hurwitz, David S; Pradhan, Anuj; Fisher, Donald L; Knodler, Michael A; Muttart, Jeffrey W; Menon, Rajiv; Meissner, Uwe

2010-04-01

Backing crash injures can be severe; approximately 200 of the 2,500 reported injuries of this type per year to children under the age of 15 years result in death. Technology for assisting drivers when backing has limited success in preventing backing crashes. Two questions are addressed: Why is the reduction in backing crashes moderate when rear-view cameras are deployed? Could rear-view cameras augment sensor systems? 46 drivers (36 experimental, 10 control) completed 16 parking trials over 2 days (eight trials per day). Experimental participants were provided with a sensor camera system, controls were not. Three crash scenarios were introduced. Parking facility at UMass Amherst, USA. 46 drivers (33 men, 13 women) average age 29 years, who were Massachusetts residents licensed within the USA for an average of 9.3 years. Interventions Vehicles equipped with a rear-view camera and sensor system-based parking aid. Subject's eye fixations while driving and researcher's observation of collision with objects during backing. Only 20% of drivers looked at the rear-view camera before backing, and 88% of those did not crash. Of those who did not look at the rear-view camera before backing, 46% looked after the sensor warned the driver. This study indicates that drivers not only attend to an audible warning, but will look at a rear-view camera if available. Evidence suggests that when used appropriately, rear-view cameras can mitigate the occurrence of backing crashes, particularly when paired with an appropriate sensor system.

Prevalence of sleep-related accidents among drivers in Saudi Arabia

PubMed Central

BaHammam, Ahmad S.; Alkhunizan, Muath A.; Lesloum, Rabea H.; Alshanqiti, Amer M.; Aldakhil, Abdulrahman M.; Pandi-Perumal, Seithikurippu R.; Sharif, Munir M.

2014-01-01

INTRODUCTION: The prevalence of sleepy driving and sleep-related accidents (SRA) varies widely, and no data exist regarding the prevalence of sleepy driving in Saudi Arabia. Therefore, this study was designed to determine the prevalence and predictors of sleepy driving, near-misses, and SRA among drivers in Saudi Arabia. MATERIALS AND METHODS: A questionnaire was developed to assess sleep and driving in detail based on previously published data regarding sleepy driving. The questionnaire included 50 questions addressing socio-demographics, the Epworth Sleepiness Scale (ESS), driving items, and the Berlin Questionnaire. In total, 1,219 male drivers in public places were interviewed face-to-face. RESULTS: The included drivers had a mean age of 32.4 ± 11.7 years and displayed a mean ESS score of 7.2 ± 3.8. Among these drivers, 33.1% reported at least one near-miss accident caused by sleepiness. Among those who had actual accidents, 11.6% were attributed to sleepiness. In the past six months, drivers reported the following: 25.2% reported falling asleep at least once during, driving and 20.8% had to stop driving at least once because of severe sleepiness. Young age, feeling very sleepy during driving, and having at least one near-miss accident caused by sleepiness in the past six months were the only predictors of accidents. CONCLUSION: Sleepy driving is prevalent among male drivers in Saudi Arabia. Near-miss accidents caused by sleepiness are an important risk factor for car accidents and should be considered as a strong warning signal of future accidents. PMID:25276244

Phone use and crashes while driving: A representative survey of drivers in two Australian states.

PubMed

McEvoy, Suzanne P; Stevenson, Mark R; Woodward, Mark

To explore the use and effects of using mobile phones while driving. Cross-sectional survey. New South Wales and Western Australia, 20 October to 7 November 2003. 1347 licensed drivers aged 18 to 65 years. Data were weighted to reflect the corresponding driving population in each state. Mobile phone use while driving (hand-held, hands-free and text messaging); adverse effects of use. While driving, an estimated 57.3% +/- 1.5% of drivers have ever used a mobile phone and 12.4% +/- 1.0% have written text messages. Men, younger drivers and metropolitan residents were more likely to use a phone while driving and to report a higher frequency of use. Enforcement of hand-held phone restrictions was perceived to be low (69.0% +/- 1.5%) and an estimated 39.4% +/- 2.1% of people who phone while driving use a hand-held phone. Half of all drivers (50.1% +/- 1.6%) did not agree with extending the ban to include hands-free phones. Among drivers aged 18-65 years in NSW and WA, an estimated 45 800 +/- 16 466 (0.9% +/- 0.3%) have ever had a crash while using a mobile phone and, in the past year, 146 762 +/- 26 856 (3.0% +/- 0.6%) have had to take evasive action to avoid a crash because of their phone use. Phone use while driving is prevalent and can result in adverse consequences, including crashes. Despite legislation, a significant proportion of drivers continue to use hand-held mobile phones while driving. Enhanced enforcement is needed.

First and second eye cataract surgery and driver self-regulation among older drivers with bilateral cataract: a prospective cohort study.

PubMed

Agramunt, Seraina; Meuleners, Lynn B; Fraser, Michelle L; Chow, Kyle C; Ng, Jonathon Q; Raja, Vignesh

2018-02-17

Driving a car is the most common form of transport among the older population. Common medical conditions such as cataract, increase with age and impact on the ability to drive. To compensate for visual decline, some cataract patients may self-regulate their driving while waiting for cataract surgery. However, little is known about the self-regulation practices of older drivers throughout the cataract surgery process. The aim of this study is to assess the impact of first and second eye cataract surgery on driver self-regulation practices, and to determine which objective measures of vision are associated with driver self-regulation. Fifty-five older drivers with bilateral cataract aged 55+ years were assessed using the self-reported Driving Habits Questionnaire, the Mini-Mental State Examination and three objective visual measures in the month before cataract surgery, at least one to three months after first eye cataract surgery and at least one month after second eye cataract surgery. Participants' natural driving behaviour in four driving situations was also examined for one week using an in-vehicle monitoring device. Two separate Generalised Estimating Equation logistic models were undertaken to assess the impact of first and second eye cataract surgery on driver-self-regulation status and which changes in visual measures were associated with driver self-regulation status. The odds of being a self-regulator in at least one driving situation significantly decreased by 70% after first eye cataract surgery (OR: 0.3, 95% CI: 0.1-0.7) and by 90% after second eye surgery (OR: 0.1, 95% CI: 0.1-0.4), compared to before first eye surgery. Improvement in contrast sensitivity after cataract surgery was significantly associated with decreased odds of self-regulation (OR: 0.02, 95% CI: 0.01-0.4). The findings provide a strong rationale for providing timely first and second eye cataract surgery for older drivers with bilateral cataract, in order to improve their mobility and independence.

Graduated driver licensing decal law: effect on young probationary drivers.

PubMed

Curry, Allison E; Pfeiffer, Melissa R; Localio, Russell; Durbin, Dennis R

2013-01-01

Decal laws have been implemented internationally to facilitate police enforcement of graduated driver licensing (GDL) restrictions (e.g., passenger limit, nighttime curfew) but have not been evaluated. New Jersey implemented the first decal law in the U.S. on May 1, 2010. The aim of this study was to evaluate the effect of New Jersey's law on the rate of citations issued for violation of GDL restrictions and police-reported crashes among probationary drivers aged <21 years and to estimate the number of probationary drivers whose crashes were prevented by the law. New Jersey's licensing and crash databases were linked from January 1, 2008 to May 31, 2011, and each driver's license status, age, and outcome status were ascertained for each month. Monthly rates were calculated as the proportion of probationary drivers who experienced the outcome in that month. The pre-law period was defined as January 2008-January 2010 and the post-law period as May 2010-May 2011. Negative binomial regression models with robust SEs were used to determine the law's effect on crash and citation rates (adjusted for gender, seasonal trends, and overall trends) and estimate prevented crashes. Analyses were conducted in 2012. In the first year post-law, there was a 14% increase in the GDL citation rate (adjusted rate ratio 1.14 [95% CI=1.05, 1.24]); a 9% reduction in the police-reported crash rate (adjusted rate ratio 0.91 [95% CI=0.86, 0.97]), and an estimated 1624 young probationary drivers for whom a crash was prevented. Findings suggest that the law is positively affecting probationary drivers' safety. Results contribute to building the evidence base for the effectiveness of decal laws and provide valuable information to U.S. and international policymakers who are considering adding decal laws to enhance existing GDL laws. Copyright © 2013 American Journal of Preventive Medicine. Published by Elsevier Inc. All rights reserved.

Association between travel length and drug use among Brazilian truck drivers.

PubMed

Sinagawa, Daniele Mayumi; De Carvalho, Heráclito Barbosa; Andreuccetti, Gabriel; Do Prado, Natanael Vitoriano; De Oliveira, Keziah Cristina Barbosa Gruber; Yonamine, Mauricio; Muñoz, Daniel Romero; Gjerde, Hallvard; Leyton, Vilma

2015-01-01

To investigate whether the use of the stimulants amphetamines and cocaine by truck drivers in Brazil was related to travel length. Truck drivers were randomly stopped by the Federal Highway Police on interstate roads in Sao Paulo State during morning hours from 2008 to 2011 and invited to participate in the project "Comandos de Saúde nas Rodovias" (Health Commands on the Roads). Participants were asked about the use of drugs, travel distance, and age, and gender was recorded. Samples of urine were collected and analyzed for amphetamine, benzoylecgonine (a metabolite of cocaine), and carboxytetrahydrocannabinol (THC-COOH; a metabolite of cannabis) by immunological screening and quantification by gas chromatography-mass spectroscopy. Current use of amphetamine, cocaine, and cannabis was reported by 5.7%, 0.7%, and 0.3% of the truck drivers, respectively. Amphetamine, benzoylecgonine, and THC-COOH were found in urine samples from 5.4%, 2.6,% and in 1.0% of the drivers, respectively. There was a significant association between the positive cases for amphetamine and reported travel length; 9.9% of urine samples from drivers who reported travel length of more than 270 km were positive for amphetamine, and 10.9% of those drivers reported current use of amphetamines. In most cases, appetite suppressants containing amphetamines had been used, but the purpose was most often to stay awake and alert while driving. Truck drivers with travel length of more than 270 km had significantly higher odds ratio (OR) for having a urine sample that was positive for amphetamine when adjusted for age as confounding factor (OR = 9.41, 95% confidence interval [CI], 3.97-22.26). No significant association was found between the use of cocaine or cannabis and travel length. Truck drivers who reported driving more than 270 km had significantly higher frequencies of urine samples positive for amphetamine and reported significantly more frequent current use of amphetamines than those who reported shorter driving distances.

Mobile telephone use among Melbourne drivers: a preventable exposure to injury risk.

PubMed

Taylor, David McD; Bennett, Dianne M; Carter, Michael; Garewal, Devinder

2003-08-04

To determine the rate of handheld mobile telephone use among motor vehicle drivers. Observational study of motor vehicle drivers at three times (10: 00-11: 00; 14: 00-15: 00; 17: 00-18: 00) on three consecutive Fridays in October 2002 at 12 highway sites in metropolitan Melbourne. Rates of mobile phone use overall and by sex and age group, highway site (major metropolitan road, central business district, freeway exit ramp) and time of day (morning, afternoon, evening). 315 of 17 023 drivers were observed using mobile phones (18.5 users/1000 drivers; 95% CI, 16.5-20.6). Men had a slightly higher rate of use (19.0; 95% CI, 16.5-21.6) than women (17.5; 95% CI, 14.1-20.9), but the difference was not significant. Older drivers (50 years or more) had a significantly lower rate (4.8; 95% CI, 2.5-7.0) than middle-aged (21.9; 95% CI, 18.8-25.1) or young drivers (23.2; 95% CI, 18.9-27.5). Central business district drivers had a slightly, but not significantly, higher rate (20.5; 95% CI, 16.8-24.3) compared with those on major metropolitan roads (16.7; 95% CI, 13.3-20.2) or freeway exit ramps (18.2; 95% CI, 14.8-21.6). The rate of mobile phone use was significantly higher in the evening (23.5; 95% CI, 19.8-27.3) compared with the morning (16.0; 95% CI, 12.6-19.4) and afternoon (15.2; 95% CI, 11.9-18.4). Mobile phone use is common among Melbourne metropolitan drivers despite restrictive legislation. This issue needs to be further addressed by Victoria Police and public health and education agencies. Similar research is indicated to determine the extent of mobile phone use in other states.

Investigation on occupant injury severity in rear-end crashes involving trucks as the front vehicle in Beijing area, China.

PubMed

Yuan, Quan; Lu, Meng; Theofilatos, Athanasios; Li, Yi-Bing

2017-02-01

Rear-end crashes attribute to a large portion of total crashes in China, which lead to many casualties and property damage, especially when involving commercial vehicles. This paper aims to investigate the critical factors for occupant injury severity in the specific rear-end crash type involving trucks as the front vehicle (FV). This paper investigated crashes occurred from 2011 to 2013 in Beijing area, China and selected 100 qualified cases i.e., rear-end crashes involving trucks as the FV. The crash data were supplemented with interviews from police officers and vehicle inspection. A binary logistic regression model was used to build the relationship between occupant injury severity and corresponding affecting factors. Moreover, a multinomial logistic model was used to predict the likelihood of fatal or severe injury or no injury in a rear-end crash. The results provided insights on the characteristics of driver, vehicle and environment, and the corresponding influences on the likelihood of a rear-end crash. The binary logistic model showed that drivers' age, weight difference between vehicles, visibility condition and lane number of road significantly increased the likelihood for severe injury of rear-end crash. The multinomial logistic model and the average direct pseudo-elasticity of variables showed that night time, weekdays, drivers from other provinces and passenger vehicles as rear vehicles significantly increased the likelihood of rear drivers being fatal. All the abovementioned significant factors should be improved, such as the conditions of lighting and the layout of lanes on roads. Two of the most common driver factors are drivers' age and drivers' original residence. Young drivers and outsiders have a higher injury severity. Therefore it is imperative to enhance the safety education and management on the young drivers who steer heavy duty truck from other cities to Beijing on weekdays. Copyright © 2016 Daping Hospital and the Research Institute of Surgery of the Third Military Medical University. Production and hosting by Elsevier B.V. All rights reserved.

Continuing to drive while sleepy: the influence of sleepiness countermeasures, motivation for driving sleepy, and risk perception.

PubMed

Watling, Christopher N; Armstrong, Kerry A; Obst, Patricia L; Smith, Simon S

2014-12-01

Driver sleepiness is a major contributor to road crashes. The current study sought to examine the association between perceptions of effectiveness of six sleepiness countermeasures and their relationship with self-reports of continuing to drive while sleepy among 309 drivers after controlling for the influence of age, sex, motivation for driving sleepy, and risk perception of sleepy driving. The results demonstrate that the variables of age, sex, motivation, and risk perception were significantly associated with self-reports of continuing to drive while sleepy and only one countermeasure was associated with self-reports of continuing to drive while sleepy. Further, it was found that age differences in self-reports of continuing to drive while sleepy was mediated by participants' motivation and risk perception. These findings highlight modifiable factors that could be focused on with interventions that seek to modify drivers' attitudes and behaviours of driving while sleepy. Copyright © 2014 Elsevier Ltd. All rights reserved.

Stages of driving behavior change within the Transtheoretical Model (TM).

PubMed

Kowalski, Kristina; Jeznach, Anna; Tuokko, Holly Anna

2014-09-01

Many older adults voluntarily restrict their driving or stop driving of their own accord. Driving behavior change may occur in stages, as predicted by the Transtheoretical Model of Behavior Change (TM). This study explored the process of older driver behavior change within the TM framework using interviews/focus groups with drivers and former drivers aged 71-94 years. Within those groups of drivers, driving behavior was divided into two classes: those who changed their driving with age and those who did not. Those who changed their driving as they aged included people gradually imposing restrictions ("gradual restrictors") and those making plans in anticipation of stopping driving ("preparers"). Participants who did not change their driving included those who employed lifelong driving restrictions ("consistent") and those who made no changes ("non-changers"). Preliminary support for TM within the driving context was found; however, further exploration of driving behavior change within this framework is warranted. It is important to continue to investigate the factors that might influence driving behavior in older adults. By promoting self-regulation in individuals, it may be possible to help older adults continue to drive, thereby improving older adult's mobility and quality of life. Copyright © 2014 National Safety Council and Elsevier Ltd. All rights reserved.

Factors associated with recurrence of alcohol-related traffic violations in southern Brazil.

PubMed

Schmitz, Aurinez R; Goldim, José R; Guimarães, Luciano S P; Lopes, Fernanda M; Kessler, Felix; Sousa, Tanara; Gonçalves, Veralice M; Pechansky, Flavio

2014-09-01

To analyze variables associated with recurrence of blood alcohol content (BAC)-related traffic violations among drivers in southern Brazil. This cross-sectional study included 12,204 driving-under-the-influence (DUI) offenders according to data provided by the Rio Grande do Sul state Transportation Department. Sociodemographic characteristics, license duration, license category, and psychological assessment results were analyzed. Drivers convicted of DUI more than once in 2009/2010 were considered recidivists. Variables were evaluated using descriptive statistical analysis and Poisson regression, adjusted by sex, age, and education level. A total of 538 (4.41%) drivers were considered recidivists. The following variables showed the strongest associations with recidivism: being aged 41-50 years (prevalence ratio [PR] = 3.41), being licensed for ≥ 12 years (PR = 1.86), being licensed for motorcycles, cars and trucks (PR = 1.36), having a license with psychological restrictions (PR = 1.33), and driving a truck or a similar vehicle at the moment of notification (PR = 1.08). In the age group with the highest risk for recurrence, drivers showed a higher probability of having a diagnosis of alcohol dependence and other psychiatric comorbidities that hinder the control of alcohol use. Psychological assessments seem to be important in predicting repeat offenses, especially when limited aptitudes are suspected, and should therefore be better investigated.

A simulation-based assessment approach to increase safety among senior drivers : [research brief].

DOT National Transportation Integrated Search

2013-03-01

In the U.S., there are about 38 million licensed drivers over : age 65; about 1/8 of our population. By 2024, this figure : will DOUBLE to 25%. The current research is intended to : address the driving capabilities of our older population, : as accid...

Adolescent Problem Behavior and Problem Driving in Young Adulthood

ERIC Educational Resources Information Center

Bingham, C. Raymond; Shope, Jean T.

2004-01-01

Motor vehicle crashes are the leading cause of death among drivers younger than age 35, making problem driving behavior among young drivers a significant public concern. Effective intervention requires a better understanding of the antecedents of problem driving. Problem behavior theory, social control theory, and Kandel's model of substance use…

A simulation-based assessment approach to increase safety among senior drivers.

DOT National Transportation Integrated Search

2013-04-01

Statistics show that in the U.S., there are about 38 million licensed drivers over age 65; about 1/8 of our : population. By 2024, this figure will DOUBLE to 25%. The current research is intended to address the : driving capabilities of our older pop...

Field evaluation of unlighted overhead guide signs using older drivers : final report, August 2003.

DOT National Transportation Integrated Search

2003-08-01

Twenty older drivers, aged 63 to 81 (average 72.1), with corrected visual acuity ranging from 20/20 to 20/29 (average : 20/25), evaluated six sign material and lighting combinations under nighttime conditions on US Route 30 near Mansfield, : Ohio. Th...

Driver injury severity outcome analysis in rural interstate highway crashes: a two-level Bayesian logistic regression interpretation.

PubMed

Chen, Cong; Zhang, Guohui; Liu, Xiaoyue Cathy; Ci, Yusheng; Huang, Helai; Ma, Jianming; Chen, Yanyan; Guan, Hongzhi

2016-12-01

There is a high potential of severe injury outcomes in traffic crashes on rural interstate highways due to the significant amount of high speed traffic on these corridors. Hierarchical Bayesian models are capable of incorporating between-crash variance and within-crash correlations into traffic crash data analysis and are increasingly utilized in traffic crash severity analysis. This paper applies a hierarchical Bayesian logistic model to examine the significant factors at crash and vehicle/driver levels and their heterogeneous impacts on driver injury severity in rural interstate highway crashes. Analysis results indicate that the majority of the total variance is induced by the between-crash variance, showing the appropriateness of the utilized hierarchical modeling approach. Three crash-level variables and six vehicle/driver-level variables are found significant in predicting driver injury severities: road curve, maximum vehicle damage in a crash, number of vehicles in a crash, wet road surface, vehicle type, driver age, driver gender, driver seatbelt use and driver alcohol or drug involvement. Among these variables, road curve, functional and disabled vehicle damage in crash, single-vehicle crashes, female drivers, senior drivers, motorcycles and driver alcohol or drug involvement tend to increase the odds of drivers being incapably injured or killed in rural interstate crashes, while wet road surface, male drivers and driver seatbelt use are more likely to decrease the probability of severe driver injuries. The developed methodology and estimation results provide insightful understanding of the internal mechanism of rural interstate crashes and beneficial references for developing effective countermeasures for rural interstate crash prevention. Copyright © 2016 Elsevier Ltd. All rights reserved.

Vision screening of older drivers for preventing road traffic injuries and fatalities.

PubMed

Desapriya, Ediriweera; Harjee, Rahana; Brubacher, Jeffrey; Chan, Herbert; Hewapathirane, D Sesath; Subzwari, Sayed; Pike, Ian

2014-02-21

Demographic data in North America, Europe, Asia, Australia and New Zealand suggest a rapid growth in the number of persons over the age of 65 years as the baby boomer generation passes retirement age. As older adults make up an increasing proportion of the population, they are an important consideration when designing future evidence-based traffic safety policies, particularly those that lead to restrictions or cessation of driving. Research has shown that cessation of driving among older drivers can lead to negative emotional consequences such as depression and loss of independence. Older adults who continue to drive tend to do so less frequently than other demographic groups and are more likely to be involved in a road traffic crash, possibly due to what is termed the "low mileage bias". Available research suggests that older driver crash risk estimates based on traditional exposure measures are prone to bias. When annual driving distances are taken in to consideration, older drivers with low driving distances have an increased crash risk, while those with average or high driving distances tend to be safer drivers when compared to other age groups. In addition, older drivers with lower distance driving tend to drive in urban areas which, due to more complex and demanding traffic patterns, tend to be more accident-prone. Failure to control for actual annual driving distances and driving locations among older drivers is referred to as "low mileage bias" in older driver mobility research. It is also important to note that older drivers are more vulnerable to serious injury and death in the event of a traffic crash due to changes in physiology associated with normal ageing. Vision, cognition, and motor functions or skills (e.g., strength, co-ordination, and flexibility) are three key domains required for safe driving. To drive safely, an individual needs to be able to see road signs, road side objects, traffic lights, roadway markings, other vulnerable road users, and other vehicles on the road, among many other cues-all while moving, and under varying light and weather conditions. It is equally important that drivers must have appropriate peripheral vision to monitor objects and movement to identify possible threats in the driving environment. It is, therefore, not surprising that there is agreement among researchers that vision plays a significant role in driving performance. Several age-related processes/conditions impair vision, thus it follows that vision testing of older drivers is an important road safety issue. The components of visual function essential for driving are acuity, static acuity, dynamic acuity, visual fields, visual attention, depth perception, and contrast sensitivity. These indices are typically not fully assessed by licensing agencies. Also, current vision screening regulations and cut-off values required to pass a licensing test vary from country to country. Although there is a clear need to develop evidence-based and validated tools for vision screening for driving, the effectiveness of existing vision screening tools remains unclear. This represents an important and highly warranted initiative to increase road safety worldwide. To assess the effects of vision screening interventions for older drivers to prevent road traffic injuries and fatalities. For the update of this review we searched the Cochrane Injuries Group's Specialised Register, the Cochrane Central Register of Controlled Trials (CENTRAL) (The Cochrane Library), MEDLINE (OvidSP), Embase (OvidSP), PsycINFO (OvidSP) and ISI Web of Science: (CPCI-S & SSCI). The searches were conducted up to 26 September 2013. Randomised controlled trials (RCTs) and controlled before and after studies comparing vision screening to non-screening of drivers aged 55 years and older, and which assessed the effect on road traffic crashes, injuries, fatalities and any involvement in traffic law violations. Two review authors independently screened the reference lists for eligible articles and independently assessed the articles for inclusion against the criteria. If suitable trials had been available, two review authors would have independently extracted data using a standardised extraction form. No studies were found that met the inclusion criteria for this review. Most countries require a vision screening test for the renewal of an individual's driver's licence. There is, however, lack of methodologically sound studies to assess the effects of vision screening tests on subsequent motor vehicle crash reduction. There is a need to develop valid and reliable tools of vision screening that can predict driving performance.

Cognitive characteristics of older Japanese drivers.

PubMed

Susilowati, Indri H; Yasukouchi, Akira

2012-02-29

Some causes of accidents among older drivers are: not paying attention to traffic signals; missing stop lines; and having to deal with and misjudging emergency situations. These causes of accidents reveal problems with attention and cognition. Such incidents are also related to driver perception and stress-coping mechanisms. It is important to examine the relation of stress reactions to attention and cognition as a factor influencing the causes of accidents commonly involving older drivers. Subjects were 10 young drivers (23.3 ± 3.33 years) and 25 older drivers divided into two groups (older1 [60 to 65 years] and older2 [> 65 years]). This study revealed the correlation within driver stress inventory and driver coping questionnaires parameters was observed only in older drivers. They also needed a longer response time for Trail Making Test A and B. The factors affected the attention and cognition of older drivers by age but not driving experience itself, and coping parameters such as emotion focus, reappraisal, and avoidance were not included as stress inventory parameters. Being prone to fatigue was less for younger drivers than older drivers. Because they have shorter distances, shorter drive times, and no need for expressways, older drivers also had a significantly lower risk of thrill-seeking behaviour and more patience. The intervention addressing their attention skills, aggressive feelings, and emotion focus should be considered. The technological improvements in cars will make older drivers feel safer and make driving easier which might lower the attention paid to the road, and regular driving training might be needed to assess and enhance their safety.

Cognitive characteristics of older Japanese drivers

PubMed Central

2012-01-01

Background Some causes of accidents among older drivers are: not paying attention to traffic signals; missing stop lines; and having to deal with and misjudging emergency situations. These causes of accidents reveal problems with attention and cognition. Such incidents are also related to driver perception and stress-coping mechanisms. It is important to examine the relation of stress reactions to attention and cognition as a factor influencing the causes of accidents commonly involving older drivers. Finding Subjects were 10 young drivers (23.3 ± 3.33 years) and 25 older drivers divided into two groups (older1 [60 to 65 years] and older2 [> 65 years]). This study revealed the correlation within driver stress inventory and driver coping questionnaires parameters was observed only in older drivers. They also needed a longer response time for Trail Making Test A and B. The factors affected the attention and cognition of older drivers by age but not driving experience itself, and coping parameters such as emotion focus, reappraisal, and avoidance were not included as stress inventory parameters. Being prone to fatigue was less for younger drivers than older drivers. Because they have shorter distances, shorter drive times, and no need for expressways, older drivers also had a significantly lower risk of thrill-seeking behaviour and more patience. Conclusion The intervention addressing their attention skills, aggressive feelings, and emotion focus should be considered. The technological improvements in cars will make older drivers feel safer and make driving easier which might lower the attention paid to the road, and regular driving training might be needed to assess and enhance their safety. PMID:22738158

Driving safety in elderly individuals.

PubMed

Marottoli, R A

1993-05-01

Driving safety in elderly individuals is becoming an increasingly important issue in geriatrics and in medical practice. The number of elderly drivers is increasing as the population ages, and especially as current generations of female drivers age. Concern is raised about their safe operation of motor vehicles because of the increasing likelihood with advancing age of developing conditions that may adversely affect the visual, cognitive, and motor abilities integral to driving. But this issue is not only a medical one, since there are social and political components as well. This discussion will describe the background of this issue, focus on the changes that may occur with aging and their potential relationship to driving ability, and, finally, will outline an approach that physicians may employ in their practice.

Evaluation of a program to enhance young drivers' safety in Israel.

PubMed

Toledo, Tomer; Lotan, Tsippy; Taubman-Ben-Ari, Orit; Grimberg, Einat

2012-03-01

Young drivers in Israel, as in other parts of the world, are involved in car crashes more than any other age group. The graduated driver licensing system in Israel requires that all new drivers be accompanied by an experienced driver whenever they drive for the first 3 months after obtaining a driving license. In an effort to make the accompanied driving phase more effective, a novel program which targets both young drivers and their parents was initiated in 2005. The program administers a personal meeting with the young driver and the accompanying parent scheduled for the beginning of the accompanied driving phase. In this meeting guidance is given regarding best practices for undertaking the accompanied driving, as well as tips for dealing with in-vehicle parent-teen dynamics. Through 2008, almost 130,000 families of young drivers have participated in the program. In order to evaluate the effectiveness of the program, injury crash records of the young drivers who participated in the program were compared with those of all other young drivers that were licensed at the same time period. The results obtained indicate statistically significant lower crash records for young drivers that participated in the program. Limitations of the evaluation related to self-selection biases are discussed, and practical implications are suggested. Copyright © 2011 Elsevier Ltd. All rights reserved.

[The peptide correction of neurotic disorders among professional truck-drivers].

PubMed

Bashkireva, A S; Artamonova, V G

2012-01-01

This study was designed to estimate the neurobehavioral status and to compare the prevalence of psychoadaptive disorders among lorry-drivers (experimental group) and metal craftsmen (control group) in connection with their age, length of service, occupational hazards, work schedule and sociodemographic characteristics. 150 male lorry-drivers (mean age 43.3 +/- 0.9) and 150 male metal craftsmen (mean age 42.8 +/- 0.9) were examined using a clinical questionnaire to identify, estimate and compare neurotic states. The study comprised 3 groups: 1st--subjects with stable psychic adaptation, 2nd--subjects with unstable psychic adaptation, a risk group, 3rd--subjects with stable psychic disadaptation, i.e. with some borderline mental disorders (BMD). Significant differences in the prevalence of psychic adaptation and disadaptation among groups under study were found. The predominance of the 2nd and 3rd groups among lorry-drivers in comparison with control group was found. The results showed that social and demographic characteristics had no significant influence neither in experimental nor in control groups (p > 0.1). Variability of psychoemotional imbalance levels among lorry-drivers was found to be due to a combination of the following factors: occupational exposure and their work schedule, while in control group--to the age of metal craftsmen. Comparative analysis of neurobehavioral disorders revealed the predominance of the asthenic symptoms, anxious and depressive manifestations, hysterical reactions among lorry-drivers, and the vegetative disorders only in control group. The results thus obtained support the hypothesis of occupational hazards and long driving experience being the risk factors for the development of BMD. The application of bioregulating peptides was found to restore the organism adaptive potential, improved psychoemotional indices, intensified resistance to work stress and reduced occupational risk of borderline mental disorders (p < 0.001-0.05). The best effect was obtained in case of combined application of several cytogens (pinealon and vezugen), which were optimally selected regarding the effect of each adverse occupational factor on a target organ or system. The employed parameters of psychoemotional state were rather informative for assessing the peptidergic properties of cytogens in occupational medicine and geriatrics.

Clinical predictors of older driver performance on a standardized road test.

PubMed

Classen, Sherrilene; Horgas, Ann; Awadzi, Kezia; Messinger-Rapport, Barbara; Shechtman, Orit; Joo, Yongsung

2008-10-01

To determine the relationship between clinical variables (demographics, cognitive testing, comorbidities, and medications) and failing a standardized road test in older adults. Analysis of on-the road studies performed in optimal weather conditions, between January 1, 2005, and May 1, 2007. The standardized testing was held at the National Older Driver Research and Training Center (NODRTC), Florida, and included 127 adults aged 65 and older with current driver licenses, recruited by advertisement from the Gainesville, Florida, community. Measurements consist of demographics, self-reported medications and medical conditions, cognitive testing including Trail Making Part B, global rating score (pass/fail), and driver maneuver score (0-273, with 273 indicating perfect driving or zero errors). A total of 127 older adults completed the protocol. Mean age was 74.8 years (SD = 6.3); 46.5% females. Mean time for Trail Making Part B was 114.3 seconds (SD of 83). Among the 127 drivers, the mean Sum of Maneuvers Score was 238.9 (SD of 25.0) and 24 (19%) failed the driver test. Odds ratio estimates for failing the test included advanced age (6.7, 95% CI 2.2 to 19.8), presence of a neurological disease (2.8, 95% CI 1.2 to 6.5), and prolonged time to complete the Trail Making Part B cognitive test (2.5, 95% CI 1.0 to 5.9). Conversely, odds ratio estimates lowering the risk of failure included taking a non-diabetic hormonal medications (e.g., thyroid and estrogen drugs; 0.3, 95% CI .09 to 0.7) and having a musculoskeletal diagnosis (0.3, 95% CI .1 to 0.7). To our knowledge, this is the first study to examine the medical predictors of failing a standardized road test. Advanced age and prolonged time on Trail Making Part B were the two major predictors of test failure and a lower Sum of Maneuvers Score. Our study also found that having a neurological diagnosis (primarily cerebrovascular and Parkinson's disease) predicted test failure. Medications from neurological class also predicted a lower Sum of Maneuvers Score. Further study needs to be done to explain the apparent protective effect of musculoskeletal conditions and hormonal medications.

Health, safety, self-regulation and the older driver: it's not just a matter of age.

PubMed

Donorfio, Laura K M; D'Ambrosio, Lisa A; Coughlin, Joseph F; Mohyde, Maureen

2008-01-01

The purpose of this research was to examine the impact of age and health on patterns of driving and self-regulation among older adults who still drive. This analysis presents the results of a nationwide survey of drivers who are 50+(N=3,824, 53.11% response rate), focusing on questions about the impact of their self-reported health on attitudes toward and self-regulation of driving. The data indicate that as age increases, so too does reported self-regulation of driving, increasing sharply among those ages 70 and older. The data also indicate that respondent's reported confidence in driving and their enjoyment of driving decline as they age. Health status bears a significant relationship with all three of these variables, positively related to confidence in driving skills and to enjoyment in driving, but negatively related to self-regulation reports. As self-reported health declines, respondent's report engages in greater voluntary restrictions of their driving. All too often, the driving decision is linked primarily to chronological age. Analysis done here indicates that age alone is not the best indicator of self-regulation and how older adults change their driving behaviors. This research presents the results of a nationwide survey of 50+ drivers and their self-reported driving, self-regulation behaviors, and health status. Strong support was found for the argument that chronological age is not an adequate measure of self-regulating behaviors and driver safety among those 50+. In particular, it was found that a person's health status and the interaction between age and health are essential considerations in the decisions around self-regulation and driving. People tend to self-regulate more with age, but the effect becomes much more pronounced as health status declines. In the coming years, if older adults can't get to where they want to go and continue to be viable consumers in our national fabric, all industries will eventually suffer. Transportation is a key component to the nation's social contract with older individuals and their families.

The effects of age and workload on 3D spatial attention in dual-task driving.

PubMed

Pierce, Russell S; Andersen, George J

2014-06-01

In the present study we assessed whether the limits in visual-spatial attention associated with aging affect the spatial extent of attention in depth during driving performance. Drivers in the present study performed a car-following and light-detection task. To assess the extent of visual-spatial attention, we compared reaction times and accuracy to light change targets that varied in horizontal position and depth location. In addition, because workload has been identified as a factor that can change the horizontal and vertical extent of attention, we tested whether variability of the lead car speed influenced the extent of spatial attention for younger or older drivers. For younger drivers, reaction time (RT) to light-change targets varied as a function of distance and horizontal position. For older drivers RT varied only as a function of distance. There was a distance by horizontal position interaction for younger drivers but not for older drivers. Specifically, there was no effect of horizontal position at any given level of depth for older drivers. However, for younger drivers there was an effect of horizontal position for targets further in depth but not for targets nearer in depth. With regards to workload, we found no statistically reliable evidence that variability of the lead car speed had an effect on the spatial extent of attention for younger or older drivers. In a control experiment, we examined the effects of depth on light detection when the projected size and position of the targets was constant. Consistent with our previous results, we found that drivers' reaction time to light-change targets varied as a function of distance even when 2D position and size were controlled. Given that depth is an important dimension in driving performance, an important issue for assessing driving safety is to consider the limits of attention in the depth dimension. Therefore, we suggest that future research should consider the importance of depth as a dimension of spatial attention in relation to the assessment of driving performance. Copyright © 2014 Elsevier Ltd. All rights reserved.

Prevalence and trends of drugged driving in Canada.

PubMed

Robertson, Robyn D; Mainegra Hing, Marisela; Pashley, Charlotte R; Brown, Steve W; Vanlaar, Ward G M

2017-02-01

This study evaluates prevalence and trends in drugged driving in Canada based on multiple indicators collected from the Road Safety Monitor (RSM) and Canada's National Fatality Database maintained by the Traffic Injury Research Foundation (TIRF). The objective of this paper is to identify the state of drug-positive driving in Canada, as well as to make comparisons with data from previous years to determine whether changes have occurred. Available data from the RSM on self-reported drugged driving behaviours were collected and analyzed using multivariate techniques in various years spanning from 2002 to 2015. Data from TIRF's National Fatality Database from 2000 to 2012 were also analyzed to evaluate trends and prevalence of drugs in fatally injured drivers across Canada. Additionally, differences among drugged drivers with respect to gender and age were studied. Analyses of the RSM data and of the National Fatality Database showed that, as a whole, the prevalence of drugged driving has remained relatively stable over the past decade, with some changes noticed in specific years for some drug types. Specifically from the RSM, there was a 62.5% increase from the 1.6% of drivers reporting driving within two hours of using marijuana in 2013 to 2.6% in 2015. The analyses of the fatality data revealed a 16.9% increase in the percentage of fatally injured drivers testing positive for drugs between 2000 and 2012 (from 33.56% to 39.24%). Cocaine-positive fatally injured drivers increased from 3.6% in 2000 to 6.2% in 2012. Similarly, marijuana-positive fatally injured drivers increased from 12.8% in 2000 to 19.7% in 2012. Results showed varying characteristics with respect to gender and age among self-reported and fatally injured drugged drivers. Drugged driving behaviours remain prevalent among Canadian drivers and drugs continue to be found in over one-third of tested fatally injured drivers. Although self-reported behaviours have neither decreased nor increased overall in the past decade according to RSM data, with the exception of driving within two hours of using marijuana, data from fatally injured drivers reveal that small, but significant increases in some behaviours have occurred. Copyright © 2016 Elsevier Ltd. All rights reserved.

Motor vehicle driver injury and socioeconomic status: a cohort study with prospective and retrospective driver injuries.

PubMed

Whitlock, G; Norton, R; Clark, T; Pledger, M; Jackson, R; MacMahon, S

2003-07-01

To investigate the association between motor vehicle driver injury and socioeconomic status. Cohort study with prospective and retrospective outcomes. New Zealand. 10 525 adults (volunteer sample of a multi-industry workforce, n=8008; and a random sample of urban electoral rolls, n=2517). Motor vehicle driver injury resulting in admission of the driver to hospital or the driver's death, or both, during the period 1988-98; hospitalisation and mortality data were obtained by record linkage to national health databases. After adjustment for age and sex, driver injury risk was inversely associated with both occupational status (p for linear trend <0.0001) and educational level (p for linear trend =0.007). Participants in the lowest approximate quartile of occupational status were four times as likely (HR 4.17, 95% CI 2.31 to 7.55) to have experienced a driver injury during follow up as participants in the highest approximate quartile. Participants who had been to secondary school for less than two years were twice as likely (HR 2.26, 95% CI 1.34 to 3.81) to have experienced a driver injury as those who had been to university or polytechnic. There was little evidence that driver injury risk was associated with neighbourhood income (p for linear trend =0.12) CONCLUSIONS: Occupational status and educational level seem to be important determinants of driver injury risk. Driver injury countermeasures should be targeted to people in low status occupations, as well as to people with comparatively little formal education.

Safe driving and executive functions in healthy middle-aged drivers.

PubMed

León-Domínguez, Umberto; Solís-Marcos, Ignacio; Barrio-Álvarez, Elena; Barroso Y Martín, Juan Manuel; León-Carrión, José

2017-01-01

The introduction of the point system driver's license in several European countries could offer a valid framework for evaluating driving skills. This is the first study to use this framework to assess the functional integrity of executive functions in middle-aged drivers with full points, partial points or no points on their driver's license (N = 270). The purpose of this study is to find differences in executive functions that could be determinants in safe driving. Cognitive tests were used to assess attention processes, processing speed, planning, cognitive flexibility, and inhibitory control. Analyses for covariance (ANCOVAS) were used for group comparisons while adjusting for education level. The Bonferroni method was used for correcting for multiple comparisons. Overall, drivers with the full points on their license showed better scores than the other two groups. In particular, significant differences were found in reaction times on Simple and Conditioned Attention tasks (both p-values < 0.001) and in number of type-III errors on the Tower of Hanoi task (p = 0.026). Differences in reaction time on attention tasks could serve as neuropsychological markers for safe driving. Further analysis should be conducted in order to determine the behavioral impact of impaired executive functioning on driving ability.

Fatality rate of pedestrians and fatal crash involvement rate of drivers in pedestrian crashes: a case study of Iran.

PubMed

Kashani, Ali Tavakoli; Besharati, Mohammad Mehdi

2017-06-01

The aim of this study was to uncover patterns of pedestrian crashes. In the first stage, 34,178 pedestrian-involved crashes occurred in Iran during a four-year period were grouped into homogeneous clusters using a clustering analysis. Next, some in-cluster and inter-cluster crash patterns were analysed. The clustering analysis yielded six pedestrian crash groups. Car/van/pickup crashes on rural roads as well as heavy vehicle crashes were found to be less frequent but more likely to be fatal compared to other crash clusters. In addition, after controlling for crash frequency in each cluster, it was found that the fatality rate of each pedestrian age group as well as the fatal crash involvement rate of each driver age group varies across the six clusters. Results of present study has some policy implications including, promoting pedestrian safety training sessions for heavy vehicle drivers, imposing limitations over elderly heavy vehicle drivers, reinforcing penalties toward under 19 drivers and motorcyclists. In addition, road safety campaigns in rural areas may be promoted to inform people about the higher fatality rate of pedestrians on rural roads. The crash patterns uncovered in this study might also be useful for prioritizing future pedestrian safety research areas.

Using fixed-parameter and random-parameter ordered regression models to identify significant factors that affect the severity of drivers' injuries in vehicle-train collisions.

PubMed

Dabbour, Essam; Easa, Said; Haider, Murtaza

2017-10-01

This study attempts to identify significant factors that affect the severity of drivers' injuries when colliding with trains at railroad-grade crossings by analyzing the individual-specific heterogeneity related to those factors over a period of 15 years. Both fixed-parameter and random-parameter ordered regression models were used to analyze records of all vehicle-train collisions that occurred in the United States from January 1, 2001 to December 31, 2015. For fixed-parameter ordered models, both probit and negative log-log link functions were used. The latter function accounts for the fact that lower injury severity levels are more probable than higher ones. Separate models were developed for heavy and light-duty vehicles. Higher train and vehicle speeds, female, and young drivers (below the age of 21 years) were found to be consistently associated with higher severity of drivers' injuries for both heavy and light-duty vehicles. Furthermore, favorable weather, light-duty trucks (including pickup trucks, panel trucks, mini-vans, vans, and sports-utility vehicles), and senior drivers (above the age of 65 years) were found be consistently associated with higher severity of drivers' injuries for light-duty vehicles only. All other factors (e.g. air temperature, the type of warning devices, darkness conditions, and highway pavement type) were found to be temporally unstable, which may explain the conflicting findings of previous studies related to those factors. Copyright © 2017 Elsevier Ltd. All rights reserved.

The influence of age, seat belt, time of day, and type of vehicles on road accidents in Kerman, Iran.

PubMed

Mohammadi, Ghorbanali

2009-04-01

Traffic accidents are one of the main external causes of morbidity and mortality in various parts of the world, including Kerman, a city that has experienced rapid growth in the number of cars in the last 5 years. The objective of this article was to identify the influence of age, belt use, time of day, and type of vehicle road accidents of southeastern Iran. This study used data obtained from Kerman police force reports on incidents of road traffic accidents (RTAs). We analyzed the police reports of total road accidents that occurred from 2005 to 2007. The involvement in fatal and non-fatal accidents was determined for females than among males. The analysis of the data indicated that the female drivers have a much better road safety record than male drivers, especially with regards to their involvement in severe traffic accidents. Forty-nine percent of accidents involve passenger cars, which is higher than other type of vehicles. Female drivers were found to be generally safer drivers than their male counterparts; male drivers who did not use seat belts had a higher involvement rate in road traffic accidents. Time of day analyses suggested that the problems of accidents in darkness are not a matter of visibility but a consequence of the way drivers use the roads at night. A number of recommended measures for the improvement of road safety in southeastern Iran are suggested.

Individual differences in cognitive functioning predict effectiveness of a heads-up Lane Departure Warning for younger and older drivers

PubMed Central

Aksan, Nazan; Sager, Lauren; Hacker, Sarah; Lester, Benjamin; Dawson, Jeffrey; Rizzo, Matthew; Ebe, Kazutoshi; Foley, James

2016-01-01

The effectiveness of an idealized lane departure warning (LDW) was evaluated in an interactive fixed base driving simulator. Thirty-eight older (mean age = 77 years) and 40 younger drivers (mean age = 35 years) took four different drives/routes similar in road culture composition and hazards encountered with and without LDW. The four drives were administered over visits separated approximately by two weeks to examine changes in long-term effectiveness of LDW. Performance metrics were number of LDW activations and average correction time to each LDW. LDW reduced correction time to re-center the vehicle by 1.34 seconds on average (95% CI = 1.12–1.57 seconds) but did not reduce the number of times the drivers drifted enough in their lanes to activate the system (LDW activations). The magnitude of reductions in average correction RT was similar for older and younger drivers and did not change with repeated exposures across visits. The contribution of individual differences in basic visual and motor function, as well as cognitive function to safety gains from LDW was also examined. Cognitive speed of processing predicted lane keeping performance for older and younger drivers. Differences in memory, visuospatial construction, and executive function tended to predict performance differences among older but not younger drivers. Cognitive functioning did not predict changes in the magnitude of safety benefits from LDW over time. Implications are discussed with respect to real-world safety systems. PMID:27898370

Investigating driving behaviour of older drivers with mild cognitive impairment using a portable driving simulator.

PubMed

Devlin, Anna; McGillivray, Jane; Charlton, Judith; Lowndes, Georgia; Etienne, Virginie

2012-11-01

While there is a large body of research indicating that individuals with moderate to severe dementia are unfit to drive, relatively little is known about the driving performance of older drivers with mild cognitive impairment (MCI). The aim of the current study was to examine the driving performance of older drivers with MCI on approach to intersections, and to investigate how their healthy counterparts perform on the same driving tasks using a portable driving simulator. Fourteen drivers with MCI and 14 age-matched healthy older drivers (aged 65-87 years) completed a 10-min simulator drive in an urban environment. The simulator drive consisted of stop-sign controlled and signal-controlled intersections. Drivers were required to stop at the stop-sign controlled intersections and to decide whether or not to proceed through a critical light change at the signal-controlled intersections. The specific performance measures included; approach speed, number of brake applications on approach to the intersection (either excessive or minimal), failure to comply with stop signs, and slower braking response times on approach to a critical light change. MCI patients in our sample performed more poorly than controls across a number of variables. However, because the trends failed to reach statistical significance it will be important to replicate the study using a larger sample to qualify whether the results can be generalised to the broader population. Copyright © 2012 Elsevier Ltd. All rights reserved.

Self-Regulation of Driving Behavior in People with Parkinson Disease.

PubMed

Stolwyk, Renerus J; Scally, Karen A; Charlton, Judith L; Bradshaw, John L; Iansek, Robert; Georgiou-Karistianis, Nellie

2015-06-01

To determine the extent and nature of driving self-regulation in drivers with Parkinson disease (PD) and factors associated with self-regulatory practices. Although people with PD have consistently been shown to have driving impairments, few studies have examined self-regulatory driving practices and their relationship to driving performance. We used a self-report driving questionnaire to examine driving self-regulation in 37 drivers with PD and 37 healthy age-matched controls. We also analyzed factors associated with self-regulatory practices, primarily demographic, disease-related, psychological, and simulated driving performance variables. The drivers with PD reported significantly higher rates of self-perceived decline in their driving ability (P=0.008) and driving significantly shorter distances per week (P=0.004) than controls. Unfamiliar situations (P=0.009), in-car distractions (P<0.001), low visibility conditions (P=0.004), and long journeys (P=0.003) were particularly challenging for the drivers with PD, and their pattern of driving avoidance mirrored these difficulties. The use of self-regulatory strategies among drivers with PD was associated with female sex (rho=0.42, P=0.009) and perceived decline in driving ability (rho=-0.55, P<0.001), but not with age or objective measures of disease severity, cognition, or simulated driving performance. Drivers with PD reported driving less overall and restricting their driving to avoid particularly difficult circumstances. Further research is warranted on effective use of self-regulation strategies to improve driving performance in people with PD.

Individual differences in cognitive functioning predict effectiveness of a heads-up lane departure warning for younger and older drivers.

PubMed

Aksan, Nazan; Sager, Lauren; Hacker, Sarah; Lester, Benjamin; Dawson, Jeffrey; Rizzo, Matthew; Ebe, Kazutoshi; Foley, James

2017-02-01

The effectiveness of an idealized lane departure warning (LDW) was evaluated in an interactive fixed base driving simulator. Thirty-eight older (mean age=77years) and 40 younger drivers (mean age=35years) took four different drives/routes similar in road culture composition and hazards encountered with and without LDW. The four drives were administered over visits separated approximately by two weeks to examine changes in long-term effectiveness of LDW. Performance metrics were number of LDW activations and average correction time to each LDW. LDW reduced correction time to re-center the vehicle by 1.34s on average (95% CI=1.12-1.57s) but did not reduce the number of times the drivers drifted enough in their lanes to activate the system (LDW activations). The magnitude of reductions in average correction RT was similar for older and younger drivers and did not change with repeated exposures across visits. The contribution of individual differences in basic visual and motor function, as well as cognitive function to safety gains from LDW was also examined. Cognitive speed of processing predicted lane keeping performance for older and younger drivers. Differences in memory, visuospatial construction, and executive function tended to predict performance differences among older but not younger drivers. Cognitive functioning did not predict changes in the magnitude of safety benefits from LDW over time. Implications are discussed with respect to real-world safety systems. Copyright © 2016 Elsevier Ltd. All rights reserved.

[PSYCHO PHYSIOLOGICAL MARKERS OF ACCELERATED AGING AMONG THOSE WORKING WITH OCCUPATIONAL HAZARDS].

PubMed

Bashkireva, A S; Kachan, Ye Yu; Kulapina, M E

2015-01-01

We assessed the significance of psycho physiological markers of accelerated aging of the function of attention using comparative analysis of two occupational groups in order to reveal how the working process affects mental work capacity. We revealed peculiarities of systemic structure of functions which determine mental work capacity depending on the age and length of service in lorry drivers. It was proved that decrease in the mnestic functions of lorry-drivers takes place 10-15 years earlier compared to the control group. Psycho physiological indices, reflecting the functioning of attention, decreased not only with aging but also with longer driving experience. Our results show that it is necessary to conduct further studies of psycho physiological markers of age-related decrease in short-term memory depending on the activities at work in order to prevent accelerated aging and achieve professional longevity.

[The prevalence of exposure of children under the age of 18 to second-hand smoke inside motor vehicles].

PubMed

Pedrol, M T; Tolosana, M; Soler, M T; Taló, M; Godoy, P

2013-12-01

The objective of the study was to estimate the level of exposure of children under the age of 18 to second-hand smoke (SHS) inside motor vehicles. A prevalence study was conducted on the exposure of children under the age of 18 to SHS in motor vehicles in Lleida (Spain). The population was the users of private motor vehicles. The sample was random, and the data were collected by direct observation. The study variables were: the age and sex of the driver, whether the driver was smoking, and the presence of an exposed passenger under the age of 18. A total of 1600 vehicles were observed, 134 of which (8.4%) were carrying a child. In 8 of these 134 vehicles (6%; 95% CI: 2.5-11.0) a child was exposed to SHS. In all these cases, the driver was a male (P=0.02), and in 75% of cases he was over 40 years old. The rate of child exposure to SHS is very high. There is, therefore, a case for organising campaigns to prevent smoking tobacco inside motor vehicles in the presence of children in Spain. Copyright © 2012 Asociación Española de Pediatría. Published by Elsevier Espana. All rights reserved.

Age and visual impairment decrease driving performance as measured on a closed-road circuit.

PubMed

Wood, Joanne M

2002-01-01

In this study the effects of visual impairment and age on driving were investigated and related to visual function. Participants were 139 licensed drivers (young, middle-aged, and older participants with normal vision, and older participants with ocular disease). Driving performance was assessed during the daytime on a closed-road driving circuit. Visual performance was assessed using a vision testing battery. Age and visual impairment had a significant detrimental effect on recognition tasks (detection and recognition of signs and hazards), time to complete driving tasks (overall course time, reversing, and maneuvering), maneuvering ability, divided attention, and an overall driving performance index. All vision measures were significantly affected by group membership. A combination of motion sensitivity, useful field of view (UFOV), Pelli-Robson letter contrast sensitivity, and dynamic acuity could predict 50% of the variance in overall driving scores. These results indicate that older drivers with either normal vision or visual impairment had poorer driving performance compared with younger or middle-aged drivers with normal vision. The inclusion of tests such as motion sensitivity and the UFOV significantly improve the predictive power of vision tests for driving performance. Although such measures may not be practical for widespread screening, their application in selected cases should be considered.

Driver behavior analysis for right-turn drivers at signalized intersections using SHRP 2 naturalistic driving study data.

PubMed

Wu, Jianqing; Xu, Hao

2017-12-01

Understanding driver behavior is important for traffic safety and operation, especially at intersections where different traffic movements conflict. While most driver-behavior studies are based on simulation, this paper documents the analysis of driver-behavior at signalized intersections with the SHRP 2 Naturalistic Driving Study (NDS) data. This study analyzes the different influencing factors on the operation (speed control) and observation of right-turn drivers. A total of 300 NDS trips at six signalized intersections were used, including the NDS time-series sensor data, the forward videos and driver face videos. Different factors of drivers, vehicles, roads and environments were studied for their influence on driver behavior. An influencing index function was developed and the index was calculated for each influencing factor to quantitatively describe its influencing level. The influencing index was applied to prioritize the factors, which facilitates development and selection of safety countermeasures to improve intersection safety. Drivers' speed control was analyzed under different conditions with consideration of the prioritized influencing factors. Vehicle type, traffic signal status, conflicting traffic, conflicting pedestrian and driver age group were identified as the five major influencing factors on driver observation. This research revealed that drivers have high acceleration and low observation frequency under Right-Turn-On-Red (RTOR), which constituted potential danger for other roadway users, especially for pedestrians. As speed has a direct influence on crash rates and severities, the revealed speed patterns of the different situations also benefit selection of safety countermeasures at signalized intersections. Published by Elsevier Ltd.

Graduated driver license compliant teens involved in fatal motor vehicle crashes.

PubMed

Pressley, Joyce C; Addison, Diane; Dawson, Patrick; Nelson, Sharifa S

2015-09-01

Significant reductions in motor vehicle injury mortality have been reported for teen drivers after passage of graduated driver licensing (GDL), seat belt, and no tolerance alcohol and drug laws. Despite this, teen drivers remain a vulnerable population with elevated fatal crash involvement. This study examines driver, vehicle, and crash characteristics of GDL-compliant, belted, and unimpaired teen drivers with the goal of identifying areas where further improvements might be realized. The Fatality Analysis Reporting System (FARS) for 2007 to 2009 was used to examine and classify driver violations/errors in compliant teen drivers (n = 1,571) of passenger vehicles involved in a fatal collision. Teens driving unbelted, non-GDL compliant, or impaired by alcohol or drugs were excluded. Statistical analysis used χ, Fisher's exact and multivariable logistic regression. Odds ratios are reported with 95% confidence intervals. Significance was defined as p < 0.05. Nearly one third (n = 1,571) of teen drivers involved in a fatal motor vehicle crash were GDL compliant, unimpaired, and belted. The majority held an intermediate GDL license (90.6%). Crash-related factors were identified for 63.1% of fatal crashes. Age- and sex-adjusted odds identified overcorrecting, speeding, lane errors, school morning crashes, distractions, and driving on slippery surfaces as having increased odds of fatality for the teen driver as well as newer vehicle models and heavier vehicle weight as protective. Among compliant drivers, weekday crashes before and after school and committing a driving violation at the time of crash were associated with increased risk of driver death and higher incidence of incapacitating injury in surviving drivers. Therapeutic study, level V.

General Motor Vehicle Drivers' Knowledge and Practices Regarding Drink Driving in Yinchuan and Guangzhou, China.

PubMed

Jia, Keqin; King, Mark; Fleiter, Judy; Sheehan, Mary; Ma, Wenjun; Lei, Jing; Zhang, Jianzhen

2015-01-01

Drink driving contributes to significant levels of injury and economic loss in China but is not well researched. This study examined knowledge, drink-driving practices, and alcohol misuse problems among general drivers in Yinchuan. The objectives were to gain a better understanding of drink driving in Yinchuan, identify areas that need to be addressed, and compare the results with a similar study in Guangzhou. This was a cross-sectional study with a survey designed to collect information on participants' demographic characteristics and their knowledge and practices in relation to drinking and driving. The survey was composed of questions on knowledge and practices in relation to drink driving and was administered to a convenience sample of 406 drivers. Alcohol misuse problems were assessed by using the Alcohol Use Disorders Identification Test (AUDIT). Males accounted for the main proportion of drivers sampled from the general population ("general drivers"). A majority of general drivers in both cities knew that drunk driving had become a criminal offense in 2011; however, knowledge of 2 legal blood alcohol concentration (BAC) limits was quite low. Fewer drivers in Yinchuan (22.6%) than in Guangzhou (27.9) reported having been stopped by police conducting breath alcohol testing at least once in the last 12 months. The mean AUDIT score in Yinchuan (M = 8.2) was higher than that in Guangzhou (M = 7.4), and the proportion of Yinchuan drivers with medium or higher alcohol misuse problems (31.2%) was correspondingly higher than in Guangzhou (23.1%). In Yinchuan, males had a significantly higher AUDIT score than females (t = 3.454, P <.001), similar to Guangzhou. Multiple regression analyses were conducted on potential predictors of the AUDIT score (age, gender, monthly income, education level, years licensed, and age started drinking). There were significant individual contributions of gender (beta = 0.173, P =.09) and age at which drinking started (beta = 0.141, P =.033), but the overall model for Yinchuan was not significant, unlike Guangzhou. The results show that there are shortfalls in knowledge of the legislation and how to comply with it and deficiencies in police enforcement. In addition, there was evidence of drink driving and drink riding at high levels in both cities. Recommendations are made to address these issues.

Driver Licensing Age and Lifestyle of 16 Year Olds.

ERIC Educational Resources Information Center

Preusser, David F.; And Others

1985-01-01

The relationship of driver licensure rate to 16-year-old lifestyles was assessed in three states: Michigan (where 56% of 16-year-olds are licensed), New York (14% licensure), and New Jersey (2% licensure). For the most part, the differences in 16-year-old licensure and mobility were not reflected in lifestyle differences. (KH)

U in the driver seat : a peer-to-peer pilot program for decreasing car crashes by college students.

DOT National Transportation Integrated Search

2013-09-01

The goal of this project was to build a peer-to-peer (P2P) model, U in the Driver Seat, targeted toward the : college-aged audience at two college campuses. Researchers performed the following tasks: : conducted pre- and post-assessments of drivi...

Effects of a 2009 Illinois Alcohol Tax Increase on Fatal Motor Vehicle Crashes.

PubMed

Wagenaar, Alexander C; Livingston, Melvin D; Staras, Stephanie S

2015-09-01

We examined the effects of a 2009 increase in alcohol taxes in Illinois on alcohol-related fatal motor vehicle crashes. We used an interrupted time-series design, with intrastate and cross-state comparisons and measurement derived from driver alcohol test results, for 104 months before and 28 months after enactment. Our analyses used autoregressive moving average and generalized linear mixed Poisson models. We examined both population-wide effects and stratifications by alcohol level, age, gender, and race. Fatal alcohol-related motor vehicle crashes declined 9.9 per month after the tax increase, a 26% reduction. The effect was similar for alcohol-impaired drivers with positive alcohol levels lower than 0.15 grams per deciliter (-22%) and drivers with very high alcohol levels of 0.15 or more (-25%). Drivers younger than 30 years showed larger declines (-37%) than those aged 30 years and older (-23%), but gender and race stratifications did not significantly differ. Increases in alcohol excise taxes, such as the 2009 Illinois act, could save thousands of lives yearly across the United States as part of a comprehensive strategy to reduce alcohol-impaired driving.

Modeling take-over performance in level 3 conditionally automated vehicles.

PubMed

Gold, Christian; Happee, Riender; Bengler, Klaus

2018-07-01

Taking over vehicle control from a Level 3 conditionally automated vehicle can be a demanding task for a driver. The take-over determines the controllability of automated vehicle functions and thereby also traffic safety. This paper presents models predicting the main take-over performance variables take-over time, minimum time-to-collision, brake application and crash probability. These variables are considered in relation to the situational and driver-related factors time-budget, traffic density, non-driving-related task, repetition, the current lane and driver's age. Regression models were developed using 753 take-over situations recorded in a series of driving simulator experiments. The models were validated with data from five other driving simulator experiments of mostly unrelated authors with another 729 take-over situations. The models accurately captured take-over time, time-to-collision and crash probability, and moderately predicted the brake application. Especially the time-budget, traffic density and the repetition strongly influenced the take-over performance, while the non-driving-related tasks, the lane and drivers' age explained a minor portion of the variance in the take-over performances. Copyright © 2017 Elsevier Ltd. All rights reserved.

Medical review of fitness to drive in older drivers: the Maryland experience.

PubMed

Soderstrom, Carl A; Joyce, John J

2008-08-01

Over the next several decades, both the number and percentage of older drivers will increase dramatically. Older age is inherently associated with medical conditions, particularly those involving cognition and vision, that can affect medical fitness to drive. Over a 60-year period, the Maryland Motor Vehicle Administration (MVA) in conjunction with its medical advisory board (MAB) has matured a comprehensive system to identify at-risk older drivers and to assess their medical fitness to drive. This paper describes the medical review process in general, and in particular for older drivers, that has evolved in the state of Maryland. The resources, philosophy and research underpinnings of its MAB review process are examined. Studies of functional screening measures in older drivers indicate that older drivers at risk of being at-fault for future crashes can be identified. The feasibility of using such screening measures for drivers referred to the MVA has been confirmed by practical use for a period of seven years. It is possible to create a medical review process with a goal of "safe mobility for life" that supports preservation of the driving privilege among many older drivers.

Prevalence and factors associated with road traffic crash among taxi drivers in Hanoi, Vietnam.

PubMed

La, Quang Ngoc; Lee, Andy H; Meuleners, Lynn B; Van Duong, Dat

2013-01-01

Injury due to road traffic crash is a major cause of ill health and premature deaths in developing countries. Taxis provide a main mode of public transport in Vietnam but there has been little research on the risk of crash for taxi drivers. This retrospective study collected information on taxi crashes for the period 2006-2009 by interviewing drivers from five taxi companies in Hanoi, Vietnam, using a structured questionnaire. Of the total 1214 participants recruited, 276 drivers reported at least one crash, giving an overall crash prevalence of 22.7%. Among the crashed group, 50 drivers (18.1%) were involved in two to four crashes. Logistic regression analysis further identified age of driver, type of driving licence, employment status, perceived sufficiency of income, seat-belt usage, and traffic infringement history to be significantly associated with the crash risk. Further prospective and qualitative studies are recommended to provide detailed crash characteristics as well as behaviour and perception of taxi drivers, so that an effective intervention can be developed to improve road safety and to prevent injury of these commercial drivers. Copyright © 2012 Elsevier Ltd. All rights reserved.

Effects of personality on risky driving behavior and accident involvement for Chinese drivers.

PubMed

Yang, Jiaoyan; Du, Feng; Qu, Weina; Gong, Zhun; Sun, Xianghong

2013-01-01

Motor vehicle accidents are the leading cause of injury-related fatalities in China and pose the most serious threat to driving safety. Driver personality is considered as an effective predictor for risky driving behavior and accident liability. Previous studies have focused on the relationship between personality and risky driving behavior, but only a few of them have explored the effects of personality variables on accident involvement. In addition, few studies have examined the effects of personality on Chinese drivers' risky driving and accident involvement. The present study aimed to examine the effects of personality variables on Chinese drivers' unsafe driving behaviors and accident involvement. Two hundred and twenty-four Chinese drivers aged 20 to 50 were required to complete questionnaires assessing their personality traits (anger, sensation-seeking, altruism, and normlessness), risky driving behaviors (aggressive violations, ordinary violations), and accident involvement (all accidents, serious accidents, at-fault accidents). Multivariate regression analyses, adjusting for gender, age, and overall mileage, were conducted to identify the personality traits related to risky driving behaviors and accident involvement. Participants' personality traits were found to be significantly correlated with both risky driving behavior and accident involvement. Specifically, the traits of anger and normlessness were effective predictors for aggressive violations. The traits of anger, sensation-seeking, normlessness, and altruism were effective predictors for ordinary violations. Moreover, altruism and normlessness were significant predictors for the total number of accidents participants had during the past 3 years. Consistent with previous studies, the present study revealed that personality traits play an important role in predicting Chinese drivers' risky driving behaviors. In addition, Chinese drivers' personality characteristics were also associated with accident involvement.

Who actually receives cell phone use while driving citations and how much are these laws enforced among states? A descriptive, cross-sectional study.

PubMed

Rudisill, Toni M; Zhu, Motao

2016-06-14

While numerous cell phone use while driving laws have been passed among states, little information exists regarding who gets cited for these traffic infractions and how much these laws are enforced at the state-level within the USA. Cross-sectional, descriptive study. 14 states and the District of Columbia. Those receiving cell phone use while driving citations within included states from 2007 to 2013. Demographic characteristics of cited drivers were assessed. Rates of infractions per 100 000 licensed in-state drivers per year for various cell phone use while driving violations were calculated. Drivers were cited for hand-held use violations (n=2.5 million) more than texting (n=14 682) or young driver all cell phone bans (n=342). Among states that provided data for all traffic violations, cell phone use while driving citations comprised 1% of all written citations. Regardless of ban type, males (68.2%) were cited more frequently than females. Drivers 25-64 years of age (90.8%) were more likely to be cited for hand-held phone use. The average yearly rate of infractions per 100 000 licensed in-state drivers from 2010-2013 was 5.8 for texting bans, 2607 for hand-held bans, and 9954 for any traffic violation. Among cited drivers, age and sex differences existed by the type of ban violated. State-level enforcement appeared sparse. Due to the potential serious consequences of cell phone use while driving in the USA, more enforcement and targeted public safety campaigns are likely needed. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://www.bmj.com/company/products-services/rights-and-licensing/

Who actually receives cell phone use while driving citations and how much are these laws enforced among states? A descriptive, cross-sectional study

PubMed Central

Rudisill, Toni M; Zhu, Motao

2016-01-01

Objectives While numerous cell phone use while driving laws have been passed among states, little information exists regarding who gets cited for these traffic infractions and how much these laws are enforced at the state-level within the USA. Design Cross-sectional, descriptive study. Setting 14 states and the District of Columbia. Participants Those receiving cell phone use while driving citations within included states from 2007 to 2013. Primary outcome Demographic characteristics of cited drivers were assessed. Rates of infractions per 100 000 licensed in-state drivers per year for various cell phone use while driving violations were calculated. Results Drivers were cited for hand-held use violations (n=2.5 million) more than texting (n=14 682) or young driver all cell phone bans (n=342). Among states that provided data for all traffic violations, cell phone use while driving citations comprised 1% of all written citations. Regardless of ban type, males (68.2%) were cited more frequently than females. Drivers 25–64 years of age (90.8%) were more likely to be cited for hand-held phone use. The average yearly rate of infractions per 100 000 licensed in-state drivers from 2010–2013 was 5.8 for texting bans, 2607 for hand-held bans, and 9954 for any traffic violation. Conclusions Among cited drivers, age and sex differences existed by the type of ban violated. State-level enforcement appeared sparse. Due to the potential serious consequences of cell phone use while driving in the USA, more enforcement and targeted public safety campaigns are likely needed. PMID:27301485

Simulated Driving Assessment (SDA) for Teen Drivers: Results from a Validation Study

PubMed Central

McDonald, Catherine C.; Kandadai, Venk; Loeb, Helen; Seacrist, Thomas S.; Lee, Yi-Ching; Winston, Zachary; Winston, Flaura K.

2015-01-01

Background Driver error and inadequate skill are common critical reasons for novice teen driver crashes, yet few validated, standardized assessments of teen driving skills exist. The purpose of this study was to evaluate the construct and criterion validity of a newly developed Simulated Driving Assessment (SDA) for novice teen drivers. Methods The SDA's 35-minute simulated drive incorporates 22 variations of the most common teen driver crash configurations. Driving performance was compared for 21 inexperienced teens (age 16–17 years, provisional license ≤90 days) and 17 experienced adults (age 25–50 years, license ≥5 years, drove ≥100 miles per week, no collisions or moving violations ≤3 years). SDA driving performance (Error Score) was based on driving safety measures derived from simulator and eye-tracking data. Negative driving outcomes included simulated collisions or run-off-the-road incidents. A professional driving evaluator/instructor reviewed videos of SDA performance (DEI Score). Results The SDA demonstrated construct validity: 1.) Teens had a higher Error Score than adults (30 vs. 13, p=0.02); 2.) For each additional error committed, the relative risk of a participant's propensity for a simulated negative driving outcome increased by 8% (95% CI: 1.05–1.10, p<0.01). The SDA demonstrated criterion validity: Error Score was correlated with DEI Score (r=−0.66, p<0.001). Conclusions This study supports the concept of validated simulated driving tests like the SDA to assess novice driver skill in complex and hazardous driving scenarios. The SDA, as a standard protocol to evaluate teen driver performance, has the potential to facilitate screening and assessment of teen driving readiness and could be used to guide targeted skill training. PMID:25740939

Graduated driver license nighttime compliance in U.S. teen drivers involved in fatal motor vehicle crashes.

PubMed

Carpenter, Dustin; Pressley, Joyce C

2013-07-01

Examination of teen driver compliance with graduated driver licensing (GDL) laws could be instrumental in identifying factors associated with persistently high motor vehicle mortality rates. Fatality analysis reporting system (FARS) data from the years 2006 to 2009 were used in this nation-wide cross-sectional study of drivers covered by a state nighttime GDL law (n=3492). A new definition of weekend, based on the school night in relation to the teenage social landscape, redefined Friday night as a weekend night and Sunday night as a weekday/school night and compared it to previous weekend definitions. Multiple logistic regression was used to examine independent effects of demographic, behavioral, environmental, contextual, and other factors on compliance with nighttime GDL laws. All analyses were performed in Stata version 11. Given coverage under nighttime GDL laws, drivers aged 15-17 years were non-compliant in 14.9% of the fatal MVCs in which they were involved, and nearly one-fifth (18.8%) of all fatalities aged 15-17 years were associated with non-compliance. Mortality risk was 10% higher using a revised social (school night) versus traditional (Sat-Sun) weekend definitions. In multivariable analysis, drivers non-compliant with nighttime GDL laws were more likely to be drinking (OR=4.97, 3.85-6.40), unbelted (OR=1.58, 1.25-1.99), driving on the weekend (OR=1.82, 1.47-2.24), and killed (OR=1.31, 1.04-1.65). GDL non-compliance contributes to teen motor vehicle mortality. Legislative and enforcement efforts targeting non-school night driving, seatbelt nonuse and alcohol have potential to further reduce teen driving mortality. Copyright © 2012 Elsevier Ltd. All rights reserved.

The effect of three low-cost engineering treatments on driver fatigue: A driving simulator study.

PubMed

Merat, Natasha; Jamson, A Hamish

2013-01-01

Three engineering treatments were implemented in a driving simulator study to assess the effect of road-based measures on alleviating the symptoms of fatigue. Using results from previous research on the effect of circadian rhythms on fatigue-related crashes, two groups of male drivers were recruited for this study: young shift workers under the age of 35, who attended immediately after their night shift, and older drivers over the age of 45, who completed the study during the 'post lunch dip' period, after consuming lunch. Eye tracking (PERCLOS) and lateral driver performance measures were used to assess whether baseline measures of fatigue changed after drivers experienced each of the three treatments, which included variable message signs, chevrons and rumble strips. Results showed a marked difference in these measures between drivers' baseline (not fatigued) and experimental (fatigued) visits. There were also some reductions in lateral deviation and eye closure (as measured by PERCLOS) when the treatments were encountered, but no marked difference between the three treatments. These results suggest that in addition to driver- and vehicle-based methods currently employed to mitigate the effects of fatigue, the inclusion of such engineering measures may help alleviate fatigue-related impairments in driving, particularly if such treatments are implemented during long stretches of straight monotonous roads which are known to be associated with fatigue-related crashes. However, positive effects of the treatments were short lived, prompting the need for further investigations on their optimal frequency of presentation and combination to achieve maximum impact from these low-cost, road-based treatments. Crown Copyright © 2012. Published by Elsevier Ltd. All rights reserved.

Do Circadian Preferences Influence the Sleep Patterns of Night Shift Drivers?

PubMed Central

Narciso, Fernanda V.; Esteves, Andrea M.; Oliveira e Silva, Luciana; Bittencourt, Lia R.A.; Silva, Rogerio S.; Pires, Maria Laura N.; Tufik, Sergio; de Mello, Marco Tulio

2013-01-01

Objective The objective of this study was to analyze the effect of individual circadian preferences of drivers with fixed night work schedules on sleep patterns. Subjects and Methods A total of 123 professional drivers, 32 indifferent preference drivers and 91 morning preference drivers of an intermunicipality and interstate bus transportation company were evaluated. All drivers underwent polysomnographic recordings after their shifts. Furthermore, they filled out a questionnaire that contained sociodemographic and health questions. The Horne and Östberg questionnaire was used to assess the subjects' morningness-eveningness preference. Results The mean age was 42.54 ± 6.98 years and 82 (66.66%) of the drivers had worked for ≥15 years. A significant effect on rapid eye movement (REM) was observed in the morning preference drivers. They showed an increased sleep latency and an REM sleep percentage of 5% of the total REM time. This reveals a significant effect on sleep architecture associated with work time. Conclusion The drivers reported that morning preference had a significant effect on their sleep pattern indicating less REM sleep and longer REM sleep latency in the morning preference group. Thus, it is important to evaluate interactions between individual aspects of health and other parameters, such as sleep quality and work organizational factors, to promote night shift workers' health and well-being. PMID:23988815

Do circadian preferences influence the sleep patterns of night shift drivers?

PubMed

Narciso, Fernanda V; Esteves, Andrea M; Oliveira e Silva, Luciana; Bittencourt, Lia R A; Silva, Rogerio S; Pires, Maria Laura N; Tufik, Sergio; de Mello, Marco Tulio

2013-01-01

The objective of this study was to analyze the effect of individual circadian preferences of drivers with fixed night work schedules on sleep patterns. A total of 123 professional drivers, 32 indifferent preference drivers and 91 morning preference drivers of an intermunicipality and interstate bus transportation company were evaluated. All drivers underwent polysomnographic recordings after their shifts. Furthermore, they filled out a questionnaire that contained sociodemographic and health questions. The Horne and Östberg questionnaire was used to assess the subjects' morningness-eveningness preference. The mean age was 42.54 ± 6.98 years and 82 (66.66%) of the drivers had worked for ≥15 years. A significant effect on rapid eye movement (REM) was observed in the morning preference drivers. They showed an increased sleep latency and an REM sleep percentage of 5% of the total REM time. This reveals a significant effect on sleep architecture associated with work time. The drivers reported that morning preference had a significant effect on their sleep pattern indicating less REM sleep and longer REM sleep latency in the morning preference group. Thus, it is important to evaluate interactions between individual aspects of health and other parameters, such as sleep quality and work organizational factors, to promote night shift workers' health and well-being. © 2013 S. Karger AG, Basel.

Prevalence of drug use among drivers based on mandatory, random tests in a roadside survey

PubMed Central

Alcañiz, Manuela; Guillen, Montserrat

2018-01-01

Background In the context of road safety, this study aims to examine the prevalence of drug use in a random sample of drivers. Methods A stratified probabilistic sample was designed to represent vehicles circulating on non-urban roads. Random drug tests were performed during autumn 2014 on 521 drivers in Catalonia (Spain). Participation was mandatory. The prevalence of drug driving for cannabis, methamphetamines, amphetamines, cocaine, opiates and benzodiazepines was assessed. Results The overall prevalence of drug use is 16.4% (95% CI: 13.9; 18.9) and affects primarily younger male drivers. Drug use is similarly prevalent during weekdays and on weekends, but increases with the number of occupants. The likelihood of being positive for methamphetamines is significantly higher for drivers of vans and lorries. Conclusions Different patterns of use are detected depending on the drug considered. Preventive drug tests should not only be conducted on weekends and at night-time, and need to be reinforced for drivers of commercial vehicles. Active educational campaigns should focus on the youngest age-group of male drivers. PMID:29920542

The role of driver distraction in crashes: an analysis of 1995-1999 Crashworthiness Data System Data.

PubMed

Stutts, J C; Reinfurt, D W; Rodgman, E A

2001-01-01

Five years (1995-1999) of national Crashworthiness Data System (CDS) data are analyzed to determine the role of driver distraction in traffic crashes and the specific sources of this distraction. Results show that 8.3 percent of the drivers were distracted at the time of their crash; after adjustment for the large percentage of drivers with unknown distraction status, the percentage rose to 12.9 percent. The most frequently cited sources of driver distraction were persons, objects or events outside the vehicle (29.4% of distracted drivers), adjusting the radio, tape or CD player (11.4%), and other occupants in the vehicle (10.9%). Other specific distractions (moving objects in vehicle, other objects brought into vehicle, adjusting vehicle or climate controls, eating and drinking, cell phones, and smoking) were each cited in only one to four percent of the cases. The likelihood of being distracted and the source of distraction varied by driver age but not by gender. Results are discussed in light of the limitations inherent in the CDS and other crash data, and the need for expanded data collection initiatives.

Seat belt use and fit among drivers aged 75 years and older in their own vehicles.

PubMed

Fong, Cameron K; Keay, Lisa; Coxon, Kristy; Clarke, Elizabeth; Brown, Julie

2016-01-01

This article aims to describe seat belt wearing patterns and quality of seat belt fit among drivers aged 75 years and older. A secondary aim is to explore associations between body shape, comfort, and seat belt use patterns. This is an observation and survey study of a cohort of 380 drivers aged 75 years and over. During home visits, photographs were taken of the drivers in their vehicles for later analysis of belt fit and a short survey was also administered to collect demographic data and information about seat belt use and comfort. Seat belt fit and use of belt and seat accessories were analyzed from the photographs. Data from 367 participants with photographs were analyzed. Whereas 97% reported using a seat belt and 90% reported their seat belt to be comfortable, 21% reported repositioning their seat belt to improve comfort. Good sash and lap belt fit were achieved in 53 and 59% of participants, respectively, but only 35% achieved overall good fit. Both poor sash and lap belt fit were observed in 23% of participants. Drivers who were in the obese category had over twice the odds (95% confidence interval [CI], 1.2-4.1) of having a poor lap belt fit than those in the normal body mass index [BMI] range, and drivers who were overweight had 1.8 times the odds (95% CI, 1.1-2.9) of having poor lap belt fit. Older females also had twice the odds (95% CI, 1.3-3.5) of poor lap belt fit compared to older males, regardless of BMI. Sash belt fit did not vary significantly by BMI, stature, or gender. However older drivers who reported that they had not made any adjustments to the D-ring height had 1.7 times the odds of having poor sash belt fit than those who made adjustments (1.2-2.9). Females were 7.3 times more likely to report comfort problems than males (95% CI, 3.2, 16.3) but there was no association between reported comfort and BMI or seat belt fit. Drivers who reported comfort problems had 6 times the odds (3.2-13.6) of also reporting active repositioning of the belt. The results suggest that older drivers face challenges in achieving comfortable and correct seat belt fit. This may have a negative impact on crash protection. Belt fit problems appear to be associated with body shape, particularly high BMI and gender. There is a need for further investigation of comfort accessories; in the interim, older drivers and occupants should be encouraged to use features such as D-ring adjusters to improve sash belt fit.

Compliance with driver's license laws and illegal licensing among commercial bus drivers in Lagos, Nigeria: policy implications and evidence for action.

PubMed

Okafor, I P; Odeyemi, K A; Dolapo, D C; Adegbola, A A

2014-09-01

To determine the level of compliance with driver's license laws among commercial bus drivers in Lagos, Nigeria. Two intercity motor parks were selected by simple random sampling and all consenting minibus drivers participated in the study. Key Informant Interviews (KIIs) were also conducted with selected officials in the driver training and licensing authorities. Compliance with the minimum age for driving was high (93.6%), so also was having driving test prior to driver's license procurement (83.3%). Formal driver training and VA testing were very low, (26.1% and 32.9% respectively) Overall, only 9.3% of them were found to have fulfilled all the pre-license obligations before obtaining their first driver's license. The odds of a driver with a secondary education having formal driver training is 3.33 times higher than those with no education (OR 3.33, 95% CI 1.01-11.35). Drivers who were 60 years or older were 3.62 times more likely to be compliant than those who were between 20-29 years (OR 3.62, 95% CI 0.56-29.19). For the 98.3% of them who possessed valid licenses, 52.3% of them obtained them illegally. All the key officials saw RTIs as a serious public health problem but faced several challenges in the course of their work. Overall compliance with pre-license regulations was very poor. There is need for a review and strict enforcement of driver's license laws to improve compliance. Also vital are fostering inter-sectoral collaboration and improvement in the operations of all establishments involved in driver training and license procurement in Nigeria.

Age of first intoxication, heavy drinking, driving after drinking and risk of unintentional injury among U.S. college students.

PubMed

Hingson, Ralph; Heeren, Timothy; Zakocs, Ronda; Winter, Michael; Wechsler, Henry

2003-01-01

This study explored whether college students who were first intoxicated by alcohol at ages younger than 19 are more likely to become alcohol dependent and frequent heavy drinkers, drive after drinking, ride with intoxicated drivers and be injured after drinking. It also investigated whether these results occur because these students believe they can drink more and still drive legally and safely. In 1999, 14,138 of 23,751 full-time 4-year students from a random sample of 119 college and universities nationwide completed self-administered questionnaires (response rate: 60%). This analysis focused on 12,550 who were aged 19 or older. Respondents were asked the age at which they first got drunk, as well as questions about recent alcohol-related behaviors and consequences. Compared with respondents first drunk at age 19 or older, those first drunk prior to age 19 were significantly more likely to be alcohol dependent and frequent heavy drinkers, to report driving after any drinking, driving after five or more drinks, riding with a driver who was high or drunk and, after drinking, sustaining injuries that required medical attention. Respondents first intoxicated at younger ages believed they could consume more drinks and still drive safely and legally; this contributed to their greater likelihood of driving after drinking and riding with high or drunk drivers. Educational, clinical, environmental and legal interventions are needed to delay age of first intoxication and to correct misperceptions among adolescents first drunk at an early age about how much they can drink and still drive safely and legally.

Driving records of persons 65 years of age and older : are insurance rate reductions warranted?.

DOT National Transportation Integrated Search

1971-01-01

There are many elements that constitute the makeup of the automobile insurance premium, the major ones being age, sex, marital, status, and the utilization of the automobile. While the biological aging process places health limitations on drivers age...

[Occupational risk factors and perceptions of air pollution by motorcycle taxi drivers in Cotonou, Benin].

PubMed

Lawin, Hervé; Ayi Fanou, Lucie; Hinson, Vikkey; Tollo, Brice; Fayomi, Benjamin; Ouendo, Edgard-Marius

Motorcycle taxis occupy a major place in urban transport. Motorcycle taxi drivers are exposed to occupational risk factors (ORF) including air pollution. The objective of this study was to evaluate these ORF among motorcycle taxi drivers and their perceptions of air pollution. This mixed study was conducted on motorcycle taxi drivers in Cotonou. The qualitative study was based on focus groups concerning 16 items from the Participatory Occupational Risk Screening Guide (DEPARIS) until saturation and after triangulation of data. The quantitative study consisted of administering a questionnaire addressing socioeconomic and demographic characteristics, cardiopulmonary diseases, and perception of air -pollution risk factors among 397 Cotonou motorcycle taxi drivers. Drivers perceived poor road conditions, effort and handling, and lack of social security as unsatisfactory ORF. Their mean age was 40.95 ± 8.75 years and 45.84% had primary -education. They had been working as motorcycle taxi drivers for an average of 134.95 ± 101.53 months with an average income of FCFA 3138 ± 1238. These occupational factors were significantly associated with cardiopulmonary disorders, observed in 63.2% of drivers. Less than 1/3 of drivers felt that air pollution affected their personal health. Motorcycle taxi drivers have a poor perception of ORF and the severity of exposure to air pollution in this occupation. There is a need to take action to promote the health of this population.

HEARING IMPAIRMENT AND HYPERTENSION AMONG LONG DISTANCE BUS DRIVERS

PubMed Central

Abdelmoneim, Ismail

2003-01-01

Objectives: To investigate the prevalence of possible hearing impairment and hypertension in long distance bus drivers compared to the city bus drivers in Abha city. Methods: This was a cross-sectional study involving 62 long distance bus drivers and 46 city bus drivers from October 2001 to March 2002. A specially-designed questionnaire was administered to the drivers to explore some of their socioeconomic backgrounds. A pure tone air conduction audiometry and blood pressure measurements were performed. Results: Long distance bus drivers’ workload is significantly higher than that of city drivers (total weekly hours 64.0±14.3 compared to 46.7±5.5). Hearing impairment was significantly more among long distance drivers in the frequencies of 250, 500, 1000 and 2000 Hz especially in the left ear even after age corrections. The prevalence of mild hearing loss and hypertension were also higher among the long distance drivers (19.4% vs 4.5% and 38.7% vs 13% respectively). Conclusion and recommendations: This study showed more hearing affection and a higher prevalence of hypertension among long distance bus drivers than their counterparts operating in the city. Their hearing acuity should be tested before they start work and regularly afterwards. The stresses and strains of the job should be further studied and relieved; and regular health checks including blood pressure monitoring are to be instituted. PMID:23012034

The influence of anger, impulsivity, sensation seeking and driver attitudes on risky driving behaviour among post-graduate university students in Durban, South Africa.

PubMed

Bachoo, Shaneel; Bhagwanjee, Anil; Govender, Kaymarlin

2013-06-01

Road traffic accidents (RTAs) constitute a serious global health risk, and evidence suggests that young drivers are significantly overrepresented among those injured or killed in RTAs. This study explores the role of anger, impulsivity, sensation seeking and driver attitudes as correlates for risky driving practices among drivers, drawing comparisons between age and gender. The study used a cross-sectional survey design, with a sample of 306 post-graduate university students from two universities in Durban, South Africa, who completed the self-administered questionnaire. The results indicate that drivers with higher driver anger, sensation seeking, urgency, and with a lack of premeditation and perseverance in daily activities were statistically more likely to report riskier driving acts. Males reported significantly more acts of risky driving behaviour (RDB) than females. Driver attitudes significantly predicted self-reported acts of RDB on most indicators. Older drivers (25 years and older) had safer driver attitudes and a lower sense of sensation seeking and urgency in life. Interventions targeting young drivers, which focus on impeding the manifestation of anger, impulsivity and sensation seeking are recommended. Also, the empirical support for the attitude-behaviour hypothesis evidenced in this study vindicates the development or continuation of interventions that focus on this dynamic. Copyright © 2013 Elsevier Ltd. All rights reserved.

Older drivers and cataract: driving habits and crash risk.

PubMed

Owsley, C; Stalvey, B; Wells, J; Sloane, M E

1999-04-01

Cataract is a leading cause of vision impairment in older adults, affecting almost half of those over age 75 years. Driving is a highly visual task and, as with other age groups, older adults rely on the personal automobile for travel. The purpose of this study was to examine the role of cataract in driving. Older adults (aged 55-85 years) with cataract (n = 279) and those without cataract (n = 105) who were legally licensed to drive were recruited from eye clinics to participate in a driving habits interview to assess driving status, exposure, difficulty, and "space" (the distance of driving excursions from home base). Crash data over the prior 5 years were procured from state records. Visual functional tests documented the severity of vision impairment. Compared to those without cataract, older drivers with cataract were approximately two times more likely to report reductions in days driven and number of destinations per week, driving slower than the general traffic flow, and preferring someone else to drive. Those with cataract were five times more likely to have received advice about limiting their driving. Those with cataract were four times more likely to report difficulty with challenging driving situations, and those reporting driving difficulty were two times more likely to reduce their driving exposure. Drivers with cataract were 2.5 times more likely to have a history of at-fault crash involvement in the prior 5 years (adjusted for miles driven/week and days driven/week). These associations remained even after adjustments for the confounding effects of advanced age, impaired general health, mental status deficit, or depression. Older drivers with cataract experience a restriction in their driving mobility and a decrease in their safety on the road. These findings serve as a baseline for our ongoing study evaluating whether improvements in vision following cataract surgery expand driving mobility and improve driver safety.

Directing driver attention with augmented reality cues

PubMed Central

Rusch, Michelle L.; Schall, Mark C.; Gavin, Patrick; Lee, John D.; Dawson, Jeffrey D.; Vecera, Shaun; Rizzo, Matthew

2013-01-01

This simulator study evaluated the effects of augmented reality (AR) cues designed to direct the attention of experienced drivers to roadside hazards. Twenty-seven healthy middle-aged licensed drivers with a range of attention capacity participated in a 54 mile (1.5 hour) drive in an interactive fixed-base driving simulator. Each participant received AR cues to potential roadside hazards in six simulated straight (9 mile long) rural roadway segments. Drivers were evaluated on response time for detecting a potentially hazardous event, detection accuracy for target (hazard) and non-target objects, and headway with respect to the hazards. Results showed no negative outcomes associated with interference. AR cues did not impair perception of non-target objects, including for drivers with lower attentional capacity. Results showed near significant response time benefits for AR cued hazards. AR cueing increased response rate for detecting pedestrians and warning signs but not vehicles. AR system false alarms and misses did not impair driver responses to potential hazards. PMID:24436635

Impact of texting laws on motor vehicular fatalities in the United States.

PubMed

Ferdinand, Alva O; Menachemi, Nir; Sen, Bisakha; Blackburn, Justin L; Morrisey, Michael; Nelson, Leonard

2014-08-01

Using a panel study design, we examined the effects of different types of texting bans on motor vehicular fatalities. We used the Fatality Analysis Reporting System and a difference-in-differences approach to examine the incidence of fatal crashes in 2000 through 2010 in 48 US states with and without texting bans. Age cohorts were constructed to examine the impact of these bans on age-specific traffic fatalities. Primarily enforced laws banning all drivers from texting were significantly associated with a 3% reduction in traffic fatalities in all age groups, and those banning only young drivers from texting had the greatest impact on reducing deaths among those aged 15 to 21 years. Secondarily enforced restrictions were not associated with traffic fatality reductions in any of our analyses.

Impact of Texting Laws on Motor Vehicular Fatalities in the United States

PubMed Central

Ferdinand, Alva O.; Blackburn, Justin L.; Morrisey, Michael; Nelson, Leonard

2014-01-01

Using a panel study design, we examined the effects of different types of texting bans on motor vehicular fatalities. We used the Fatality Analysis Reporting System and a difference-in-differences approach to examine the incidence of fatal crashes in 2000 through 2010 in 48 US states with and without texting bans. Age cohorts were constructed to examine the impact of these bans on age-specific traffic fatalities. Primarily enforced laws banning all drivers from texting were significantly associated with a 3% reduction in traffic fatalities in all age groups, and those banning only young drivers from texting had the greatest impact on reducing deaths among those aged 15 to 21 years. Secondarily enforced restrictions were not associated with traffic fatality reductions in any of our analyses. PMID:24922151

Fatigue in Younger and Older Drivers: Effectiveness of an Alertness-Maintaining Task.

PubMed

Song, Woojin; Woon, Fu L; Doong, Alice; Persad, Carol; Tijerina, Louis; Pandit, Pooja; Cline, Carol; Giordani, Bruno

2017-09-01

The aim of this study was to examine the effects of an alertness-maintaining task (AMT) in older, fatigued drivers. Fatigue during driving increases crash risk, and previous research suggests that alertness and driving in younger adults may be improved using a secondary AMT during boring, fatigue-eliciting drives. However, the potential impact of an AMT on driving has not been investigated in older drivers whose ability to complete dual tasks has been shown to decline and therefore may be negatively affected with an AMT in driving. Younger ( n = 29) and older drivers ( n = 39) participated in a 50-minute simulated drive designed to induce fatigue, followed by four 10-minute sessions alternating between driving with and without an AMT. Younger drivers were significantly more affected by fatigue on driving performance than were older drivers but benefitted significantly from the AMT. Older drivers did not demonstrate increased driver errors with fatigue, and driving did not deteriorate significantly during participation in the AMT condition, although their speed was significantly more variable with the AMT. Consistent with earlier research, an AMT applied during fatiguing driving is effective in improving alertness and reducing driving errors in younger drivers. Importantly, older drivers were relatively unaffected by fatigue, and use of an AMT did not detrimentally affect their driving performance. These results support the potential use of an AMT as a new automotive technology to improve fatigue and promote driver safety, though the benefits of such technology may differ between different age groups.

Association between reported sleep need and sleepiness at the wheel: comparative study on French highways between 1996 and 2011.

PubMed

Quera-Salva, M A; Hartley, S; Sauvagnac-Quera, R; Sagaspe, P; Taillard, J; Contrand, B; Micoulaud, J A; Lagarde, E; Barbot, F; Philip, P

2016-12-21

To investigate the evolution over 15 years of sleep schedules, sleepiness at the wheel and driving risk among highway drivers. Comparative survey including questions on usual sleep schedules and before the trip, sleepiness at the wheel, the Epworth sleepiness scale, Basic Nordic Sleep Questionnaire (BNSQ) and a travel questionnaire. 80% of drivers stopped by the highway patrol agreed to participate in both studies with a total of 3545 drivers in 2011 and 2196 drivers in 1996 interviewed. After standardisation based on sex, age and mean annual driving distance, drivers in 2011 reported shorter sleep time on week days (p<0.0001), and week-ends (p<0.0001) and shorter optimal sleep time (p<0.0001) compared to 1996 drivers. There were more drivers sleepy at the wheel in 2011 than in 1996 (p<0.0001) and 2.5 times more drivers in 2011 than in 1996 had an Epworth sleepiness score >15 indicating severe sleepiness. Even if drivers in 2011 reported good sleep hygiene prior to a highway journey, drivers have reduced their mean weekly sleep duration over 15 years and have a higher risk of sleepiness at the wheel. Sleep hygiene for automobile drivers remains an important concept to address. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://www.bmj.com/company/products-services/rights-and-licensing/.

Continued driving and time to transition to nondriver status through error-specific driving restrictions.

PubMed

Freund, Barbara; Petrakos, Davithoula

2008-01-01

We developed driving restrictions that are linked to specific driving errors, allowing cognitively impaired individuals to continue to independently meet mobility needs while minimizing risk to themselves and others. The purpose of this project was to evaluate the efficacy and duration expectancy of these restrictions in promoting safe continued driving. We followed 47 drivers age 60 years and older for 18 months, evaluating driving performance at 6-month intervals. Results demonstrated restricted drivers had safety profiles similar to safe drivers and gained additional driving time to transition to nondrivers.

Prevalence of drugs in oral fluid from truck drivers in Brazilian highways.

PubMed

Bombana, Henrique Silva; Gjerde, Hallvard; Dos Santos, Marcelo Filonzi; Jamt, Ragnhild Elén Gjulem; Yonamine, Mauricio; Rohlfs, Waldo José Caram; Muñoz, Daniel Romero; Leyton, Vilma

2017-04-01

Traffic accidents are responsible for 1.25 million deaths worldwide and are the most common cause of death among those aged 15-29 years. In Brazil, traffic accidents caused more than 44,000 deaths in 2014. The use of psychoactive drugs is an important risk factor for being involved in traffic accidents. Previous studies have found that psychoactive substances are commonly used by truck drivers in Brazil to maintain their extensive work schedule and stay awake while driving during nighttime hours. The state of Sao Paulo is one of the most important states regarding goods transportation. Important highways cross through Sao Paulo to other regions from Brazil and to other countries in Latin America. This study aims to determine the prevalence of illicit drug use by truck drivers in the state of Sao Paulo through toxicological analyses of oral fluid. Truck drivers were randomly stopped by police officers on federal roads during morning hours. Oral fluid samples were collected using the Quantisal™ device. In addition, a questionnaire concerning sociodemographic characteristics and health information was administered. Oral fluid samples were screened for amphetamine, cocaine, and tetrahydrocannabinol (Δ9-THC) by ELISA and the confirmation was performed using ultra performance liquid chromatography with tandem mass spectrometry detection (UPLC-MS/MS). Of the 764 drivers stopped, 762 agreed to participate. The participants were driving an average of 614km and 9.4h a day. Of the total samples, 5.2% (n=40) tested positive for drugs. Cocaine was the most frequently found drug (n=21), followed by amphetamine (n=16) and Δ9-THC (n=8). All drivers were men with an average age of 42.5 years. With these results we were able to verify that many truck drivers were still consuming psychoactive drugs while driving, and cocaine was the most prevalent one. This reinforces the need for preventive measures aimed at controlling the use of illicit drugs by truck drivers in Brazil. Copyright © 2017 Elsevier B.V. All rights reserved.

Child Passenger Deaths Involving Alcohol-Impaired Drivers

PubMed Central

Quinlan, Kyran; Shults, Ruth A.; Rudd, Rose A.

2017-01-01

BACKGROUND AND OBJECTIVE Approximately 1 in 5 child passenger deaths in the United States involves an alcohol-impaired driver, most commonly the child’s own driver. The objective of this study was to document recent trends and state-specific rates of these deaths. METHODS A descriptive analysis of 2001–2010 Fatality Analysis Reporting System data for child passengers aged <15 years killed in alcohol-impaired driving crashes. Driver impairment was defined as a blood alcohol concentration of ≥0.08 g/dL. RESULTS During 2001–2010, 2344 children <15 years were killed in crashes involving at least 1 alcohol-impaired driver. Of these children, 1515 (65%) were riding with an impaired driver. Annual deaths among children riding with an alcohol-impaired driver decreased by 41% over the decade. Among the 37 states included in the state-level analysis, Texas (272) and California (135) had the most children killed while riding with an impaired driver and South Dakota (0.98) and New Mexico (0.86) had the highest annualized child passenger death rates (per 100 000 children). Most (61%) child passengers of impaired drivers were unrestrained at the time of the crash. One-third of the impaired drivers did not have a valid driver’s license. CONCLUSIONS Alcohol-impaired driving remains a substantial threat to the safety of child passengers in the United States, and typically involves children being driven by impaired drivers. This risk varies meaningfully among states. To make further progress, states and communities could consider increased use of effective interventions and efforts aimed specifically at protecting child passengers from impaired drivers. PMID:24799550

Motor vehicle driver injury and socioeconomic status: a cohort study with prospective and retrospective driver injuries

PubMed Central

Whitlock, G; Norton, R; Clark, T; Pledger, M; Jackson, R; MacMahon, S

2003-01-01

Study objective: To investigate the association between motor vehicle driver injury and socioeconomic status. Design: Cohort study with prospective and retrospective outcomes. Setting: New Zealand. Participants: 10 525 adults (volunteer sample of a multi-industry workforce, n=8008; and a random sample of urban electoral rolls, n=2517). Outcome measure: Motor vehicle driver injury resulting in admission of the driver to hospital or the driver's death, or both, during the period 1988–98; hospitalisation and mortality data were obtained by record linkage to national health databases. Main results: After adjustment for age and sex, driver injury risk was inversely associated with both occupational status (p for linear trend <0.0001) and educational level (p for linear trend =0.007). Participants in the lowest approximate quartile of occupational status were four times as likely (HR 4.17, 95% CI 2.31 to 7.55) to have experienced a driver injury during follow up as participants in the highest approximate quartile. Participants who had been to secondary school for less than two years were twice as likely (HR 2.26, 95% CI 1.34 to 3.81) to have experienced a driver injury as those who had been to university or polytechnic. There was little evidence that driver injury risk was associated with neighbourhood income (p for linear trend =0.12) Conclusions: Occupational status and educational level seem to be important determinants of driver injury risk. Driver injury countermeasures should be targeted to people in low status occupations, as well as to people with comparatively little formal education. PMID:12821697

Assessing Chinese coach drivers' fitness to drive: The development of a toolkit based on cognition measurements.

PubMed

Wang, Huarong; Mo, Xian; Wang, Ying; Liu, Ruixue; Qiu, Peiyu; Dai, Jiajun

2016-10-01

Road traffic accidents resulting in group deaths and injuries are often related to coach drivers' inappropriate operations and behaviors. Thus, the evaluation of coach drivers' fitness to drive is an important measure for improving the safety of public transportation. Previous related research focused on drivers' age and health condition. Comprehensive studies about commercial drivers' cognitive capacities are limited. This study developed a toolkit consisting of nine cognition measurements across driver perception/sensation, attention, and reaction. A total of 1413 licensed coach drivers in Jiangsu Province, China were investigated and tested. Results indicated that drivers with accident history within three years performed overwhelmingly worse (p<0.001) on dark adaptation, dynamic visual acuity, depth perception, attention concentration, attention span, and significantly worse (p<0.05) on reaction to complex tasks compared with drivers with clear accident records. These findings supported that in the assessment of fitness to drive, cognitive capacities are sensitive to the detection of drivers with accident proneness. We first developed a simple evaluation model based on the percentile distribution of all single measurements, which defined the normal range of "fit-to-drive" by eliminating a 5% tail of each measurement. A comprehensive evaluation model was later constructed based on the kernel principal component analysis, in which the eliminated 5% tail was calculated from on integrated index. Methods to categorizing qualified, good, and excellent coach drivers and criteria for evaluating and training Chinese coach drivers' fitness to drive were also proposed. Copyright © 2015 Elsevier Ltd. All rights reserved.

Comparing daily drivers of problem drinking among older and younger adults: An electronic daily diary study using smartphones.

PubMed

Kuerbis, Alexis; Treloar Padovano, Hayley; Shao, Sijing; Houser, Jessica; Muench, Frederick J; Morgenstern, Jon

2018-02-01

By 2030, numbers and proportions of older adults with substance-use problems are expected to increase. While risk factors for problem drinking in late life have been identified, it remains unknown whether these factors drive daily drinking among older problem drinkers. This study examined the daily drivers of drinking among problem drinkers, moderated by age, utilizing ecological momentary assessment (EMA). Participants (N = 139), ages 20-73, received daily EMA online surveys completed via a smartphone prior to initiation of treatment. Multilevel modeling tested the moderating impact of age on within- and between-person relationships between drinking and focal predictors (mood, loneliness, boredom, stress, poor sleep, social factors, alcohol salience, commitment and confidence not to drink heavily). Older adults reported greater alcohol consumption when daily boredom levels were higher. Heavier drinking among younger adults was associated with poorer sleep quality. Greater daily confidence, daily commitment and daily alcohol salience did not impact drinking to the same extent for older adults as for younger adults. Greater person-level commitment predicted reduced drinking equivalently across age, but low person-level commitment predicted greater drinking among older adults compared to their younger counterparts. Older adults may have unique daily drivers of drinking that are not fully realized in current research and intervention efforts. Addressing the growing substance-use treatment needs among this population will require identifying the unique drivers of drinking among older adults, such as boredom, when compared to younger adults. Copyright © 2018 Elsevier B.V. All rights reserved.

Highway crash rates and age-related driver limitations: Literature review and evaluation of data bases

DOE Office of Scientific and Technical Information (OSTI.GOV)

Hu, P.S.; Young, J.R.; Lu, An

1993-08-01

American society is undergoing a major demographic transformation that is resulting in a larger proportion of older individuals in the population. Moreover, recent travel surveys show that an increasing number of older individuals are licensed to drive and that they drive more than their same age cohort a decade ago. However, they continue to take shorter trips than younger drivers and they avoid driving during congested hours. This recent demographic transformation in our society, the graying of America, coupled with the increasing mobility of the older population impose a serious highway safety issue that cannot be overlooked. Some of themore » major concerns are the identification of ``high-risk`` older drivers and the establishment of licensing guidelines and procedures that are based on conclusive scientific evidence. Oak Ridge National Laboratory`s (ORNL) objectives in this project can be characterized by the following tasks: Review and evaluate the 1980 American Association of Motor Vehicle Administrators (AAMVA) and National Highway Traffic Safety Administration (NHTSA) licensing guidelines. Determine whether the license restriction recommended in the 1980 AAMVA and NHTSA guidelines was based on scientific evidence or on judgement of medical advisors. Identify in the scientific literature any medical conditions which are found to be highly associated with highway crashes, and which are not mentioned in the 1980 guidelines. Summarize States` current licensing practices for drivers with age-related physical and mental limitations. Identify potential data sources to establish conclusive evidence on age-related functional impairments and highway crashes.« less

Are Students Aware of the Speed Limits on a University Campus?

ERIC Educational Resources Information Center

Brooks, Johnell; Raines, Stephanie; Klein, Nathan; Crisler, Matt; Wills, Rebekkah; Mossey, Mary; Koon, Beatrice; McKibben, Eric; Ogle, Jennifer; Robinson, Geary

2010-01-01

Driving speed is an important traffic safety issue. The lack of adherence to posted speed limits is a safety concern, especially on university campuses where the populations of drivers are at increased risk for crashes involving speeding due to their young age. Thus, driver speed and knowledge of speed limits on university campuses is an important…

Prevalence of metabolic syndrome in Iranian professional drivers: results from a population based study of 12,138 men.

PubMed

Mohebbi, Iraj; Saadat, Soheil; Aghassi, Mohammadreza; Shekari, Mahsa; Matinkhah, Maghsuod; Sehat, Shadi

2012-01-01

It is evident that professional driving is associated with substantial changes in lifestyle habits. Professional drivers are prone to metabolic syndrome (MetS) and its complications because their working environment is characterized by numerous stress factors such as lack of physical activity due to working in a fixed position, disruption in diet, and irregular sleep habits. The aim of the present study was to estimate the prevalence of MetS among long distance drivers residing in West Azerbaijan province in Iran. To assess the prevalence of metabolic syndrome among professional long distance drivers, 12138 participants were enrolled in this cross sectional study. The MetS was defined using International Diabetes Federation criteria. Among 12138 participants, 3697 subjects found to be MetS. The crude and age-adjusted rates of MetS were 30.5% and 32.4% respectively. Based on Body mass index (BMI), 5027 subjects (41.4%) were overweight (BMI ≥ 25.01-30 kg/m2), and 2592 (21.3%) were obese (BMI ≥ 30.01 kg/m2). The presence of central obesity was more common than other components. The associations of MetS with BMI, pack-year smoking, age, weekly driving duration and driving experiences were significant in the logistic regression. By increasing BMI, pack-year smoking, age, weekly driving duration and driving experiences, odds ratio of MetS was increased. The study suggests that MetS has become a noteworthy health problem among Iranian long distance drivers. This might be due to the following facts: sitting in a fixed position for long hours while working, cigarette smoking, job stress, unhealthy diet and lack of physical activity. Educational programs should be established for promoting healthy lifestyle and also for early detection and appropriate interventions.

Predictors of driving safety in early Alzheimer disease.

PubMed

Dawson, J D; Anderson, S W; Uc, E Y; Dastrup, E; Rizzo, M

2009-02-10

To measure the association of cognition, visual perception, and motor function with driving safety in Alzheimer disease (AD). Forty drivers with probable early AD (mean Mini-Mental State Examination score 26.5) and 115 elderly drivers without neurologic disease underwent a battery of cognitive, visual, and motor tests, and drove a standardized 35-mile route in urban and rural settings in an instrumented vehicle. A composite cognitive score (COGSTAT) was calculated for each subject based on eight neuropsychological tests. Driving safety errors were noted and classified by a driving expert based on video review. Drivers with AD committed an average of 42.0 safety errors/drive (SD = 12.8), compared to an average of 33.2 (SD = 12.2) for drivers without AD (p < 0.0001); the most common errors were lane violations. Increased age was predictive of errors, with a mean of 2.3 more errors per drive observed for each 5-year age increment. After adjustment for age and gender, COGSTAT was a significant predictor of safety errors in subjects with AD, with a 4.1 increase in safety errors observed for a 1 SD decrease in cognitive function. Significant increases in safety errors were also found in subjects with AD with poorer scores on Benton Visual Retention Test, Complex Figure Test-Copy, Trail Making Subtest-A, and the Functional Reach Test. Drivers with Alzheimer disease (AD) exhibit a range of performance on tests of cognition, vision, and motor skills. Since these tests provide additional predictive value of driving performance beyond diagnosis alone, clinicians may use these tests to help predict whether a patient with AD can safely operate a motor vehicle.

Urban bus drivers' sleep problems and crash accidents.

PubMed

Razmpa, Ebrahim; Sadegh Niat, Khosro; Saedi, Babak

2011-07-01

Sleep problems and their direct consequence, sleepiness, results in critical effects on psychomotor skills, memory, decision making, concentration and learning; all of which may play roles in accidents and errors. Despite the importance of quality of sleep among drivers there are only few researches that deal with them. Therefore, we designed this research to better understand possible relationships. This cross-sectional study was performed between 2006 and 2007 among 175 bus drivers of a transportation company in Tehran, the capital of Iran. Participants filled out a questionnaire concerning their demographic and personal history, associated disease, the insomnia index, the Epworth sleepiness scale (ESS), and the apnea index. Then they elaborated their history of crashes. Data was analyzed with the SPSS software through χ(2), Oneway ANOVAs, and Pearson correlation tests. The mean age, and body mass index (BMI) were 43.47 ± 6.85 years and 26.35 ± 3.87 kg/m(2). The mean duration of sleep among these drivers was 6.37 ± 1.62 h per day. The mean accident rate was 2.31 ± 1.83 per year. There was a significant correlation between the insomnia index and BMI (P = 0.014), age (0.00), marital status (0.00), associated disease (0.005), and drug history (0.028). There was a significant relationship between marital status and the ESS, and also between age and accident rate in the past years. Sleep problems were a frequent finding among the studied group and had a significant relationship with their crash history. These results can be an alarming sign to choose bus drivers more carefully and pay more attention to treating their sleep disorders.

Prevalence and predictors of booster seat use in Alberta, Canada.

PubMed

Golonka, Richard P; Dobbs, Bonnie M; Rowe, Brian H; Voaklander, Don

2016-08-15

To determine the prevalence of booster seat misuse in a Canadian province and identify determinants of non-use. A cross-sectional study using parking lot interviews and in-vehicle restraint inspections by trained staff was conducted at 67 randomly selected childcare centres across Alberta. Only booster-eligible children were included in this analysis. Odds ratios (OR) and 95% confidence intervals (CI) are reported using unadjusted and adjusted logistic regression. Overall, 23% of children were not in a booster seat, and in 31.8% of cases there was evidence of at least one misuse. Non-use increased significantly by age, from 22.2% for children 2 years of age to 47.8% for children 7 years of age (p = 0.02). Children who were at significantly increased risk of booster seat non-use were those in vehicles with drivers who could not recall the booster seat to seatbelt transition point (OR: 4.54; 95% CI: 2.05-10.06) or drivers who were under the age of 30 (OR: 3.54; 95% CI: 1.45-8.62). A front row seating position was also associated with significantly higher risk of nonuse (OR: 18.00; 95% CI: 2.78-116.56). Children in vehicles with grandparent drivers exhibited significantly decreased risk of booster seat non-use (OR: 0.21; 95% CI: 0.05-0.85). Messaging should continue to stress that the front seat is not a safe place for any child under the age of 9 as well as remind drivers of the booster seat to seatbelt transition point, with additional emphasis placed on appealing to parents under the age of 30. Future research should focus on the most effective means of communicating booster seat information to this group. Enacting mandatory booster seat legislation would be an important step to increase both awareness and proper use of booster seats in Alberta.

Confirmatory factor analysis of the Behaviour of Young Novice Drivers Scale (BYNDS).

PubMed

Scott-Parker, B; Watson, B; King, M J; Hyde, M K

2012-11-01

The greatly increased risk of being killed or injured in a car crash for the young novice driver has been recognised in the road safety and injury prevention literature for decades. Risky driving behaviour has consistently been found to contribute to traffic crashes. Researchers have devised a number of instruments to measure this risky driving behaviour. One tool developed specifically to measure the risky behaviour of young novice drivers is the Behaviour of Young Novice Drivers Scale (BYNDS) (Scott-Parker et al., 2010). The BYNDS consists of 44 items comprising five subscales for transient violations, fixed violations, misjudgement, risky driving exposure, and driving in response to their mood. The factor structure of the BYNDS has not been examined since its development in a matched sample of 476 novice drivers aged 17-25 years. The current research attempted to refine the BYNDS and explore its relationship with the self-reported crash and offence involvement and driving intentions of 390 drivers aged 17-25 years (M=18.23, SD=1.58) in Queensland, Australia, during their first 6 months of independent driving with a Provisional (intermediate) driver's licence. A confirmatory factor analysis was undertaken examining the fit of the originally proposed BYNDS measurement model. The model was not a good fit to the data. A number of iterations removed items with low factor loadings, resulting in a 36-item revised BYNDS which was a good fit to the data. The revised BYNDS was highly internally consistent. Crashes were associated with fixed violations, risky driving exposure, and misjudgement; offences were moderately associated with risky driving exposure and transient violations; and road-rule compliance intentions were highly associated with transient violations. Applications of the BYNDS in other young novice driver populations will further explore the factor structure of both the original and revised BYNDS. The relationships between BYNDS subscales and self-reported risky behaviour and attitudes can also inform countermeasure development, such as targeting young novice driver non-compliance through enforcement and education initiatives. Copyright © 2012 Elsevier Ltd. All rights reserved.

Subcutaneous morphine infusion by syringe driver for terminally ill patients.

PubMed

Cools, H J; Berkhout, A M; De Bock, G H

1996-05-01

The study aimed to find whether subcutaneous morphine administration by syringe driver for terminally ill patients in a Dutch nursing home led to higher morphine doses and earlier death than routine morphine administration. The data comprised the files of all patients dying over a 2 year period in a 355-bed nursing home in Delft in the Netherlands. Thirty-eight per cent of the patients had been given morphine, 29% by continuous subcutaneous syringe driver. In comparing the patients given morphine with and without a syringe driver no differences emerged in mean age, sex, length of admission, type of ward, diagnosis, duration of morphine administration and mean dose. The data indicate that subcutaneous morphine administration by syringe driver decreases dose frequency problems and improves the control of pain and other symptoms in the last week before death. There was no evidence that administration of morphine in this way shortens survival.

The impact of personality on driving safety among Chinese high-speed railway drivers.

PubMed

Guo, Ming; Wei, Wei; Liao, Ganli; Chu, Fulei

2016-07-01

This study explored the impact of personality traits on driving safety in high-speed railway drivers. A sample of high-speed railway drivers in Beijing (N=214) completed a questionnaire, including information on personality traits and background variables. The NEO Five Factor Inventory (NEO-FFI) was administered to characterize participants based on five personality traits: Neuroticism, Extraversion, Agreeableness, Openness to Experience, and Conscientiousness. The survey data were combined with naturalistic data of accident involvement and risky driving behavior in China. Poisson regression results show that drivers with high Conscientiousness and Extraversion caused fewer accidents. Higher Conscientiousness and lower Agreeableness were related to less frequent risky driving behavior. Education level and age negatively moderated the relation between certain personality traits and driving safety. The findings suggest that personality traits should be considered when selecting and training high-speed railway drivers. Copyright © 2016 Elsevier Ltd. All rights reserved.

Driving and Neurodegenerative Diseases

PubMed Central

Uc, Ergun Y.; Rizzo, Matthew

2011-01-01

The proportion of elderly in the general population is rising, resulting in greater numbers of drivers with neurodegenerative disorders such as Alzheimer’s disease (AD) and Parkinson’s disease (PD). These neurodegenerative disorders impair cognition, visual perception, and motor function, leading to reduced driver fitness and greater crash risk. Yet medical diagnosis or age alone is not reliable enough to predict driver safety or crashes, or revoke the driving privileges of these drivers. Driving research utilizes tools such as questionnaires about driving habits and history, driving simulators, standardized road tests utilizing instrumented vehicles, and state driving records. Research challenges include outlining the evolution of driving safety, understanding the mechanisms of driving impairment, and developing a reliable and efficient standardized test battery for prediction of driver safety in neurodegenerative disorders. This information will enable healthcare providers to advise their patients with neurodegenerative disorders with more certainty, affect policy, and help to develop rehabilitative measures for driving. PMID:18713573

Child Passengers Injured in Motor Vehicle Crashes

PubMed Central

Romano, Eduardo; Kelley-Baker, Tara

2015-01-01

Introduction—During 2010, 171,000 children aged 0-14 were injured in motor vehicle crashes. Despite the severity of the problem, research has been limited, and most of what we know about these children emanates from fatal crash databases. Method—Using information from the General Estimates System, this effort examines the occurrence of non-fatal crashes among children aged 0-14 over the last decade. Results—We found about 1% of the non-injured children in the file had been driven by a driver who was positive for alcohol. This percentage climbed to about 2% among children who had suffered injuries. Compared with the proportion of alcohol-positive drivers at the time of the crash, the proportion of drivers who sped or failed to obey a traffic signal were significantly higher. Practical Applications—The finding that drinking and driving with children did not decrease over time questions the adequacy of the extant child endangerment laws. PMID:25662876

Blood alcohol concentration in drivers of Liege area (Belgium): a 5-year analysis.

PubMed

Deville, M; Charlier, C

2015-10-01

The objective of the study was to describe 'the results of the blood alcohol determinations made on drivers from the Liege area between 2007 and 2012. The results were interpreted according to the sex, to the age, to the circumstances and temporal variation of the test. Statistical analysis was performed using R® software. 2725 determinations were done, mainly after crashes. The mean blood alcohol concentration (BAC) was 1.69 g/L, and 2132 drivers were above the legal threshold. A majority of offenders were men, but the mean BAC did not differ significantly between men and women. A correlation between age and mean BAC can be observed on the positive cases. Lowest and highest mean BACs are observed during the daytime and during the night, respectively, but no significant difference can be observed between the week and the weekend. Finally, no significant difference in BAC was observed over years.

Driving with Pets as a Risk Factor for Motor Vehicle Collisions among Older Drivers

PubMed Central

Blunck, Hallie; Owsley, Cynthia; MacLennan, Paul A.; McGwin, Gerald

2015-01-01

Increasing rates of distraction-related motor vehicle collisions (MVCs) continue to raise concerns regarding driving safety. This study sought to evaluate a novel driving-related distraction, driving with a pet, as a risk factor for MVCs among older, community dwelling adults. Two thousand licensed drivers aged 70 and older were identified, of whom 691 reported pet ownership. Comparing pet owners who did and did not drive with their pets, neither overall MVC rates (rate ratio [RR] 0.97 95% confidence interval [CI] 0.75–1.26) nor at-fault MVC rates (RR 0.84 95% CI 0.57–1.24) were elevated. However, those who reported always driving with a pet in the vehicle had an elevated MVC rate (RR 1.89 95% CI 1.10–3.25), as compared to those who did not drive with a pet. The MVC rate was not increased for those reporting only sometimes or rarely driving with a pet in the vehicle. The current study demonstrates an increased risk of MVC involvement in those older drivers who always take a pet with them when they drive a vehicle. When confronted with an increased cognitive or physical workload while driving, elderly drivers in prior studies have exhibited slower cognitive performance and delayed response times in comparison to younger age groups. Further study of pet-related distracted driving behaviors among older drivers as well as younger populations with respect to driver safety and performance is warranted to appropriately inform the need for policy regulation on this issue. PMID:23708755

Driving with pets as a risk factor for motor vehicle collisions among older drivers.

PubMed

Blunck, Hallie; Owsley, Cynthia; MacLennan, Paul A; McGwin, Gerald

2013-09-01

Increasing rates of distraction-related motor vehicle collisions (MVCs) continue to raise concerns regarding driving safety. This study sought to evaluate a novel driving-related distraction, driving with a pet, as a risk factor for MVCs among older, community dwelling adults. Two thousand licensed drivers aged 70 and older were identified, of whom 691 reported pet ownership. Comparing pet owners who did and did not drive with their pets, neither overall MVC rates (rate ratio [RR] 0.97, 95% confidence interval [CI] 0.75-1.26) nor at-fault MVC rates (RR 0.84, 95% CI 0.57-1.24) were elevated. However, those who reported always driving with a pet in the vehicle had an elevated MVC rate (RR 1.89, 95% CI 1.10-3.25), as compared to those who did not drive with a pet. The MVC rate was not increased for those reporting only sometimes or rarely driving with a pet in the vehicle. The current study demonstrates an increased risk of MVC involvement in those older drivers who always take a pet with them when they drive a vehicle. When confronted with an increased cognitive or physical workload while driving, elderly drivers in prior studies have exhibited slower cognitive performance and delayed response times in comparison to younger age groups. Further study of pet-related distracted driving behaviors among older drivers as well as younger populations with respect to driver safety and performance is warranted to appropriately inform the need for policy regulation on this issue. Published by Elsevier Ltd.

Backing collisions: a study of drivers’ eye and backing behaviour using combined rear-view camera and sensor systems

PubMed Central

Hurwitz, David S; Pradhan, Anuj; Fisher, Donald L; Knodler, Michael A; Muttart, Jeffrey W; Menon, Rajiv; Meissner, Uwe

2012-01-01

Context Backing crash injures can be severe; approximately 200 of the 2,500 reported injuries of this type per year to children under the age of 15 years result in death. Technology for assisting drivers when backing has limited success in preventing backing crashes. Objectives Two questions are addressed: Why is the reduction in backing crashes moderate when rear-view cameras are deployed? Could rear-view cameras augment sensor systems? Design 46 drivers (36 experimental, 10 control) completed 16 parking trials over 2 days (eight trials per day). Experimental participants were provided with a sensor camera system, controls were not. Three crash scenarios were introduced. Setting Parking facility at UMass Amherst, USA. Subjects 46 drivers (33 men, 13 women) average age 29 years, who were Massachusetts residents licensed within the USA for an average of 9.3 years. Interventions Vehicles equipped with a rear-view camera and sensor system-based parking aid. Main Outcome Measures Subject’s eye fixations while driving and researcher’s observation of collision with objects during backing. Results Only 20% of drivers looked at the rear-view camera before backing, and 88% of those did not crash. Of those who did not look at the rear-view camera before backing, 46% looked after the sensor warned the driver. Conclusions This study indicates that drivers not only attend to an audible warning, but will look at a rear-view camera if available. Evidence suggests that when used appropriately, rear-view cameras can mitigate the occurrence of backing crashes, particularly when paired with an appropriate sensor system. PMID:20363812

Glare disability and driving safety.

PubMed

Babizhayev, M A

2003-01-01

Increasing investigation of the visual elements of safe driving environments may be of great benefit to society. Visual disability appears to be only one of many visual factors related to traffic accidents. The purpose of this article was to examine the type of visual impairment mediated by the increased glare sensitivity in adult drivers using the original halometer glare test. In this article, the visual sensory, cognitive and motor functions relevant to driving, their measurement, the epidemiology and prevention of age-associated functional impairments and the relationship of functional impairments to both self-reported driving and the imposition of legal restrictions are reviewed. The problem of night and tunnel driving is the most urgent in relation to the effects of glare from vehicle headlights on motion perception of drivers. The reduced mesopic vision and increased sensitivity to glare are accompanied by an increased risk of nighttime accidents. Elderly drivers and patients with beginning cataract cannot sufficiently fulfill the criteria for night driving ability because of contrast and glare sensitivity. It is indispensable for the parameters mentioned to be carefully measured and for drivers to be informed that night driving ability may be impaired, even if visual acuity is sufficient. It would be advisable for traffic safety if simple tests for contrast and glare sensitivity were implemented for vehicles and/or were regularly added to the requirements for a driver's licence, at least for older drivers. The age, functional status and test result limits should be defined to avoid a risk factor in traffic. Copyright 2003 S. Karger AG, Basel

A Review of Hazard Anticipation Training Programs for Young Drivers.

PubMed

McDonald, Catherine C; Goodwin, Arthur H; Pradhan, Anuj K; Romoser, Matthew R E; Williams, Allan F

2015-07-01

Poor hazard anticipation skills are a risk factor associated with high motor vehicle crash rates of young drivers. A number of programs have been developed to improve these skills. The purpose of this review was to assess the empirical literature on hazard anticipation training for young drivers. Studies were included if they (1) included an assessment of hazard anticipation training outcomes; (2) were published between January 1, 1980 and December 31, 2013 in an English language peer-reviewed journal or conference proceeding; and (3) included at least one group that uniquely comprised a cohort of participants aged <21 years. Nineteen studies met inclusion criteria. Studies used a variety of training methods including interactive computer programs, videos, simulation, commentary driving, or a combination of approaches. Training effects were predominantly measured through computer-based testing and driving simulation with eye tracking. Four studies included an on-road evaluation. Most studies evaluated short-term outcomes (immediate or few days). In all studies, young drivers showed improvement in selected hazard anticipation outcomes but none investigated crash effects. Although there is promise in existing programs, future research should include long-term follow-up, evaluate crash outcomes, and assess the optimal timing of hazard anticipation training taking into account the age and experience level of young drivers. Copyright © 2015 Society for Adolescent Health and Medicine. All rights reserved.

Anger expression among Danish cyclists and drivers: A comparison based on mode specific anger expression inventories.

PubMed

Møller, M; Haustein, S

2017-11-01

Based on the short form of the driving anger expression inventory (DAX-short, 15-item), the present study developed an adapted version of the DAX for cyclists (CAX, 14 items). The data basis was an online survey of 2000 inhabitants of Denmark. A principle component analysis on the translated DAX-short confirmed the 4-factor solution of the original study differentiating between (1) personal physical aggressive expression, (2) use of a vehicle to express anger, (3) verbal aggressive expression and (4) adaptive/constructive expression. In case of cycling, the factor "use of a vehicle to express anger" only included one item and was left out. Based on the results, reliable subscales were developed. Drivers scored higher in verbal aggressive expression than cyclists, while there was no significant difference in constructive expression. The subscales for drivers and cyclists showed significant relations to age, gender, self-reported aggressive behaviours and traffic fines: Women scored for instance lower in physical expression, while older people scored higher in constructive expression. The effect of age and gender on anger expression among drivers and cyclists remained significant when controlling for exposure and other factors in linear regression analyses. These analyses also showed a relationship between a positive attitude towards driving and higher levels of anger expression among drivers, while this was not the case for cyclists. Copyright © 2017 Elsevier Ltd. All rights reserved.

The effect on road safety of a modal shift from car to bicycle.

PubMed

Stipdonk, Henk; Reurings, Martine

2012-01-01

To describe and apply a method to assess the effect on road safety of a modal shift from cars to bicycles. Ten percent of all car trips shorter than 7.5 km were assumed to be replaced by bicycle trips. Single-vehicle and multivehicle crashes involving cars and/or bicycles were considered. The safety of car occupants and cyclists was taken into account as well as the safety of other road users involved in such crashes. The computations were carried out by age and gender. Assuming constant risk (casualties per distance traveled), the expected number of accidents is proportional to the mobility shift. Several types of risk were considered: the risk of being injured as a car driver or cyclist and the risk of being involved as a car driver or cyclist in a crash in which another road user is injured. The results indicated that the total gain of the modal shift was negative for fatalities, which means that there was a net increase in the number of fatalities. The modal shift was advantageous for young drivers and disadvantageous for elderly drivers. In addition, it was more positive for males than for females. The turning point was around the age of 35. For hospitalized casualties, due to the strong influence of the many hospitalized cyclists in nonmotorized vehicle crashes, there was a strong negative overall effect, and the modal shift resulted in a positive effect for 18- and 19-year-old males only. Overall, a small increase (up to 1%) in the number of cyclist fatalities and a greater increase of 3.5 percent in the number of inpatients was expected. The increase in casualties was mainly due to the proportion of single-vehicle bicycle crashes with serious injuries in relation to the total number of injured cyclists. The effect of the modal shift was shown to depend on age and gender, resulting in fewer casualties for younger drivers and for women. It is possible to provide a first approximation of the effect on road safety of a mobility shift from cars to bicycles. This approximation indicates that, in general, road safety does not benefit from this modal shift. The effect differs for gender and age groups. Elderly drivers are safer inside a car than on a bicycle. For the number of hospitalized casualties, the modal shift increases the number of casualties for practically all ages and both genders.

Truck Drivers' Use of the Internet: A Mobile Health Lifeline.

PubMed

Heaton, Karen; Combs, Bryan; Griffin, Russell

2017-06-01

Because of their social isolation, irregular and unpredictable schedules, limited access to health care, and long periods of travel, long-haul truckers may benefit from the use of mobile health applications on Internet-capable devices. The purpose of this study was to determine Internet access and usage among a sample of long-haul truck drivers. In this cross-sectional study, truck drivers completed a pencil and paper survey with questions on demographics, work and health histories, and Internet access and usage for both personal and job reasons. A total of 106 truck drivers were recruited from trucking industry trade shows, by word of mouth, and directly from trucking companies. Overall, the truck drivers' use of the Internet was limited. Their usage for personal and job-related reasons differed. Social connectivity and access to health and wellness information were important during personal usage time. Job-related Internet use was highly practical, and applied to seeking information for directions and maps, fuel stops and pricing, and communicating with employers or transmitting documents. Age and experience were associated with Internet use. Younger, less-experienced drivers used the Internet more than older, experienced drivers. Targeted mobile health messaging may be a useful tool to inform truck drivers of health conditions and plans, and may provide links to primary care providers needing to monitor or notify drivers of diagnostic results or treatment plans.

Efficacy of side air bags in reducing driver deaths in driver-side collisions.

PubMed

Braver, Elisa R; Kyrychenko, Sergey Y

2004-03-15

Side air bags, a relatively new technology designed to protect the head and/or torso in side-impact collisions, are becoming increasingly common in automobiles. Their efficacy in preventing US driver deaths among cars struck on the near (driver's) side was examined using data from the Fatality Analysis Reporting System and the General Estimates System. Risk ratios for driver death per nearside collision during 1999-2001 were computed for head/torso and torso-only side air bags in cars from model years 1997-2002, relative to cars without side air bags. Confounding was addressed by adjusting nearside risk ratios for front- and rear-impact mortality, which is unaffected by side air bags. Risk ratios were 0.55 (95% confidence interval: 0.43, 0.71) for head/torso air bags and 0.89 (95% confidence interval: 0.79, 1.01) for torso-only air bags. Risk was reduced when cars with head/torso air bags were struck by cars/minivans (significant) or pickup trucks/sport utility vehicles (nonsignificant). Risk was reduced in two-vehicle collisions and among male drivers and drivers aged 16-64 years. Protective effects associated with torso-only air bags were observed in single-vehicle crashes and among male and 16- to 64-year-old drivers. Head/torso side air bags appear to be very effective in reducing nearside driver deaths, whereas torso-only air bags appear less protective.

An exploratory study of long-haul truck drivers' secondary tasks and reasons for performing them.

PubMed

Iseland, Tobias; Johansson, Emma; Skoog, Siri; Dåderman, Anna M

2018-08-01

Research on drivers has shown how certain visual-manual secondary tasks, unrelated to driving, increase the risk of being involved in crashes. The purpose of the study was to investigate (1) if long-haul truck drivers in Sweden engage in secondary tasks while driving, what tasks are performed and how frequently, (2) the drivers' self-perceived reason/s for performing them, and (3) if psychological factors might reveal reasons for their engaging in secondary tasks. The study comprised 13 long-haul truck drivers and was conducted through observations, interviews, and questionnaires. The drivers performed secondary tasks, such as work environment related "necessities" (e.g., getting food and/or beverages from the refrigerator/bag, eating, drinking, removing a jacket, face rubbing, and adjusting the seat), interacting with a mobile phone/in-truck technology, and doing administrative tasks. The long-haul truck drivers feel bored and use secondary tasks as a coping strategy to alleviate boredom/drowsiness, and for social interaction. The higher number of performed secondary tasks could be explained by lower age, shorter driver experience, less openness to experience, lower honesty-humility, lower perceived stress, lower workload, and by higher health-related quality of life. These explanatory results may serve as a starting point for further studies on large samples to develop a safer and healthier environment for long-haul truck drivers. Copyright © 2018. Published by Elsevier Ltd.

Prediction and perception of hazards in professional drivers: Does hazard perception skill differ between safe and less-safe fire-appliance drivers?

PubMed

Crundall, David; Kroll, Victoria

2018-05-18

Can hazard perception testing be useful for the emergency services? Previous research has found emergency response drivers' (ERDs) to perform better than controls, however these studies used clips of normal driving. In contrast, the current study filmed footage from a fire-appliance on blue-light training runs through Nottinghamshire, and endeavoured to discriminate between different groups of EDRs based on experience and collision risk. Thirty clips were selected to create two variants of the hazard perception test: a traditional push-button test requiring speeded-responses to hazards, and a prediction test that occludes at hazard onset and provides four possible outcomes for participants to choose between. Three groups of fire-appliance drivers (novices, low-risk experienced and high-risk experienced), and age-matched controls undertook both tests. The hazard perception test only discriminated between controls and all FA drivers, whereas the hazard prediction test was more sensitive, discriminating between high and low-risk experienced fire appliance drivers. Eye movement analyses suggest that the low-risk drivers were better at prioritising the hazardous precursors, leading to better predictive accuracy. These results pave the way for future assessment and training tools to supplement emergency response driver training, while supporting the growing literature that identifies hazard prediction as a more robust measure of driver safety than traditional hazard perception tests. Copyright © 2018 Elsevier Ltd. All rights reserved.

Drivers` activities and information needs in an automated highway system. Working paper, August 1995-May 1996

DOE Office of Scientific and Technical Information (OSTI.GOV)

Levitan, L.; Bloomfield, J.

1996-10-01

In most visions of the AHS--including that of the National Automated Highway System Consortium--it has been assumed that when a vehicle was under automated control, the driver would be allowed to engage in any of a variety of activities not related to driving (e.g, working, reading, sleeping). The objective of the first study reported here--one of the noncommuter studies--was to determine what drivers do when traveling under automated control, and whether the age of and/gender or the driver and/or the intrastring gap have an influence on those activities. One the objectives of the commuter experiment--of relevance for this report--was tomore » determine whether what drivers do when traveling under automated control changes as a function of experience with the AHS (i.e., across trials). As conceptualization of the AHS proceeds, the details of the interface between the driver and the in-vehicle system will become more important. One part of that interface will be information supplied by the AHS to the driver, perhaps about such things as traffic conditions ahead predicted trip time to the driver`s selected exit, and so on. To maximize the utility of that information, it is important to determine what it is that drivers would like to know when traveling under automated control. The objective of the third study reported here--the second of the five noncommuter experiments--was to provide a first investigation of that issue.« less

Novice drivers' individual trajectories of driver behavior over the first three years of driving.

PubMed

Roman, Gabriela D; Poulter, Damian; Barker, Edward; McKenna, Frank P; Rowe, Richard

2015-09-01

Identifying the changes in driving behavior that underlie the decrease in crash risk over the first few months of driving is key to efforts to reduce injury and fatality risk in novice drivers. This study represented a secondary data analysis of 1148 drivers who participated in the UK Cohort II study. The Driver Behavior Questionnaire was completed at 6 months and 1, 2 and 3 years after licensure. Linear latent growth models indicated significant increases across development in all four dimensions of aberrant driving behavior under scrutiny: aggressive violations, ordinary violations, errors and slips. Unconditional and conditional latent growth class analyses showed that the observed heterogeneity in individual trajectories was explained by the presence of multiple homogeneous groups of drivers, each exhibiting specific trajectories of aberrant driver behavior. Initial levels of aberrant driver behavior were important in identifying sub-groups of drivers. All classes showed positive slopes; there was no evidence of a group of drivers whose aberrant behavior decreased over time that might explain the decrease in crash involvement observed over this period. Male gender and younger age predicted membership of trajectories with higher levels of aberrant behavior. These findings highlight the importance of early intervention for improving road safety. We discuss the implications of our findings for understanding the behavioral underpinnings of the decrease in crash involvement observed in the early months of driving. Copyright © 2015 The Authors. Published by Elsevier Ltd.. All rights reserved.

Impact of graduated driver licensing restrictions on crashes involving young drivers in New Zealand

PubMed Central

Begg, D; Stephenson, S; Alsop, J; Langley, J

2001-01-01

Objective—To determine the impact on young driver crashes of the three main driving restrictions in the New Zealand graduated driver licensing (GDL) system: night-time curfew, no carrying of young passengers, and a blood alcohol limit of 30 mg/100 ml. Method—The database for this study was created by linking police crash reports to hospital inpatient records (1980–95). Multivariate logistic regression was used to compare car crashes involving a young driver licensed before GDL (n=2252) with those who held a restricted graduated licence (n=980) and with those who held a full graduated licence (n=1273), for each of the main driving restrictions. Results—Compared with the pre-GDL group, the restricted licence drivers had fewer crashes at night (p=0.003), fewer involving passengers of all ages (p=0.018), and fewer where alcohol was suspected (p=0.034), but not fewer involving young casualties (p=0.980). Compared with the pre-GDL drivers, those with the full graduated licence had fewer night crashes (p=0.042) but did not differ significantly for any of the other factors examined. Conclusion—These results suggest that some of the GDL restrictions, especially the night-time curfew, have contributed to a reduction in serious crashes involving young drivers. PMID:11770654

Impact of graduated driver licensing restrictions on crashes involving young drivers in New Zealand.

PubMed

Begg, D J; Stephenson, S; Alsop, J; Langley, J

2001-12-01

To determine the impact on young driver crashes of the three main driving restrictions in the New Zealand graduated driver licensing (GDL) system: night-time curfew, no carrying of young passengers, and a blood alcohol limit of 30 mg/100 ml. The database for this study was created by linking police crash reports to hospital inpatient records (1980-95). Multivariate logistic regression was used to compare car crashes involving a young driver licensed before GDL (n=2,252) with those who held a restricted graduated licence (n=980) and with those who held a full graduated licence (n=1,273), for each of the main driving restrictions. Compared with the pre-GDL group, the restricted licence drivers had fewer crashes at night (p=0.003), fewer involving passengers of all ages (p=0.018), and fewer where alcohol was suspected (p=0.034), but not fewer involving young casualties (p=0.980). Compared with the pre-GDL drivers, those with the full graduated licence had fewer night crashes (p=0.042) but did not differ significantly for any of the other factors examined. These results suggest that some of the GDL restrictions, especially the night-time curfew, have contributed to a reduction in serious crashes involving young drivers.

Pay as You Speed, ISA with incentives for not speeding: a case of test driver recruitment.

PubMed

Lahrmann, Harry; Agerholm, Niels; Tradisauskas, Nerius; Næss, Teresa; Juhl, Jens; Harms, Lisbeth

2012-09-01

The Intelligent Speed Adaptation (ISA) project we describe in this article is based on Pay as You Drive principles. These principles assume that the ISA equipment informs a driver of the speed limit, warns the driver when speeding and calculates penalty points. Each penalty point entails the reduction of a 30% discount on the driver's car insurance premium, which therefore produced the name, Pay as You Speed. The ISA equipment consists of a GPS-based On Board Unit with a mobile phone connection to a web server. The project was planned for a three-year test period with 300 young car drivers, but it never succeeded in recruiting that number of drivers. After several design changes, the project eventually went forward with 153 test drivers of all ages. This number represents approximately one thousandth of all car owners in the proving ground of North Jutland in Denmark. Furthermore the project was terminated before its scheduled closing date. This article describes the project with an emphasis on recruitment efforts and the project's progress. We include a discussion of possible explanations for the failure to recruit volunteers for the project and reflect upon the general barriers to using ISA with ordinary drivers. Copyright © 2011 Elsevier Ltd. All rights reserved.

Musculoskeletal injuries in auto racing: a retrospective study of 137 drivers.

PubMed

Koutras, Christos; Buecking, Benjamin; Jaeger, Marcus; Ruchholtz, Steffen; Heep, Hansjoerg

2014-11-01

The effect of continuous exposure of a driver's bones and muscles to vibration and G forces to years of automobile racing and the effect on overall health have not yet been examined in detail. The goal of this study was to investigate via questionnaire the musculoskeletal injuries and influencing parameters in 130 amateur and 7 professional race car drivers. A questionnaire, translated in English and German, was used to investigate the parameters that influence the racing performance and the character of resulting injuries. This investigation involved 137 drivers (133 men and 4 women) with a mean age of 42 years (standard deviation = 15). Approximately half of the drivers had < 10 years of experience in auto racing (49%). The drivers mainly complained about pains in the lumbar (n = 36; 26%), shoulder (n = 27; 20%), and neck regions (n = 25; 18%). The driver's posture and the comfort of the seat were statistically significant for causing lower back and upper legs pains. The race duration was relevant to neck and shoulder discomfort. The high incidence of musculoskeletal injuries in race car driving indicates the need for further improvements. Elimination of driver complaints about pain in the spine and upper extremities can be achieved through technical development, as already accomplished in Formula One racing.

Driving, navigation, and vehicular technology: experiences of older drivers and their co-pilots.

PubMed

Vrkljan, Brenda H; Polgar, Janice Miller

2007-12-01

The objective of this article is to explore relationship between older drivers and their passengers (co-pilots) and potential implications of in-vehicle navigation technology on their driving safety. Semi-structured interviews were conducted with 44 healthy, community-dwelling older adults (aged 60-83) or 22 married couples. Males identified themselves as drivers and females identified themselves as passengers (i.e., co-pilot). Findings indicate that operating a motor vehicle in older adulthood is a shared activity between drivers and passengers. Older drivers and co-pilots reported their level of interaction depended on their familiarity with their route. Navigating unfamiliar areas, particularly large urban centers, was identified as the most challenging driving situation. Participants identified their level of collaboration would increase with the advent of in-vehicle navigation technology. Safety concerns related to the use of this technology, included distraction of both drivers and passengers. Differences amongst couples in their perceptions of using this technology were linked to their level of experience with using other forms of technology. Older drivers and passengers identified working closely together when operating a motor vehicle. Further investigation into the effects of in-vehicle navigation technology on the driving safety of older drivers and their co-pilots is warranted.

Visual function, driving safety, and the elderly.

PubMed

Keltner, J L; Johnson, C A

1987-09-01

The authors have conducted a survey of the Departments of Motor Vehicles in all 50 states, the District of Columbia, and Puerto Rico requesting information about the visual standards, accidents, and conviction rates for different age groups. In addition, we have reviewed the literature on visual function and traffic safety. Elderly drivers have a greater number of vision problems that affect visual acuity and/or peripheral visual fields. Although the elderly are responsible for a small percentage of the total number of traffic accidents, the types of accidents they are involved in (e.g., failure to yield the right-of-way, intersection collisions, left turns onto crossing streets) may be related to peripheral and central visual field problems. Because age-related changes in performance occur at different rates for various individuals, licensing of the elderly driver should be based on functional abilities rather than age. Based on information currently available, we can make the following recommendations: (1) periodic evaluations of visual acuity and visual fields should be performed every 1 to 2 years in the population over age 65; (2) drivers of any age with multiple accidents or moving violations should have visual acuity and visual fields evaluated; and (3) a system should be developed for physicians to report patients with potentially unsafe visual function. The authors believe that these recommendations may help to reduce the number of traffic accidents that result from peripheral visual field deficits.

U.S. truck driver anthropometric study and multivariate anthropometric models for cab designs.

PubMed

Guan, Jinhua; Hsiao, Hongwei; Bradtmiller, Bruce; Kau, Tsui-Ying; Reed, Matthew R; Jahns, Steven K; Loczi, Josef; Hardee, H Lenora; Piamonte, Dominic Paul T

2012-10-01

This study presents data from a large-scale anthropometric study of U.S. truck drivers and the multivariate anthropometric models developed for the design of next-generation truck cabs. Up-to-date anthropometric information of the U.S. truck driver population is needed for the design of safe and ergonomically efficient truck cabs. We collected 35 anthropometric dimensions for 1,950 truck drivers (1,779 males and 171 females) across the continental United States using a sampling plan designed to capture the appropriate ethnic, gender, and age distributions of the truck driver population. Truck drivers are heavier than the U.S.general population, with a difference in mean body weight of 13.5 kg for males and 15.4 kg for females. They are also different in physique from the U.S. general population. In addition, the current truck drivers are heavier and different in physique compared to their counterparts of 25 to 30 years ago. The data obtained in this study provide more accurate anthropometric information for cab designs than do the current U.S. general population data or truck driver data collected 25 to 30 years ago. Multivariate anthropometric models, spanning 95% of the current truck driver population on the basis of a set of 12 anthropometric measurements, have been developed to facilitate future cab designs. The up-to-date truck driver anthropometric data and multivariate anthropometric models will benefit the design of future truck cabs which, in turn, will help promote the safety and health of the U.S. truck drivers.

CDC Vital Signs: Teen Drinking and Driving

MedlinePlus

... involvement, minimum legal drinking age and zero tolerance laws, and graduated driver licensing systems. These proven steps ... Driving: What Works Minimum legal drinking age (MLDA) laws in every state make it illegal to sell ...

The association between handheld phone bans and the prevalence of handheld phone conversations among young drivers in the United States.

PubMed

Zhu, Motao; Rudisill, Toni M; Heeringa, Steven; Swedler, David; Redelmeier, Donald A

2016-12-01

Fourteen US states and the District of Columbia have banned handheld phone use for all drivers. We examined whether such legislation was associated with reduced handheld phone conversations among drivers aged younger than 25 years. Data from the 2008 to 2013 National Occupant Protection Use Survey were merged with states' legislation. The outcome was roadside-observed handheld phone conversation at stop signs or lights. Logistic regression was used. A total of 32,784 young drivers were observed. Relative to drivers who were observed in states without a universal handheld phone ban, the adjusted odds ratio of phone conversation was 0.42 (95% confidence interval, 0.33-0.53) for drivers who were observed in states with bans. The relative reduction in phone conversation was 46% (23%, 61%) for laws that were effective less than 1 year, 55% (32%, 70%) for 1-2 years, 63% (51%, 72%) for 2 years or more, relative to no laws. Universal handheld phone bans may be effective at reducing handheld phone use among young drivers. Copyright © 2016 Elsevier Inc. All rights reserved.

Assessing Cognitive Ability and Simulator-Based Driving Performance in Poststroke Adults

PubMed Central

Falkmer, Torbjörn; Willstrand, Tania Dukic

2017-01-01

Driving is an important activity of daily living, which is increasingly relied upon as the population ages. It has been well-established that cognitive processes decline following a stroke and these processes may influence driving performance. There is much debate on the use of off-road neurological assessments and driving simulators as tools to predict driving performance; however, the majority of research uses unlicensed poststroke drivers, making the comparability of poststroke adults to that of a control group difficult. It stands to reason that in order to determine whether simulators and cognitive assessments can accurately assess driving performance, the baseline should be set by licenced drivers. Therefore, the aim of this study was to assess differences in cognitive ability and driving simulator performance in licensed community-dwelling poststroke drivers and controls. Two groups of licensed drivers (37 poststroke and 43 controls) were assessed using several cognitive tasks and using a driving simulator. The poststroke adults exhibited poorer cognitive ability; however, there were no differences in simulator performance between groups except that the poststroke drivers demonstrated less variability in driver headway. The application of these results as a prescreening toolbox for poststroke drivers is discussed. PMID:28559646

[An intercept survey on the status of driving after alcohol drinking among motor vehicle drivers in 6 counties of Zhejiang, China].

PubMed

Zhao, Ming; Zhang, Xin-wei; Song, Xiao-chun; Bao, Ping; Zhou, Peng; Zou, Yun

2012-12-01

To investigate the status of driving after drinking alcohol among motor vehicle drivers and to provide evidence for the development of specific interventions. A 7-day intercept survey on driving after alcohol drinking, having drinking habit or driving after getting drunk, among motor vehicle drivers, was conducted in 6 counties of Zhejiang province, 2010. 16 467 motor vehicle drivers were included in the survey. Rates of driving after drinking alcohol [blood alcohol concentration (BAC) > 0 mg/100 ml], having habit of drinking alcohol (20 mg/100 ml ≤ BAC < 80 mg/100 ml) and driving after being drunk (BAC ≥ 80 mg/100 ml), were 1.82%, 1.03% and 0.27% respectively. Rates of driving after drinking alcohol, having habit of drink alcohol and driving and drunk-driving among the drivers from urban areas were significantly higher than those of drivers from rural areas, and those rates of male drivers were significantly higher than female drivers as well. 60.20% of drivers after drinking alcohol, were 35 to 49 year-olds, and the three above said rates all increased along with age. The highest above said three rates were observed at 23:00 PM and 1:00 AM. Compared with other motor vehicle drivers, motorcyclists possessed the highest rates of the three items, as 9.27%, 5.01% and 1.57% respectively. Driving after drinking alcohol among motor vehicle drivers still prevailed in Zhejiang, especially between 23:00 PM and 1:00 AM. Drivers from the cities, being male or motorcyclists were among the high-risk populations that called for special attention to be paid in the future, including law enforcement and health promotion to fight against the problem.

Analysis of naturalistic driving videos of fleet services drivers to estimate driver error and potentially distracting behaviors as risk factors for rear-end versus angle crashes.

PubMed

Harland, Karisa K; Carney, Cher; McGehee, Daniel

2016-07-03

The objective of this study was to estimate the prevalence and odds of fleet driver errors and potentially distracting behaviors just prior to rear-end versus angle crashes. Analysis of naturalistic driving videos among fleet services drivers for errors and potentially distracting behaviors occurring in the 6 s before crash impact. Categorical variables were examined using the Pearson's chi-square test, and continuous variables, such as eyes-off-road time, were compared using the Student's t-test. Multivariable logistic regression was used to estimate the odds of a driver error or potentially distracting behavior being present in the seconds before rear-end versus angle crashes. Of the 229 crashes analyzed, 101 (44%) were rear-end and 128 (56%) were angle crashes. Driver age, gender, and presence of passengers did not differ significantly by crash type. Over 95% of rear-end crashes involved inadequate surveillance compared to only 52% of angle crashes (P < .0001). Almost 65% of rear-end crashes involved a potentially distracting driver behavior, whereas less than 40% of angle crashes involved these behaviors (P < .01). On average, drivers spent 4.4 s with their eyes off the road while operating or manipulating their cell phone. Drivers in rear-end crashes were at 3.06 (95% confidence interval [CI], 1.73-5.44) times adjusted higher odds of being potentially distracted than those in angle crashes. Fleet driver driving errors and potentially distracting behaviors are frequent. This analysis provides data to inform safe driving interventions for fleet services drivers. Further research is needed in effective interventions to reduce the likelihood of drivers' distracting behaviors and errors that may potentially reducing crashes.

Available sight distance on existing highways: Meeting stopping sight distance requirements of an aging population.

PubMed

Gargoum, Suliman A; Tawfeek, Mostafa H; El-Basyouny, Karim; Koch, James C

2018-03-01

An important element of highway design is ensuring that the available sight distance (ASD) on a highway meets driver needs. For instance, if the ASD at any point on a highway is less than the distance required to come to a complete stop after seeing a hazard (i.e. Stopping Sight Distance (SSD)), the driver will not be able to stop in time to avoid a collision. SSD is function of a number of variables which vary depending on the driver, the vehicle driven and surface conditions; examples of such variables include a driver's perception reaction time or PRT (i.e. the time required by the driver to perceive and react to a hazard) and the deceleration rate of the vehicle. Most design guides recommend deterministic values for PRT and deceleration rates. Although these values may serve the needs of the average driver, they may not satisfy the needs of drivers with limited abilities. In other words, even if the ASD exceeds required SSD defined in the design guide, it might not always satisfy the needs of all drivers. While it is impossible to design roads that satisfy the needs of all drivers, the fact that most developed countries suffer from an aging population, means that the number of old drivers on our roads is expected to increase. Since a large proportion of old drivers often have limited abilities, it is expected that the general population of drivers with limited abilities on our roads will increase with time. Accordingly, more efforts are required to ensure that existing road infrastructure is prepared to handle such a change. This paper aims to explore the extent to which ASD on highways satisfies the needs of drivers with limited abilities. The paper first develops MATLAB and Python codes to automatically estimate the ASD on highway point cloud data collected using Light Detection and Ranging (LiDAR) remote sensing technology. The developed algorithms are then used to estimate ASD on seven different crash prone segments in the Province of Alberta, Canada and the ASD is compared to the required SSD on each highway. Three different levels of SSD are defined (SSD for drivers with limited ability, AASHTOs SSD requirements and SSD for drivers with high skill). The results show that, when compared to SSD requirements which integrate limitations in cognitive abilities, a substantial portion of the analyzed segments do not meet the requirements (up to 20%). Similarly, when compared to AASHTO's SSD requirements, up to 6% of the analyzed segments do not meet the requirements. In an attempt to explore the effects of such design limitations on safety, the paper also explores crash rates in noncompliant regions (i.e. regions that do not provide sufficient SSD) and compares them to crash rates in compliant regions. On average, it was found that noncompliant regions experience crash rates that are 2.15 and 1.25 times higher than compliant regions for AASHTO's SSD requirements and those integrating driver limitations, respectively. Furthermore, the study found that a significantly higher proportion of drivers involved in collisions in the noncompliant regions were old drivers. Copyright © 2018 Elsevier Ltd. All rights reserved.

Effects of a 2009 Illinois Alcohol Tax Increase on Fatal Motor Vehicle Crashes

PubMed Central

Livingston, Melvin D.; Staras, Stephanie S.

2015-01-01

Objectives. We examined the effects of a 2009 increase in alcohol taxes in Illinois on alcohol-related fatal motor vehicle crashes. Methods. We used an interrupted time-series design, with intrastate and cross-state comparisons and measurement derived from driver alcohol test results, for 104 months before and 28 months after enactment. Our analyses used autoregressive moving average and generalized linear mixed Poisson models. We examined both population-wide effects and stratifications by alcohol level, age, gender, and race. Results. Fatal alcohol-related motor vehicle crashes declined 9.9 per month after the tax increase, a 26% reduction. The effect was similar for alcohol-impaired drivers with positive alcohol levels lower than 0.15 grams per deciliter (−22%) and drivers with very high alcohol levels of 0.15 or more (−25%). Drivers younger than 30 years showed larger declines (−37%) than those aged 30 years and older (−23%), but gender and race stratifications did not significantly differ. Conclusions. Increases in alcohol excise taxes, such as the 2009 Illinois act, could save thousands of lives yearly across the United States as part of a comprehensive strategy to reduce alcohol-impaired driving. PMID:25790414

Using cognitive status to predict crash risk: blazing new trails?

PubMed

Staplin, Loren; Gish, Kenneth W; Sifrit, Kathy J

2014-02-01

A computer-based version of an established neuropsychological paper-and-pencil assessment tool, the Trail-Making Test, was applied with approximately 700 drivers aged 70 years and older in offices of the Maryland Motor Vehicle Administration. This was a volunteer sample that received a small compensation for study participation, with an assurance that their license status would not be affected by the results. Analyses revealed that the study sample was representative of Maryland older drivers with respect to age and indices of prior driving safety. The relationship between drivers' scores on the Trail-Making Test and prospective crash experience was analyzed using a new outcome measure that explicitly takes into account error responses as well as correct responses, the error-compensated completion time. For the only reliable predictor of crash risk, Trail-Making Test Part B, this measure demonstrated a modest gain in specificity and was a more significant predictor of future safety risk than the simple time-to-completion measure. Improved specificity and the potential for autonomous test administration are particular advantages of this measure for use with large populations, in settings such as health care or driver licensing. © 2013.

The role of sensation seeking, perceived peer pressure, and harmful alcohol use in riding with an alcohol-impaired driver.

PubMed

Kim, Jun-Hong; Kim, Kwang Sik

2012-09-01

Alcohol-related motor vehicle collisions have been the top of policy agenda for more than three decades in Korea. Despite implementation of various traffic safety measures, some drivers' alcohol use and abuse has resulted in a high number of alcohol-impaired traffic fatalities every year. This paper presents the association of theoretical factors with behavior of riding with an alcohol-impaired driver (RAID) among all age groups in the Korean adult sample. The theoretical factors of the drivers are personality factor, socio-psychological factor, and alcohol-related behavioral risk factor. We utilized national survey data from 1007 respondents consisting of 703 males and 304 females aged 20-66 collected by Korean Institute of Criminology (KIC) to test our theorized model. Our results indicated that there were three major predictors of RAID involvement: sensation seeking propensity, perceived peer pressure, and frequent harmful drinking. Overall, prediction of RAID behavior by gender was mediated entirely through these predictors. The issue of males' higher risk of RAID involvements was addressed for effective communication strategies such as campaigns. Copyright © 2012 Elsevier Ltd. All rights reserved.

“Good passengers and not good passengers:” Adolescent drivers’ perceptions about inattention and peer passengers

PubMed Central

Sommers, Marilyn S.

2016-01-01

Purpose The purpose of this qualitative focus group elicitation research study was to explore teen driver perceptions of peer passengers and driver inattention. Design & Methods We utilized focus groups for data collection and content analysis to analyze the data, both of which were guided by the Theory of Planned Behavior. We conducted 7 focus groups with 30 teens, ages 16–18, licensed for ≤1 year to examine attitudes, perceived behavioral control, and norms related to driving inattention and peer passengers. Results The sample was 50% male, mean age 17.39 (sd 0.52) with mean length of licensure 173.7 days (sd 109.2). Three themes emerged: 1) “Good and not good” passengers; 2) Passengers and technology as harmful and helpful; and 3) The driver is in charge. Conclusions While passengers can be a source of distraction, our participants also identified passenger behaviors that reduced risk, such as assistance with technology and guidance for directions. Practical Implications An understanding of teens’ perceptions of peer passengers can contribute to the development of effective interventions targeting teen driver inattention. Nurses are well-positioned to contribute to these teen crash prevention efforts. PMID:27496828

Analysis of the effect of older drivers’ driving behaviors on traffic flow based on a modified CA model

NASA Astrophysics Data System (ADS)

Jian, Mei-Ying; Shi, Jing; Liu, Yang

2016-09-01

As the global population ages, there are more and more older drivers on the road. The decline in driving performance of older drivers may influence the properties of traffic flow and safety. The purpose of this paper is to investigate the effect of older drivers’ driving behaviors on traffic flow. A modified cellular automaton (CA) model which takes driving behaviors of older drivers into account is proposed. The simulation results indicate that older drivers’ driving behaviors induce a reduction in traffic flow especially when the density is higher than 15 vehicles per km per lane and an increase in Lane-changing frequency. The analysis of stability shows that a number of disturbances could frequently emerge, be propagated and eventually dissipate in this modified model. The results also reflect that with the increase of older drivers on the road, the probability of the occurrence of rear-end collisions increases greatly and obviously. Furthermore, the value of acceleration influences the traffic flow and safety significantly. These results provide the theoretical basis and reference for the traffic management departments to develop traffic management measure in the aging society.

The estimated reduction in the odds of loss-of-control type crashes for sport utility vehicles equipped with electronic stability control.

PubMed

Green, Paul E; Woodrooffe, John

2006-01-01

Using data from the NASS General Estimates System (GES), the method of induced exposure was used to assess the effects of electronic stability control (ESC) on loss-of-control type crashes for sport utility vehicles. Sport utility vehicles were classified into crash types generally associated with loss of control and crash types most likely not associated with loss of control. Vehicles were then compared as to whether ESC technology was present or absent in the vehicles. A generalized additive model was fit to assess the effects of ESC, driver age, and driver gender on the odds of loss of control. In addition, the effects of ESC on roads that were not dry were compared to effects on roads that were dry. Overall, the estimated percentage reduction in the odds of a loss-of-control crash for sport utility vehicles equipped with ESC was 70.3%. Both genders and all age groups showed reduced odds of loss-of-control crashes, but there was no significant difference between males and females. With respect to driver age, the maximum percentage reduction of 73.6% occurred at age 27. The positive effects of ESC on roads that were not dry were significantly greater than on roads that were dry.

Slippery Road Conditions and Fatal Motor Vehicle Crashes in the Northeastern United States, 1998–2002

PubMed Central

Marmor, Michael; Marmor, Nicholas E.

2006-01-01

Objectives. We investigated risk factors for fatal motor vehicle crashes on slippery roads in the Northeastern United States, 1998–2002. Methods. We analyzed data from the Fatality Analysis Reporting System of the National Highway Traffic Safety Administration. Results. Rates of crashes on slippery roads, and ratios of crashes on slippery roads to crashes on dry roads, were greatest among the youngest drivers. Among those aged 16 to 19 years, logistic regression analysis showed significant, independent risks associated with excessive speed for conditions (odds ratio [OR]=1.38), time of day (OR=1.80 for 5:00 to 9:00 am vs 10:00 am to 2:00 pm), time of year (OR=6.17 for January vs July), type of road (OR=1.27 for rural vs urban roads ), and age (OR=1.19 for those aged 16 to 17 years vs those aged 18 to 19 years). Licensure from states with graduated licensing programs was protective against crashes attributed to swerving on slippery roads (adjusted OR = 0.63). Risk factors among drivers older than 19 years were similar but peaked at different times of day and included increased risks for women compared with men. Conclusions. Driver training programs need to better address hazards presented by slippery roads. PMID:16507735

Aging driver and pedestrian safety : parking lot hazards study [summary].

DOT National Transportation Integrated Search

2012-01-01

In 2009, Florida reported the highest rate of pedestrian fatalities in the nation. At 2.51 deaths per 100,000 residents, Floridas rate was nearly twice the national average. These deaths occurred in all age groups, but compared to other age groups...

Impact analysis of the raised legal drinking age in Illinois

DOT National Transportation Integrated Search

1981-12-01

This report contains an analysis of the impact of the raised legal drinking age in Illinois in 1980. Illinois raised its legal drinking age in January 1980 from 19 to 21. Monthly single vehicle night male driver involvements (in traffic accidents) fr...

Chinese carless young drivers' self-reported driving behavior and simulated driving performance.

PubMed

Zhang, Qian; Jiang, Zuhua; Zheng, Dongpeng; Man, Dong; Xu, Xunnan

2013-01-01

Carless young drivers refers to those drivers aged between 18 and 25 years who have a driver's license but seldom have opportunities to practice their driving skills because they do not have their own cars. Due to China's lower private car ownership, many young drivers become carless young drivers after licensure, and the safety issue associated with them has raised great concern in China. This study aims to provide initial insight into the self-reported driving behaviors and simulated driving performance of Chinese carless young drivers. Thirty-three carless young drivers and 32 young drivers with their own cars (as a comparison group) participated in this study. A modified Driver Behavior Questionnaire (DBQ) with a 4-factor structure (errors, violations, attention lapses, and memory lapses) was used to study carless young drivers' self-reported driving behaviors. A simulated driving experiment using a low-cost, fixed-base driving simulator was conducted to measure their simulated driving performance (errors, violations, attention lapses, driving maintenance, reaction time, and accidents). Self-reported DBQ outcomes showed that carless young drivers reported similar errors, more attention lapses, fewer memory lapses, and significantly fewer violation behaviors relative to young drivers with their own cars, whereas simulated driving results revealed that they committed significantly more errors, attention lapses, and violation behaviors than the comparison group. Carless young drivers had a lower ability to maintain the stability of speed and lane position, drove more cautiously approaching and passing through red traffic lights, and committed more accidents during simulated driving. A tendency to speed was not found among carless young drivers; their average speed and speeding frequency were all much lower than that of the comparison group. Lifetime mileage was the only significant predictor of carless young drivers' self-reported violations, simulated violations, speed, and reaction time, whereas no significant predictor was found for young drivers with their own cars. Carless young drivers had poorer driving performance and were more overconfident of their self-reported driving skills compared to those young drivers with greater access to vehicles. Given that the lifetime mileage positively predicted the simulated violations measure of carless young drivers, immediate interventions are needed to help them increase driving exposure and gain driving experience gradually before moving to more challenging on-road driving tasks. Supplemental materials are available for this article.

The effects of drug and alcohol consumption on driver injury severities in single-vehicle crashes.

PubMed

Behnood, Ali; Mannering, Fred L

2017-07-04

It is well known that alcohol and drugs influence driving behavior by affecting the central nervous system, awareness, vision, and perception/reaction times, but the resulting effect on driver injuries in car crashes is not fully understood. The purpose of this study was to identify factors affecting the injury severities of unimpaired, alcohol-impaired, and drug-impaired drivers. The current article applies a random parameters logit model to study the differences in injury severities among unimpaired, alcohol-impaired, and drug-impaired drivers. Using data from single-vehicle crashes in Cook County, Illinois, over a 9-year period from January 1, 2004, to December 31, 2012, separate models for unimpaired, alcohol-impaired, and drug-impaired drivers were estimated. A wide range of variables potentially affecting driver injury severity was considered, including roadway and environmental conditions, driver attributes, time and location of the crash, and crash-specific factors. The estimation results show significant differences in the determinants of driver injury severities across groups of unimpaired, alcohol-impaired, and drug-impaired drivers. The findings also show that unimpaired drivers are understandably more responsive to variations in lighting, adverse weather, and road conditions, but these drivers also tend to have much more heterogeneity in their behavioral responses to these conditions, relative to impaired drivers. In addition, age and gender were found to be important determinants of injury severity, but the effects varied significantly across all drivers, particularly among alcohol-impaired drivers. The model estimation results show that statistically significant differences exist in driver injury severities among the unimpaired, alcohol-impaired, and drug-impaired driver groups considered. Specifically, we find that unimpaired drivers tend to have more heterogeneity in their injury outcomes in the presence potentially adverse weather and road surface conditions. This makes sense because one would expect unimpaired drivers to apply their full knowledge/judgment range to deal with these conditions, and the variability of this range across the driver population (with different driving experiences, etc.) should be great. In contrast, we find, for the most part, that alcohol-impaired and drug-impaired drivers have far less heterogeneity in the factors that affect injury severity, suggesting an equalizing effect resulting from the decision-impairing substance.

Parent attitudes toward integrating parent involvement into teenage driver education courses.

PubMed

Hartos, Jessica; Huff, David C

2008-01-01

The widespread adoption of graduated driver licensing (GDL) policies has effectively reduced crash risk for young drivers; however, parents must support, reinforce, and enforce GDL for it to be effective, and research indicates that parents need better information and instruction for adhering to GDL requirements, conducting supervised practice driving, and restricting independent teenage driving. Because teenagers in most states must take driver education to enter the licensing process prior to age 18, integrating parent involvement into driver education may be an effective way to inform and instruct parents on a large scale about teen driver safety. This study assessed parent attitudes (overall and by rural status, minority status, and income level) toward integrating parent involvement into teenage driver education classes. In this study, 321 parents of teenagers enrolled in driver education classes across the state of Montana completed surveys about current involvement in driver education and attitudes toward required involvement. The results indicated that parents were not very involved currently in their teenagers' driver education classes, but 76% reported that parents should be required to be involved. If involvement were required, parents would prefer having written materials sent home, access to information over the Internet, or discussions in person with the instructor; far fewer would prefer to attend classes or behind-the-wheel driving instruction. There were few differences in parent attitudes by rural or minority status but many by income level. Compared to higher income parents, lower income parents were more likely to endorse required parent involvement in teenage driver education classes and to want parent information from driver education about many teen driving issues. That the majority of parents are open to required involvement in their teenagers' driver education classes is promising because doing so could better prepare parents to understand and adhere to GDL policies, supervise teenagers' practice driving, and manage teen independent driving, all of which could further increase teen driver safety.

Hearing status among Norwegian train drivers and train conductors.

PubMed

Lie, A; Skogstad, M; Johnsen, T S; Engdahl, B; Tambs, K

2013-12-01

There is a general perception that train drivers and conductors may be at increased risk of developing noise-induced hearing loss. To study job-related hearing loss among train drivers and train conductors. Audiograms from train drivers and train conductors were obtained from the medical records of the occupational health service of the major Norwegian railway company. The results were compared with audiograms from an internal control group of railway workers and an external reference group of people not occupationally exposed to noise. The monaural hearing threshold level at 4kHz, the mean binaural value at 3, 4 and 6kHz and the prevalence of audiometric notches (≥25 dB at 4kHz) were used for comparison. Audiograms were available for 1567 drivers, 1565 conductors, 4029 railway worker controls and 15 012 people not occupationally exposed to noise. No difference in hearing level or prevalence of audiometric notches was found between study groups after adjusting for age and gender. Norwegian train drivers and conductors have normal hearing threshold levels comparable with those in non-exposed groups.

Motor vehicle driver injury severity study under various traffic control at highway-rail grade crossings in the United States.

PubMed

Hao, Wei; Daniel, Janice

2014-12-01

Based on the Federal Railway Administration (FRA) database, approximately 62% of the collisions at highway-rail crossings occurred at locations with active controls (gate and flashing lights), followed by passive controls (cross bucks and stop signs) with approximately 28% of accidents. The study applied an ordered probit model to explore the determinants of driver injury severity under various control measures at highway-rail grade crossing in the United States. The analysis found that schedule factor (peak hour), visibility, motor vehicle speed, train speed, driver's age, area type, traffic volume and highway pavement impact driver injury severity at both active and passive highway-rail crossings. For both active and passive control highway-rail grade crossings, speed control for both trains and vehicles will significantly reduce driver injury severity. However, the level of influence by vehicle speed and train speed at passive control is higher compared with active control. Paving highways at highway-rail grade crossings will also help to reduce driver injury severity at highway-rail crossing accidents. Published by Elsevier Ltd.

Assessing the Impact of Twenty Underage Drinking Laws

PubMed Central

Fell, James C.; Scherer, Michael; Thomas, Sue; Voas, Robert B.

2016-01-01

Objective: Over the last two decades, many states have adopted several of the 20 laws that aim to control youth access to and possession of alcohol and prevent underage drinking in the United States. However, many of these laws have not been evaluated since their adoption. The objective of this study was to determine which minimum legal drinking age 21 (MLDA-21) laws currently have an effect on underage drinking-and-driving fatal crashes. Method: We updated the effective dates of the 20 MLDA-21 laws examined in this study and used scores of each law’s strengths and weaknesses. Our structural equation model included the 20 MLDA-21 laws, impaired driving laws, seat belt safety laws, economic strength, driving exposure, beer consumption, and fatal crash ratios of drinking-to-nondrinking drivers under age 21. Results: Nine MLDA-21 laws were associated with significant decreases in fatal crash ratios of underage drinking drivers: possession of alcohol (-7.7%), purchase of alcohol (-4.2%), use alcohol and lose your license (-7.9%), zero tolerance .02 blood alcohol concentration limit for under-age drivers (-2.9%), age of bartender ≥21 (-4.1%), state responsible beverage service program (-3.8%), fake identification support provisions for retailers (-11.9%), dram shop liability (-2.5%), and social host civil liability (-1.7%). Two laws were associated with significant increases in the fatal crash ratios of underage drinking drivers: prohibition of furnishing alcohol to minors (+7.2%) and registration of beer kegs (+9.6%). Conclusions: The nine effective MLDA-21 laws are estimated to be currently saving approximately 1,135 lives annually, yet only five states have enacted all nine laws. If all states adopted these nine effective MLDA-21 laws, it is estimated that an additional 210 lives could be saved every year. PMID:26997183

Effectiveness of child safety seats vs seat belts in reducing risk for death in children in passenger vehicle crashes.

PubMed

Elliott, Michael R; Kallan, Michael J; Durbin, Dennis R; Winston, Flaura K

2006-06-01

To provide an estimate of benefit, if any, of child restraint systems over seat belts alone for children aged from 2 through 6 years. Cohort study. A sample of children in US passenger vehicle crashes was obtained from the National Highway Transportation Safety Administration by combining cases involving a fatality from the US Department of Transportation Fatality Analysis Reporting System with a probability sample of cases without a fatality from the National Automotive Sampling System. Children in tow-away [corrected] crashes occurring between 1998 and 2003. Use of child restraint systems (rear-facing and forward-facing car seats, and shield and belt-positioning booster seats) vs seat belts. Potentially confounding variables included seating position, vehicle type, model year, driver and passenger ages, and driver survival status. Death of child passengers from injuries incurred during the crash. Compared with seat belts, child restraints, when not seriously misused (eg, unattached restraint, child restraint system harness not used, 2 children restrained with 1 seat belt) were associated with a 28% reduction in risk for death (relative risk, 0.72; 95% confidence interval, 0.54-0.97) in children aged 2 through 6 years after adjusting for seating position, vehicle type, model year, driver and passenger ages, and driver survival status. When including cases of serious misuse, the effectiveness estimate was slightly lower (21%) (relative risk, 0.79; 95% confidence interval, 0.59-1.05). Based on these findings as well as previous epidemiological and biomechanical evidence for child restraint system effectiveness in reducing nonfatal injury risk, efforts should continue to promote use of child restraint systems through improved laws and with education and disbursement programs.

Implications of advanced vehicle technologies for older drivers.

PubMed

Molnar, Lisa J; Eby, David W

2017-09-01

Advances are being made in vehicle technologies that may help older adults compensate for some of the declines in abilities associated with aging. These advances hold promise for increasing vehicle safety, reducing injuries, and making the driving task more comfortable. However, important research gaps remain with regard to how various advanced technologies impact the safety of older drivers, as well as older drivers' perceptions about these technologies. This special issue contains seven original contributions that address these issues. Specific topics include the: congruence of design guidelines with the needs and abilities of older drivers, transfer of control between automated and manual driving, use of in-vehicle monitoring technology, motivations for technology use and assigned meanings, technology valuation, and effects on driving behavior. Copyright © 2017 Elsevier Ltd. All rights reserved.

Effect of tailored on-road driving lessons on driving safety in older adults: A randomised controlled trial.

PubMed

Anstey, Kaarin J; Eramudugolla, Ranmalee; Kiely, Kim M; Price, Jasmine

2018-06-01

We evaluated the effectiveness of individually tailored driving lessons compared with a road rules refresher course for improving older driver safety. Two arm parallel randomised controlled trial, involving current drivers aged 65 and older (Mean age 72.0, 47.4% male) residing in Canberra, Australia. The intervention group (n = 28) received a two-hour class-based road rules refresher course, and two one-hour driving lessons tailored to improve poor driving skills and habits identified in a baseline on-road assessment. The control group (n = 29) received the road rules refresher course only. Tests of cognitive performance, and on-road driving were conducted at baseline and at 12-weeks. Main outcome measure was the Driver safety rating (DSR) on the on-road driving test. The number of Critical Errors made during the on-road was also recorded. 55 drivers completed the trial (intervention group: 27, control group: 28). Both groups showed reduction in dangerous/hazardous driver errors that required instructor intervention. From baseline to follow-up there was a greater reduction in the number of critical errors made by the intervention group relative to the control group (IRR = 0.53, SE = 0.1, p = .008). The intervention group improved on the DSR more than the control group (intervention mean change = 1.07 SD = 2.00, control group mean change = 0.32 SD = 1.61). The intervention group had 64% remediation of unsafe driving, where drivers who achieved a score of 'fail' at baseline, 'passed' at follow-up. The control group had 25% remediation. Tailored driving lessons reduced the critical driving errors made by older adults. Longer term follow-up and larger trials are required. Copyright © 2018 Elsevier Ltd. All rights reserved.

Simulated Driving Assessment (SDA) for teen drivers: results from a validation study.

PubMed

McDonald, Catherine C; Kandadai, Venk; Loeb, Helen; Seacrist, Thomas S; Lee, Yi-Ching; Winston, Zachary; Winston, Flaura K

2015-06-01

Driver error and inadequate skill are common critical reasons for novice teen driver crashes, yet few validated, standardised assessments of teen driving skills exist. The purpose of this study is to evaluate the construct and criterion validity of a newly developed Simulated Driving Assessment (SDA) for novice teen drivers. The SDA's 35 min simulated drive incorporates 22 variations of the most common teen driver crash configurations. Driving performance was compared for 21 inexperienced teens (age 16-17 years, provisional license ≤90 days) and 17 experienced adults (age 25-50 years, license ≥5 years, drove ≥100 miles per week, no collisions or moving violations ≤3 years). SDA driving performance (Error Score) was based on driving safety measures derived from simulator and eye-tracking data. Negative driving outcomes included simulated collisions or run-off-the-road incidents. A professional driving evaluator/instructor (DEI Score) reviewed videos of SDA performance. The SDA demonstrated construct validity: (1) teens had a higher Error Score than adults (30 vs. 13, p=0.02); (2) For each additional error committed, the RR of a participant's propensity for a simulated negative driving outcome increased by 8% (95% CI 1.05 to 1.10, p<0.01). The SDA-demonstrated criterion validity: Error Score was correlated with DEI Score (r=-0.66, p<0.001). This study supports the concept of validated simulated driving tests like the SDA to assess novice driver skill in complex and hazardous driving scenarios. The SDA, as a standard protocol to evaluate teen driver performance, has the potential to facilitate screening and assessment of teen driving readiness and could be used to guide targeted skill training. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://group.bmj.com/group/rights-licensing/permissions.

Impact of Connecticut's graduated driver licensing system on teenage motor vehicle crash rates.

PubMed

Rogers, Steven C; Bentley, George C; Campbell, Brendan; Borrup, Kevin; Saleheen, Hassan; Wang, Zhu; Lapidus, Garry

2011-11-01

In response to high rates of teen motor vehicle crashes (MVCs) many states have enacted graduated driver licensing (GDL) systems. GDL delays full licensure and allows beginners to obtain experience under lower risk conditions. The purpose of this study is to evaluate the impact over the past 10 years to determine its effect on teen MVCs. Connecticut MVC data from 1999 to 2008 were analyzed. Percent change (1999 vs. 2008) in MVC rates per 10,000 registered drivers was calculated by age, gender, during the night restriction (11:00 pm and 5:00 am), and MVCs with passengers. Linear regression analysis estimated the decrease of MVC rates each year. The MVC rate decreased by 40% for 16-year-old and 30% for 17-year-old drivers. In comparison, rates among 18-year-old, 19-year-old, 25- to 29-year-old, and 30- to 59-year-old drivers were reduced by 16%, 7%, 8%, and 11%, respectively. The MVC rate for 20- to 24-year-old drivers increased by 1%. During nighttime restricted driving times, MVC rates decreased by 54% among 16-year-old and 49% among 17-year-old drivers. The MVC rate with passengers decreased by 65% for 16-year-old and 53% for 17-year-old drivers. In comparison, rates of nighttime and with passenger MVCs among older drivers were significantly less. Implementation of Connecticut's GDL system has resulted in significant reductions in MVC rates among novice drivers. This analysis provides a method for other states to examine the impact of their GDL system.

Parental Management of Teen Drivers after Receiving Their First Traffic Citation and Having Attended the 4-H CARTEENS Program

ERIC Educational Resources Information Center

Jordan, James Lawrence

2010-01-01

The United States is a vehicle-dependent society and allows teens to obtain drivers licenses at age 16 or younger. Many factors have been linked to teen risky driving behaviors that resulted in teens receiving their first citations. This was the first study to investigate parental management of teens after they received their first citations…

Obstacles to engaging in young driver licensing: Perspectives of parents.

PubMed

Naz, Sehana; Scott-Parker, Bridie

2017-02-01

Young novice drivers remain at greater risk of injury and death despite a wealth of interventions including graduated driver licensing (GDL) programs. The key to implementing safer practices inherent in GDL appears to lie with optimising the role of parents. This qualitative research explored the parent's perspectives of obstacles to engaging in the driver licensing process within a GDL program. Parents also shared advice on what they found helpful, and where relevant, recommended changes in the process to enable safer practices for young drivers. Twenty-three parents (aged 35-60 years, M=49.52, SD=8.01, 11 males) participated in semi-structured interviews regarding licensing experiences with their young driver children. The young drivers included learner (n=11), provisional (restricted/intermediate) (n=9) and open (unrestricted/full) licence drivers (n=3), ranging from 16 to 24 years (M=18.04, SD=2.21, 13 males). Content analysis revealed that most obstacles were encountered at the learner licensing phase, with the parent-reported difficult temperament of the learner driver the most prominent. Unsurprisingly, advice to other parents to be patient and remain calm featured heavily during the same phase. Anxiety from not having control of the vehicle was another obstacle at the learner phase, translating to anxieties for child safety in the early stages of provisional driving. Recommendations for the current GDL included more rigorous road rule testing, with general support for the program, professional driver training at learner and provisional stages facilitated parental engagement through the licensing phases. The findings overwhelmingly suggest a need for parents to be educated regarding their importance in, and of, the driver licensing process, and the efficacy of their instruction, content and practices. Copyright © 2016 Elsevier Ltd. All rights reserved.

Evaluation of Traffic Accident Risk in In-City Bus Drivers: The Use of Berlin Questionnaire

PubMed Central

Ekren, Pervin Korkmaz; Uysal, Funda Elmas; Başoğlu, Özen K.

2018-01-01

OBJECTIVES Traffic accidents associated with high mortality rate may produce serious problems especially in highways. Obstructive sleep apnea (OSA) has been associated with a high risk for traffic accidents due to excessive daytime sleepiness even in in-city drivers. In the present study, it was aimed to evaluate the rate of OSA symptoms and to identify risk factors associated with traffic accidents in in-city bus drivers. MATERIAL AND METHODS A self-administered questionnaire including demographic and anthropometric features, sleep and work schedules, Berlin questionnaire, Epworth sleepiness score (ESS), and history of traffic accidents was used. RESULTS The questionnaire was conducted for 1400 male bus drivers (mean age, 38.0±6.4 y, body mass index, 27.8±3.9 kg/m2). A total of 1058 (75.6%) drivers had one or more accidents while driving bus. According to the Berlin questionnaire, 176 (12.6%) drivers were found to have high OSA risk and the accident rate was 83.0% in high-risk group, whereas 74.5% of low-risk drivers had accidents (p=0.043). The drivers with a history of traffic accident were older (p=0.030), had higher ESS (p=0.019), and were more in the high-risk OSA group according to the Berlin questionnaire (p=0.015). In multivariate linear regression analysis, traffic accident was associated with only Berlin questionnaire (p=0.015). CONCLUSION The present results support that city bus drivers with high OSA risk according to Berlin questionnaire have increased accident rates. Therefore, we suggest using Berlin questionnaire for screening sleep apnea not only in highway drivers but also in in-city bus drivers. PMID:29755810

Driver self-regulation and depressive symptoms in cataract patients awaiting surgery: a cross-sectional study

PubMed Central

2013-01-01

Background Cataract is an extremely common visual condition of ageing. Evidence suggests that visual impairment influences driving patterns and self-regulatory behavior among older drivers. However, little is known about the psychological effects of driver self-regulation among older drivers. Therefore, this study aimed to describe driver self-regulation practices among older bilateral cataract patients and to determine the association between self-regulation and depressive symptoms. Methods Ninety-nine older drivers with bilateral cataract were assessed the week before first eye cataract surgery. Driver self-regulation was measured via the Driving Habits Questionnaire. Depressive symptoms were assessed using the 20-item Center for Epidemiological Studies Depression Scale. Visual, demographic and cognitive data were also collected. Differences between self-regulators and non self-regulators were described and linear regression modeling used to determine the association between driver self-regulation and depressive symptoms score. Results Among cataract patients, 48% reported self-regulating their driving to avoid at least one challenging situation. The situations most commonly avoided were driving at night (40%), on the freeway (12%), in the rain (9%) and parallel parking (8%). Self-regulators had significantly poorer contrast sensitivity in their worse eye than non self-regulators (p = 0.027). Driver self-regulation was significantly associated with increased depressive symptoms after controlling for potential confounding factors (p = 0.002). Conclusions Driver self-regulation was associated with increased depressive symptoms among cataract patients. Further research should investigate this association among the general older population. Self-regulation programs aimed at older drivers may need to incorporate mental health elements to counteract unintended psychological effects. PMID:24016307

Evaluation of Traffic Accident Risk in In-City Bus Drivers: The Use of Berlin Questionnaire.

PubMed

Taşbakan, Mehmet Sezai; Ekren, Pervin Korkmaz; Uysal, Funda Elmas; Başoğlu, Özen K

2018-04-01

Traffic accidents associated with high mortality rate may produce serious problems especially in highways. Obstructive sleep apnea (OSA) has been associated with a high risk for traffic accidents due to excessive daytime sleepiness even in in-city drivers. In the present study, it was aimed to evaluate the rate of OSA symptoms and to identify risk factors associated with traffic accidents in in-city bus drivers. A self-administered questionnaire including demographic and anthropometric features, sleep and work schedules, Berlin questionnaire, Epworth sleepiness score (ESS), and history of traffic accidents was used. The questionnaire was conducted for 1400 male bus drivers (mean age, 38.0±6.4 y, body mass index, 27.8±3.9 kg/m 2 ). A total of 1058 (75.6%) drivers had one or more accidents while driving bus. According to the Berlin questionnaire, 176 (12.6%) drivers were found to have high OSA risk and the accident rate was 83.0% in high-risk group, whereas 74.5% of low-risk drivers had accidents (p=0.043). The drivers with a history of traffic accident were older (p=0.030), had higher ESS (p=0.019), and were more in the high-risk OSA group according to the Berlin questionnaire (p=0.015). In multivariate linear regression analysis, traffic accident was associated with only Berlin questionnaire (p=0.015). The present results support that city bus drivers with high OSA risk according to Berlin questionnaire have increased accident rates. Therefore, we suggest using Berlin questionnaire for screening sleep apnea not only in highway drivers but also in in-city bus drivers.

Obesity and Non-fatal Motor Vehicle Crash Injuries: Sex Difference Effects

PubMed Central

Ma, Xiaoguang; Laud, Purushottam W.; Pintar, Frank; Kim, Jong-Eun; Shih, Alan; Shen, Wei; Heymsfield, Steven B.; Allison, David B.; Zhu, Shankuan

2010-01-01

Background Obesity and motor vehicle crash (MVC) injuries are two parallel epidemics in the United States. An important unanswered question is if there are sex differences in the associations between the presence of obesity and non-fatal MVC injuries. Objectives To further understand the association between obesity and non-fatal motor vehicle crash injuries, particularly the sex differences in these relations. Methods We examined this question by analyzing data from the 2003 to 2007 National Automotive Sampling System Crashworthiness Data System (NASS CDS). A total of 10, 962 drivers who were aged 18 years or older and who survived frontal collision crashes were eligible for study. Results Male drivers experienced a lower rate of overall non-fatal MVC injuries than did female drivers (38.1% vs. 52.2%) but a higher rate of severe injuries (0.7% vs. 0.2%). After adjusting for change in velocity (ΔV) during the crashes, obese male drivers showed a much higher risk [logistic coefficients of BMI for moderate, serious, and severe injury are 0.0766, 0.1470, and 0.1792, respectively; all p<0.05] of non-fatal injuries than did non-obese male drivers and these risks increased with injury severity. Non-fatal injury risks were not found to be increased in obese female drivers. The association between obesity and risk of non-fatal injury was much stronger for male drivers than for female drivers. Conclusion The higher risk of non-fatal MVC injuries in obese male drivers might result from their different body shape and fat distribution compared with obese female drivers. Our findings should be considered for obesity reduction, traffic safety evaluation and vehicle design for obese male drivers and provide testable hypotheses for future studies. PMID:21224830

Obesity and non-fatal motor vehicle crash injuries: sex difference effects.

PubMed

Ma, X; Laud, P W; Pintar, F; Kim, J-E; Shih, A; Shen, W; Heymsfield, S B; Allison, D B; Zhu, S

2011-09-01

Obesity and motor vehicle crash (MVC) injuries are two parallel epidemics in the United States. An important unanswered question is whether there are sex differences in the associations between the presence of obesity and non-fatal MVC injuries. To further understand the association between obesity and non-fatal MVC injuries, particularly the sex differences in these relations. We examined this question by analyzing data from the 2003 to 2007 National Automotive Sampling System Crashworthiness Data System (NASS CDS). A total of 10,962 drivers who were aged 18 years or older and who survived frontal collision crashes were eligible for the study. Male drivers experienced a lower rate of overall non-fatal MVC injuries than did female drivers (38.1 versus 52.2%), but experienced a higher rate of severe injuries (0.7 versus 0.2%). After adjusting for change in velocity (ΔV) during the crashes, obese male drivers showed a much higher risk (logistic coefficients of body mass index (BMI) for moderate, serious and severe injury are 0.0766, 0.1470 and 0.1792, respectively; all P<0.05) of non-fatal injuries than did non-obese male drivers and these risks increased with injury severity. Non-fatal injury risks were not found to be increased in obese female drivers. The association between obesity and risk of non-fatal injury was much stronger for male drivers than for female drivers. The higher risk of non-fatal MVC injuries in obese male drivers might result from their different body shape and fat distribution compared with obese female drivers. Our findings should be considered for obesity reduction, traffic safety evaluation and vehicle design for obese male drivers and provide testable hypotheses for future studies.