Driver's License Research Articles

Visual Impairment and Risk of Self-Reported Road Traffic Crashes Among Bus Drivers in Bangladesh.

This study assesses the prevalence and the causes of visual impairment among bus drivers undergoing screening in Bangladesh and associations with self-reported crashes. Eye health screenings including refraction and questionnaires were conducted at 10 bus terminals in 7 districts of Bangladesh from June through August 2019. Presenting near and distance visual impairment and self-reported road traffic crashes were recorded. Among 700 participants, nearly 1 in 5 (n = 126, 18.0%) had presented visual acuity (VA) in the better-seeing eye ≤6/9, not meeting the vision standard of Bangladesh for bus drivers. A majority of drivers (n = 492, 70.3%) had near or distance refractive error, and most who failed to reach the driving standard (88.1%, n = 111) could be improved with readily available treatment, either glasses or cataract surgery. A history of 1 or more road traffic crashes while driving a bus or minibus was reported by 62 (8.97%) participants. In multivariable models, factors significantly associated with near or distance visual impairment included older age [odds ratio (OR) per year 1.15, 95% confidence interval (CI): 1.12-1.18, P < 0.0001] and having no driver's license (OR 1.80, 95% CI: 1.04-3.13, P = 0.037). Self-reported history of a motor vehicle crash was associated with near or distance visual impairment (OR 2.45, 95% CI: 1.09-5.49, P = 0.030), even when adjusting for other factors such as age and weekly miles are driven. Ensuring that bus drivers are screened to meet the required visual standards for driving while referring those who do not for treatment, can contribute to safer roads in this high-risk setting.

Forgiving the Unforgivable

Forgiving the Unforgivable Anna Badkhen (bio) oklahoma to texas On a Monday in early August I find myself spooning soil from Geronimo's grave at a prisoner-of-war cemetery in Oklahoma into a double Ziplock bag I bought at Target. I will carry this soil, by car and bus, to Guachochi, a town in the Sierra Madre Occidental. There, three Mexican sisters who have recently traced their ancestry to the famous Apache medicine man are about to hold a Ceremonia del Perdón—Ceremony of Forgiveness. The soil is my gift to them. Geronimo's grave is inside Fort Sill, a US Army base, so I must first stop at the visitor center to obtain a pass. The United States staked out Fort Sill in 1869, as a staging ground for punitive raids against the Native Americans who had survived deportation to Indian Territory, and even though the base dates back more than a hundred years, its visitor center bears the ubiquitous hallmarks of military efficiency that scream temporariness: insulated white metal wall panels mounted on a concrete foundation and facing a parking lot paved with ankle breaker gravel. I have seen structures and parking lots exactly like this on US military bases in Iraq and Afghanistan, which also were staging grounds for raids into quasi-occupied lands; most of those are now gone. Inside the visitor center, a jovial military policeman hands me Form 118a, Request for Unescorted Installation Access to Fort Sill. This is to ensure somehow that I am not a terrorist. I enter my full name, date of birth, driver's license number, social security number, gender, race. Under "purpose of visit" I check "other." Beef Creek Apache Cemetery was established in 1894, the year Geronimo and 341 other surrendered Chiricahua Apaches—adults and children—were transferred from a prisoner-of-war camp in Florida to Fort Sill under military escort. Here, in the foothills of the Wichita Mountains, Geronimo's insurgency against white colonists came to an end. It had begun in 1851, when Mexican soldiers massacred more than a hundred women and children in Geronimo's encampment, among them his mother, his first wife, and all three of his young children. At Beef Creek, rows of identical upright headstones of white marble poke out of a manicured sloping field of green; think Arlington Cemetery minus the color guard. Among this impersonal personal misery, Geronimo's tomb stands [End Page 1] out, a pyramid of granite boulders perhaps five feet tall, topped with a stone eagle. A small grove of white hibiscus and fragrant abelia screens it slightly from the rest of the burial ground. Geronimo died technically of pneumonia but ultimately of the humiliation that accompanied his imprisonment. To be a POW of the United States back then was different than at Guantánamo: Apache prisoners could set up villages within the perimeter of the army base. They could marry and raise children and bury them. I check the stones. One couple lost three children in five years. Many grave markers have only one date. Some Apache prisoners got to travel outside the wire. With Pawnee Bill's Wild West Show, which advertised his cameo as "The Worst Indian That Ever Lived," Geronimo hawked his legend at county fairs. And he was one of six Native men to ride horseback in Teddy Roosevelt's inaugural parade through the streets of Washington, DC, in 1901. When someone asked Roosevelt why he chose this "greatest single-handed murderer in American history" to join his parade, the president replied, "I wanted to give the people a good show." To the left of Geronimo's is the grave of the sixth of his nine wives, Zi-Yeh, who died in 1904 at the age of thirty-five, of tuberculosis. To the right, the grave of their daughter Eva Geronimo Godeley, who was forced to attend one of the Indian boarding schools the US government had created to strip Native children of their roots; her school was almost two hundred miles away. She was twenty-one when she died, in 1911. Eva's daughter, Evaline, died at birth the year previous; she is buried here, too. Geronimo was...

Language in Louisiana: Community and Culture

Language in Louisiana: Community and Culture

Consideration on Contemporary Tasks about the Realization of Autonomous Vehicles Public Road Driving - Focusing on the revision of the Road Traffic Act and driver's license regulations -

Autonomous Vehicles are one of the representative products of the 4th industrial revolution from which we can expect benefits such as the reduction of traffic accidents and the decrease of casualties and loosening of traffic congestion by that. It can be said that interest in and movement about the development and commercialization of Autonomous Vehicles are considerable globally. Autonomous Vehicles can be described as the ones that perceive surroundings and do things dynamically on their own through recognition, judgment, and control. Also, to realize the driving and operation of Autonomous Vehicles on public roads, basically, it is needed to examine and revise the Road Traffic Act that has been institutionalized to keep cars moving smoothly by preventing and eliminating all the dangerous and hindrance factors of traffic on roads. We cannot deny the fact that the safe and desirable commercialization of those cars will be never obtained without it. Therefore, it is necessary not only to reflect technological perspectives to the revision of the Road Traffic Act but also to understand Autonomous Vehicles from the standpoint of the Road Traffic Act. From the viewpoint of the Road Traffic Act, Autonomous Vehicles can be regarded as the cars that support driving, but it is somewhat different in the perspective of technology. We cannot say that operating capacity directly means driving ability. Accordingly, in the situation to develop Autonomous Vehicles, we carry out recognition based on the technological concept of Autonomous Vehicles. To realize the reflection of it diversely into legislation, however, it is needed to perform consideration more precisely. In other words, not only technological development but efforts and attempts have been made multilaterally to commercialize and generalize Autonomous Vehicles from which we can expect various advantages associated with the decrease of traffic accidents. Yet, what is related to autonomous driving is not just from today or yesterday but has been a part of technological advancement and development that have been done continuously from long before. To wit, the emergence of Autonomous Vehicles did not take place in a day along with the 4th industrial revolution, and it can also be considered as part of the acceptance of technological development. Moreover, it seems to be necessary to establish definite criteria or such regarding what should be the focus in the realization of Autonomous Vehicles. In other words, on which should we put the emphasis, the acceptance of developed and advanced technology or the enhancement of safety? In conclusion, basically, it is needed to consider and arouse opinions about two aspects; one is to advocate technology as much as possible immediately, and the other is to accept it stepwise through discussion and examination. Therefore, it is necessary to consider all those things generally and revise the law practically and realistically in order to realize the public road driving of Autonomous Vehicles.

THE RELATIONSHIP BETWEEN TRAFFIC SIGN COMPREHENSION AND RISKY TRAFFIC BEHAVIORS

The current study investigates the relationship between risky traffic behaviors and traffic sign comprehension (TSC). It is hypothesized that, as traffic sign comprehension increases, unsafe traffic behaviors decrease. The data were collected online through Qualtrics from 275 participants, 177 of whom were drivers. The questionnaire package included 25 open-ended traffic sign questions, Pedestrian Behavior Scale, Mini-Driver Behavior Questionnaire with 3 additional aggressive violation items, and a demographic information form. The results indicated that TSC was significantly related to reported driver errors and lapses after controlling for age and gender. In addition, pedestrian-related TSC was significantly related to reported pedestrian transgressions, lapses, aggressive behaviors, and positive behaviors after controlling for age, gender, driver's license, and driving experience. Generally, the results were consistent with the expectations: the better that road users (drivers and pedestrians) understand traffic signs, the fewer drivers and pedestrians reported unsafe behaviors (errors and lapses for drivers; transgressions, aggressive behaviors, and lapses for pedestrians), and the more pedestrians reported positive behaviors. This finding can be explained by the fact that as the need of people to understand traffic signs increases, they avoid behaviors that will lead to accidents in traffic. For this reason, it can be predicted that comprehensively introducing children to traffic signs from an early age will contribute positively to road safety.

Regulation of the Ride-sharing Business Model: International Experience and Lessons for Vietnam

Nowadays, sharing economy business models (SEBMs) have taken a very important role in the economy in Vietnam. These models have ameliorated the quality of life by reducing travel costs, increasing the quality of transportation services, and lessening unemployment, especially after the COVID-19 crisis. Among these SEBMs, the ride-sharing business model has many development opportunities. It has appeared in many countries and has efficiently supported economic growth. However, many problems also arise during the development of this model, including worker’s rights, driver licensing, and unfair competition with traditional companies. These issues bring about conflicts in society, especially between ride-sharing companies and traditional taxi companies. Meantime, the old regulation mechanisms have not been suitable with challenges related to this new business model. Thailand, Singapore and the UK are countries that have long-standing legal systems. With experience of management from these countries, this study explains some ride-sharing model issues in Vietnam and suggests some policies, especially on regulations for ride-sharing companies, ride-sharing drivers, and tax liability of these companies.

Driver and Vehicle Licensing Authority “Pockets of Effectiveness” in Ghana’s Public Sector Reforms

Driver and Vehicle Licensing Authority “Pockets of Effectiveness” in Ghana’s Public Sector Reforms

Implementation of Driving License Issuance Policy at Gowa Police Station

A driver's license is proof of the legitimacy of competence, control tools, and police forensic data for someone who has passed the knowledge, ability, and skill test to drive a Ranmor on the road by the requirements specified under the Traffic and Road Transport Act. This study aims to determine the implementation of the policy of issuing a driving license at the Gowa Police Station in terms of resources; and the determinants of the policy implementation of the issuance of a Driving License (SIM in Indonesian) at the Gowa Police. This research method is qualitative with a phenomenological approach. The data sources used primary data through observation and interview instruments which determined nine research informants and secondary data through the review of various documents. The data analysis technique uses an interactive model, namely data collection, data condensation, data presentation, and verification/conclusion. The results of this study indicate that the policy for managing the issuance of SIM at the Gowa Police in terms of resources is not implemented properly, because there are still deficiencies in facilities and infrastructure that can provide a sense of comfort for SIM administrators when receiving services.

The road beyond licensing: the impact of a driver licensing support program on employment outcomes for Aboriginal and Torres Strait Islander Australians

BackgroundWith increasingly tough graduated driver licensing laws in all Australian States and Territories, driver licensing support programs are recognised as being important to support Aboriginal and Torres Strait Islander peoples to obtain a driver licence. Such programs appear to improve licensing attainment rates, but few studies have examined the broader impact that these programs can have. This research aims to 1) examine the impact of a New South Wales (NSW) based driver licensing support program (Driving Change) on client employment outcomes; 2) assess the influence of geographical area of program delivery on driver licence attainment.MethodsDriving Change was delivered from February 2013 to August 2016 in 4 urban and 7 regional Aboriginal communities of NSW. Clients were followed-up at 6 months or more following contact with the program as part of routine program operations. Descriptive statistics and regression models were used to analyse data.ResultsFrom 933 clients contacted 254 agreed to provide feedback, a response rate of 27%. Those that responded were mostly female (57%), aged 24 years and under (72%), unemployed (85%) with secondary education or less (71%) and from a regional area (74%).Adjusted logistic regression indicated that clients who achieved an independent licence were more likely (OR: 2.5, 95% CI: 1.22–5.24, p = 0.011) of reporting a new job or change in job than those who did not attain a licence. Clients from regional areas were more likely (OR: 1.72, 95% CI: 1.27–2.33, p < 0.001) to gain an independent licence than those from urban areas. There was no difference in employment outcomes (OR: 1.2, 95% CI: 0.53–2.52, p = 0.719) for clients from urban compared to regional areas.ConclusionThe Driving Change program appears to be effective in improving employment outcomes for those who gained a licence. Clients from regional areas were more likely to gain a licence compared to those in urban settings, and were predominantly young and unemployed, often a hard to reach cohort. Future licensing programs being delivered in regional areas need integrated pathways into employment opportunities to provide holistic services that address the social and economic challenges faced by Aboriginal and Torres Strait Islander Australians.

Presidential Address: The Next Generation Workforce, A Call to Action

Presidential Address: The Next Generation Workforce, A Call to Action

Socio-demographic characteristics of basic life support course participants in Denmark

BackgroundBystander-initiated basic life support (BLS) plays an important role in improving survival after out-of-hospital cardiac arrest. In 2009, laws mandating BLS course participation when acquiring a driver's licence were implemented in Denmark. The aim of this study was to characterise Danish BLS course participants. MethodsThis study is a Danish, registry-based, follow-up study that examined all Danish BLS course participants from 2016 to 2019. Data concerning BLS course participation were supplied by the major Danish BLS course providers. Socio-economic and healthcare data on all Danish inhabitants were assessed using national registers from Statistics Denmark. ResultsBetween January 1, 2016, and January 1, 2020, 3.6% of the entire adult population of Denmark attended certified BLS courses annually. Since the implementation of a law mandating BLS course participation when acquiring a driver licence in 2009, approximately 44% of the adult population has participated in a BLS course. BLS course participants were commonly younger and healthier than the general population (mean 31.3 years old vs. 51.3 years old, P < 0.001). Furthermore, law-mandated BLS course participants had a lower disposable income (adjusted OR: 0.23; 95% CI: 0.23–0.23; P < 0.001) and were more likely to live in rural areas (adjusted OR: 0.57; 95% CI: 0.57–0.58; P < 0.001). ConclusionIn Denmark, 3.6% of the entire adult population attend certified courses annually. BLS participants are commonly male, younger, healthier, less likely to have small children in the household, and more likely to live in rural areas. Law-mandated BLS course participation prior to acquiring a driver’s licence has been successful in reaching segments of the society that are known to have limited participation.

Undocumented donors: how driver's licenses can help solve the U.S. organ shortage.

In 2013, Illinois enacted a new law (SB 957) to allow undocumented motorists to acquire Temporary Visitor Driver's Licenses (TVDLs). We explored the impact of this legislation on organ donor registration in the state. Using Freedom of Information Act requests, we obtained the Illinois TVDL and general adult driver's license applicant organ donation statistics for the last 3 years from the Illinois Secretary of State. We found that between 2017 and 2019, TVDLs directly resulted in 91,720 newly registered organ donors. This group registered as organ donors at rates significantly higher (p < 0.0001) than the general population. In the 3 years studied, only 7.3% of general driver's license registrants became new organ donor registrants, while TVDL drivers signed up at an average rate of 44.9%. TVDLs resulted in a significant increase in registered organ donors. Similar policies implemented nationwide could increase donor registrations substantially. In addition, this finding among a population largely of Latin American origin may suggest strategies for future organ donor registration efforts globally.

IMPLEMENTASI BLOCKCHAIN UNTUK OPTIMALISASI SISTEM KEAMANAN DOKUMEN TRANSPORTASI PADA SIM DAN STNK

Data security is very important today, because the amount of big data is increasing day by day, forcing every sector to review its security system. The security of SIM and STNK documents is always associated with the authorities. This authority can be public or private. In this country, in the transportation sector, the security of driver's license and vehicle registration documents are given to two private company authorities. Among them are Presprint PI for SIM and High Tech Telesoft for STNK card. Its purpose is to prove the authenticity, availability, and confidentiality of the SIM or STNK holder. However, until now, the security of these documents is still facing obstacles, such as the presence of several individuals who have fake driver's licenses or fake STNKs. Sometimes with the involvement of a particular system manager, the time it takes for the applicant to get a driver's license or STNK card, data management must be secured by one authority. Faced with this situation, to ensure that only qualified people who have the appropriate driving training certificate and have the original driver's license can be allowed to drive the vehicle. System security is optimized through the use of blockchain technology, in data management transparently and without central authority.

Strategic Management Indicators for Sustainable Road Traffic Management

Human is very critical and important asset of any nation. Human security is the prime need. Also, at organizational level, the business success depends on the human efficiency. Hence, strategic management is very important to achieve effective performance. This paper assessed various indicators and attributes of strategic management. However, the limitation of this study was to focus on strategic management used in traffic management used bypublic security sector ofAbu Dhabi. Evaluation involved 29 common attributes of strategic management identified from literature. These were categorized into five indicators aslearning &amp; training; traffic setting; emergency response; road engineering &amp; vehicle safety; and strategiesbeing enforced. Analysis of the data collected through Questionnaire survey with officials involved in traffic management was done with mean score method. Results of the analysis showed that review and develop a driver training program and licensing mechanismis the top ranked attribute in the domain of learning &amp; training. The respondents highlighted effective traffic control in pedestrian and cyclist safety areas and seatbelts as very useful in the indicator traffic setting. Top indicators in the indicator emergency response are development of effective systems for geographical positioning of traffic accidents andspreading a culture of prioritising emergency vehicles in emergency situations. Develop an integrated traffic safety management system (ITSMS) is the most useful attribute related to road engineering &amp; vehicle safety indicator. While in the indicator strategies being enforced, the respondents mentioned that the attribute at top rank is developing smart traffic settings to minimize the accidents.

Traffic dilemma regarding the driver's license return system for elderly drivers: Focusing on convenience and mobility

본 연구는 최근 고령화가 사회적 문제점으로 대두되면서 고령운전자의 교통사고 증가로 운전면허 반납제도에 관한 교통딜레마에 있어 편리성과 이동성을 중심으로 살펴보고자 하는 것이 연구의 목적이다. 운전면허증 반납과 관련된 지원제도는 편리성과 사회성 그리고 복지비 상승을 가져오는 반면, 운전면허증을 반납치 않으면 교통사고 위험성과 이동성을 증가하는 딜레마에 놓일 수 있다는 것이다. 따라서 고령운전자 면허반납에 따른 고령운전자의 사각지대 실태를 살펴보고 교통안전을 위한 정책적 개선방안으로 첫째. 고령운전자 면허반납은 연령에 따른 차별이 가지 않도록 생계형 고령운전자와 자발적 운전면허 반납자 대한 신중한 대처가 필요하다. 둘째, 자발적 운전면허 반납제도를 교통여건이 나은 대도시(광역단위)부터 고령운전자 면허증 반납제도 정책의 적정성에 따라, 농촌도시로 확대해야 하며, 셋째, 생계형 고령운전자에 대한 자격유지검사 의무화와 고령운전자의 교육과 관련하여 인지기능 저하 우려가 없다고 판정되거나 75세 미만이면 해당 교육시간을 단축하고, 넷째, 고령운전자에 대한 사회적 관심과 운전자의 행태가 바뀌어야 한다.

Latino Immigrant Service Provision in Tennessee and Georgia: Provider Perceptions.

Latinos and Latino immigrants are increasingly settling in new immigrant destinations, such as Tennessee and Georgia, that have historically lacked sufficient infrastructure for delivery of culturally and linguistically competent health and social services. This cross-sectional survey study was designed to assess providers' (n = 109) perspectives of the service provision landscape in each state. Descriptive analyses and t-tests (by state) were conducted to explore service concerns, access barriers, and organizational capacity to address concerns and barriers. Among most prevalently reported concerns were income/wages and fear of deportation. Key access barriers included language, lack of driver's license and insurance, and fear of deportation. Most (63%) organizations had sufficient Spanish language proficiency, though building trust was a notable barrier within 58% of organizations. Results provide meaningful data to inform existing strengths and service gaps in two exclusionary policy states. Future research should include perspectives of Latino community members.

Are patients with brain tumours being given timely DVLA advice?

Abstract Aims Over 11,000 patients are diagnosed with a primary brain tumour annually in the UK, with many more being diagnosed with a secondary brain tumour. UK law stipulates that all individuals with a brain tumour must inform the Driver and Vehicle Licensing Agency (DVLA) and may be required to surrender their driving license depending on their specific tumour and symptoms. Despite this guidance, we found that patients continue to arrive at the neuro-oncology clinic without the correct DVLA advice being given. This can potentially lead to patients with brain tumours continuing to drive on the public highway, which poses a severe hazard as the risk of seizures could endanger the public. This retrospective study looks to review what information was provided to patients with brain tumours upon initial diagnosis and determine the adequacy of this; ultimately aiming to improve the quality of information given to future neuro-oncology patients. Method A structured questionnaire was designed, asking patients who have been treated for a brain tumour at the Queen Elizabeth Hospital in Birmingham about any information they received about driving when they were first diagnosed. The questionnaire comprised of 11 questions designed to gather an understanding of what information was given to patients about driving. The study secured local audit approval. 75 patients identified from the weekly neuro-oncology MDT list were contacted. All patients included in this audit were required to stop driving and inform the DVLA about their condition as per the DVLA guidelines. Their responses were collated and analysed. Using this data, we determined if there were inadequacies in the information that was given to these patients about driving, and how this process may be improved in the future. Results 60 patients (80%) possessed driving licenses when first diagnosed and 17% of these (n=10) were not told to stop driving; 8 of whom were diagnosed in primary/secondary care. 39 patients (65%) were first diagnosed in primary/secondary care, however, only 21% of these (n=8) were told to stop driving by primary/secondary care consultants. The remaining 31 patients (81%) were only told to stop driving after referral to tertiary care, by consultant neurosurgeons at the Queen Elizabeth Hospital. Conversely, of the 12 patients first diagnosed at the Queen Elizabeth Hospital, 85% were told to stop driving at diagnosis, suggesting a notable difference in informing patients between primary/secondary care and tertiary care. Patients also commented on the quality of the information received, as 10 individuals (21%) mentioned needing more information about getting their license back, and 5 individuals (11%) mentioning being given conflicting or incorrect information from different members of the MDT. Conclusion The results show that in practice, there are inconsistencies about mandatory DVLA advice which should be clearly provided to patients with a new diagnosis of a brain tumour. Only 78% of patients were told to stop driving at diagnosis, suggesting that the remainder could be liable to continue driving despite their diagnosis. Furthermore, many patients diagnosed in primary/secondary care are not being told to stop driving until after referral to tertiary care which can take weeks, causing delays in them being given this information, which can pose risks to themselves and the public. These delays may be alleviated by giving patients a simplified resource when they are first diagnosed which clearly explains the driving rules. We therefore propose developing a one-page resource based on DVLA guidance and distributing this to patients and referring healthcare professionals at first diagnosis. A subsequent re-audit can evaluate if this intervention improves the current situation.

Measuring structural xenophobia: US State immigration policy climates over ten years

There is an increasing need to understand the structural drivers of immigrant health inequities, including xenophobic and racist policies at the state level in the United States. Databases aggregate state policies related to immigration and research using single year indices examines state policy and immigrant health. Yet none of these sources use a theoretically informed social determinants of immigrant health approach to consider state environments longitudinally, include both exclusionary and inclusionary policies, and are relevant to immigrants from any region of the world or ethnic group. Using an established social determinants of immigrant health framework, a measure of structural xenophobia was created using fourteen policies across five domains: access to public health benefits, higher education, labor and employment, driver's licenses and identification, and immigration enforcement over a ten-year period (2009–2019). To create the Immigration Policy Climate (IPC) index, we used data from state legislatures as well as policy databases from foundations, advocacy organizations, and scholarly articles. We identified and coded 714 US state policies across the 50 US States and the District of Columbia from 2009 to 2019. We calculated annual IPC index scores (range: 12 – 12) as a continuous measure (negative scores: exclusionary; positive scores: inclusionary). Results show that the US has an exclusionary immigration policy climate at the state-level (mean IPC score of −2.5). From 2009 to 2019, two-thirds of state-level immigration policies are exclusionary towards immigrants. About 75% of states experienced a 4-point change or less on the IPC index, and no state changed from largely exclusive to largely inclusive. By aggregating comprehensive, detailed data and a measure of state-level immigration policies over time, the IPC index provides population health researchers with rigorous evidence with which to assess structural xenophobia and an opportunity for longitudinal research on health inequities and immigrant health.

A case report of Carotid Blow-Out Syndrome whilst driving: A cautionary reminder of the Driver and Vehicle Licensing Agency (DVLA) regulations

Carotid Blow-Out Syndrome (CBS) is a life-threatening complication of head and neck cancer. We report the case of a patient who suffered a fatal haemorrhage whilst driving, review the law and role of healthcare professionals in preventing such events.

All in One Card: A Knowledgeable Tool

Almost a decade ago, we could all have heard of the smart card and its role in the financial sector, especially for retail transactions. The smart card provides special security compared to normal monetary transactions. But its implementation in the case of retail payments has not been as popular. But it was really useful in the area of transit payments and personal identification. But some other sectors, such as mobile telecommunications, found this more useful and began using them in mobile phones as subscriber identification modules (SIMs). But in today's world, people need to carry different cards like PAN cards, driver's licenses, Aadhaar cards, etc., which makes people more uncomfortable as they have to carry different cards at the same time.