Accident Involvement Research Articles

Pedestrians’ behaviour in cross walks: The effects of fear of falling and age

Pedestrians are exposed to risks when crossing roads in urban areas. The crossing behaviour of pedestrians was studied as a factor contributing to their exposure to risks on the road and to their involvement in road accidents. This work explores two specific aspects of crossing behaviour: crossing speed and head pitches—the proportion of time pedestrians point their heads down (rather than towards the traffic) when crossing a road. The last one is used as an indicator of the (lack of) attention to cross-traffic. We also explored the possible effect of fear of falling (FOF) among pedestrians, as it might be associated with slow walking, less attention to cross traffic, and more attention to the pavement and their footsteps. This paper reports on a field study that combined an observatory technique with short survey. 203 pedestrians in two sites (signalised and unsignalised crosswalks) were video recorded while crossing the road. The FOF of pedestrians and other measures of pedestrian behaviour at crosswalks were revealed by means of questionnaire. Age and gender had the most significant effects on crossing speed, and FOF had a significant effect on the proportion of downward head pitches during crossing.

Exposure-based assessment of the effectiveness of Michigan’s graduated driver licensing nighttime driving restriction

The objective of the study is to assess the effectiveness of Michigan’s graduated driver licensing (GDL) program in terms of nighttime driving restriction. The research uses the quasi-induced exposure technique to capture and represent the exposure and accident risk change of the impacted driver groups due to the implementation of the GDL program. Six years of Michigan accident data were used, including three years before the GDL implementation and three years after. The effectiveness of Michigan’s GDL program in terms of nighttime driving is reflected in several dimensions: for the impacted drivers (16- and 17-year-olds), there is a significant reduction of exposure compared to the reference group and a decrease in the relative accident involvement ratio (thus a reduced accident risk); and examination of time of day distributions of impacted teenage drivers shows that there is a conspicuous percentage drop of impacted teenage drivers at the point where the nighttime curfew starts. With the implementation of the GDL program, the affected group tends to drive increasingly more in the several hours prior to the restricted time period to avoid violating the curfew law. As opposed to the traditional exposure measurements such as population or licensed drivers, quasi-induced exposure technique has the capability of depicting the accident propensity and quantifying exposure change from different age groups.

Risk factors for injury accidents among moped and motorcycle riders

ObjectiveTo study and quantify the effect of factors related to the riders of powered two-wheelers on the risk of injury accident involvement. MethodologyBased on national data held by the police from 1996 to 2005, we conducted a case–control study with responsibility for the accident as the event of interest. We estimated the odds ratios for accident responsibility. Making the hypothesis that the non-responsible riders in the study are representative of all the riders on the road, we thus identified risk factors for being responsible for injury accidents. The studied factors are age, gender, helmet wearing, alcohol consumption, validity of the subject's driving licence and for how long it has been held, the trip purpose and the presence of a passenger on the vehicle. Moped and motorcycle riders are analyzed separately, adjusting for the main characteristics of the accident. ResultsFor both moped and motorcycle riders, being male, not wearing a helmet, exceeding the legal limit for alcohol and travelling for leisure purposes increased the risk of accident involvement. The youngest and oldest users had a greater risk of accident involvement. The largest risk factor was alcohol, and we identified a dose–effect relationship between alcohol consumption and accident risk, with an estimated odds ratio of over 10 for motorcycle and moped riders with a BAC of 2g/l or over. Among motorcycle users, riders without a licence had twice the risk of being involved in an accident than those holding a valid licence. However, the number of years the rider had held a licence reduced the risk of accident involvement. One difference between moped and motorcycle riders involved the presence of a passenger on the vehicle: while carrying a passenger increased the risk of being responsible for the accident among moped riders, it protected against this risk among motorcycle riders. ConclusionThis analysis of responsibility has identified the major factors contributing to excess risk of injury accidents, some of which could be targeted by prevention programmes.

Accident Rates for Drug-Dependent Patients in Treatment for Substance Dependence: A Pilot Trial

Objectives: To analyze accident rates among drug-dependent patients before and after treatment for substance dependence. Methods: Self-reported lifetime data and data from the year prior to the start of treatment were analyzed from a cohort including 53 drug-dependent patients, 48 men and 5 women, who had started treatment for substance dependence in an outpatient treatment center in Valladolid, Spain. We also obtained prospective information about treatment dropout and accident rates in the 3-month follow-up period after the start of drug-dependency treatment. Results: Twenty-two percent of drug-dependent patients had an accident in the year prior to starting treatment, and 64.2 percent had an accident in his or her lifetime. Road traffic accidents were the most frequent, with 11.3 percent of patients reporting at least one in the prior year and 45.3 percent reporting at least one road traffic accident in his or her lifetime. Furthermore, drug-dependent patients were frequently under the influence of drugs when driving (13.2%), as well as when performing dangerous activities at work (11.3%), at home (9.4%), and during sporting activities (5.7%) in the year prior to starting treatment. Of the 30 patients who were still undergoing treatment after 3 months, 2 had had accidents during this period (6.6%), one occurring at work and the other at home. Conclusions: Accident involvement, and especially involvement in road traffic accidents, was common among drug-dependent patients. Many accidents occurred in the year prior to treatment initiation. Furthermore, drug-dependent patients often undertook risky activities while under the influence of drugs. There is a need to implement accident prevention strategies, especially strategies that target road traffic accidents, in treatment programs for drug-dependent patients.

Drinking and driving, and alcohol drinking patterns in Argentinean drivers

One of the most important human risk factors for road traffic crashes is alcohol consumption. The relationship between acute alcohol consumption and road traffic crashes has been much studied, nevertheless,...

Commercial driver accident research survey

BackgroundRoad traffic incidents (RTIs) are on the rise in Pakistan with a disproportionately higher number of accidents involving commercial vehicles.ObjectivesTo estimate the prevalence of driver related causes potentially contributing to...

Driving behaviour, driver style and road traffic accidents among young medical group

Road traffic accidents (RTAs) are increasingly being recognised as a growing public health problem. In Egypt, RTAs constitute 45% of all injury mortalities. The main objective of the study was...

Who by Accident? The Social Morphology of Car Accidents

Prior studies in the sociology of accidents have shown that different social groups have different rates of accident involvement. This study extends those studies by implementing Bourdieu's relational perspective of social space to systematically explore the homology between drivers' social characteristics and their involvement in specific types of motor vehicle accident. Using a large database that merges official Israeli road-accident records with socioeconomic data from two censuses, this research maps the social order of road accidents through multiple correspondence analysis. Extending prior studies, the results show that different social groups indeed tend to be involved in motor vehicle accidents of different types and severity. For example, we find that drivers from low socioeconomic backgrounds are overinvolved in severe accidents with fatal outcomes. The new findings reported here shed light on the social regularity of road accidents and expose new facets in the social organization of death.

Risk factors contributing to road traffic crashes in a fast developing country: the neglected health problem

AimThe main objective of this study was to explore the patterns of road traffic crashes (RTCs) among drivers in Qatar and examine the contributing factors involved with road traffic crashes.DesignThis...

Road Safety Research in China: Review and Appraisal

Objective: This study explored two major problems of China's traffic and reviewed the human factors research in road safety published in Chinese journals. Methods: A comprehensive search of Chinese journals related to road safety was conducted. Forty-three studies were found and reviewed in this article. Results: One problem is pedestrians and bicyclists crossing streets and their interactions with vehicle drivers. The other is aggressive driving, such as frequently changing lanes, tailgating, moving forward, and obstructing the path of others. All the reviewed studies were classified into 4 categories according to the research topics: driver capacity, driving style, driver fatigue, and traffic accidents. Driver capacity research studied Chinese drivers’ physical and mental abilities, including information processing, vision, reaction, attention distribution, and mental workload, and their differences between accident and non-accident drivers. Driving style research explored the influence of drivers’ personality traits, psychological stress, temperament types, and mood on their behavior and accident involvement. It was found that accident and non-accident drivers were significantly different in sympathy, perseverance, aggressiveness, cooperativeness, and anxiety. In studies of driver fatigue, researchers investigated the impact of driving time, time of a day, road environment, age, and driving experience on drivers’ capacities and performance. The characteristics of China's traffic accidents and road alignment of accident-prone roads were analyzed in the traffic accident research. Conclusions: We determined the gap between existing research and the two salient problems of China's traffic and pointed out directions for future research.

Statins and the “Healthy User Bias” in Cardiac Surgery

Statins and the “Healthy User Bias” in Cardiac Surgery

Behavior and lifestyle characteristics of male Kuwaiti drivers

Introduction: The high traffic accident risk among young drivers is a well-known and well-documented fact in most countries. Lifestyle has proven to affect driving behavior as well as accident risk. This study covers the lifestyle component of the problems related to young male Kuwaiti drivers’ accident risk. Methods: The purpose of the study is to measure the relationship between lifestyle and accident risk. Lifestyle is measured through a questionnaire, where 302 male Kuwaiti drivers (mean age = 28 years; range 25-35 years) answer 39 questions related to behavioral and social factors, road conditions, police enforcement, and life satisfaction. They also report their involvement in accidents and traffic violations. Results: The questionnaire's validity and reliability (Cronbach's alpha = 0.7) were achieved. Principal component analysis reduced the 39 items on the questionnaire to 5 factors. Inadequate police enforcement is strongly correlated (r = 0.862) to accident risk and traffic violations and is thus considered the best predictor of traffic accidents in Kuwait. Impact on Industry: As driving-related incidents (on-the-job and off-the-job) are a significant source of fatalities and lost-work-days, the study points to the importance of considering cultural factors in the design of comprehensive safety programs for industry.

Symmetric Relationship Between Self and Others in Aggressive Driving Across Gender and Countries

Objective: It was hypothesized that the combination of self-reported aggressive behaviors committed by the driver himself/herself (“self” scale) and perceiving himself/herself as an object of other drivers’ aggressive acts (“other” scale) increases road accident involvement risk across gender and countries. The aim of this study was, therefore, to investigate this symmetric relationship between aggressive driving of self and other and its relationship on accident involvement among British, Dutch, Finnish, and Turkish drivers. Methods: Survey studies of 3673 drivers were carried out in four countries; that is in Finland, Great Britain, The Netherlands, and Turkey. Analyses were conducted separately for men and women. Results: Overall, the interaction among aggressive warnings, hostile aggression, and revenge factors indicated that aggressive warnings might have a potential to release anger and escalate aggression both “within drivers” and “between drivers.” Symmetric interpersonal aggression between aggressive warnings and hostile aggression and revenge factors of self and others created a serious risk for road accident involvement in every country except among British male and Finnish female drivers. Conclusions: The other driver's aggressive behavior is significantly associated with increased accidents, except for Turkish male drivers. It seems that another driver's aggressive behavior can be important in predicting crashes—even more important than aggressive behavior on the part of the driver him- or herself.

Young novice driver subtypes: Relationship to driving violations, errors and lapses

The present study aimed to identify, in a large Italian sample of young, novice drivers, specific subtypes of drivers on the basis of combinations of self-reported personality traits (i.e., driving anger, anxiety, angry hostility, excitement-seeking, altruism, normlessness and driving locus of control) and to evaluate their high-risk driving behaviors not only in terms of traffic rule violations and risk-taking behaviors, but also in terms of driving errors and lapses as measured by the Manchester Driver Behavior Questionnaire. Participants were 1008 high school students between the ages of 18 and 23 years, with valid driver's licenses. On the basis of a cluster analysis of the personality variables, three easily interpretable driver subgroups were identified (risky drivers, worried drivers and careful drivers) that differed on self-reported accident involvement, attitudes toward traffic safety and risk perception, as well as on driving violations, errors, and lapses. The inclusion of internal and external driving locus of control, variables not previously considered in similar cluster studies, provided a relevant contribution to the final cluster solution. Further, the use of the Driving Behavior Questionnaire permitted the differentiation between deliberate deviations from safe driving practices and mistakes due to misjudgments or lapses in attention. This distinction was critical for understanding the behavior of each of the three identified subgroups of drivers, and for planning interventions to promote safe driving.

Self-report measures of distractibility as correlates of simulated driving performance

The present study investigated the relationship between self-reported measures pertaining to attention difficulties and simulated driving performance while distracted. Thirty-six licensed drivers participated in a simulator driving task while engaged in a cell phone conversation. The participants completed questionnaires assessing their tendency toward boredom, cognitive failures, and behaviors associated with attention deficit and hyperactivity. Scores on these measures were significantly correlated with various driving outcomes (e.g., speed, lane maintenance, reaction time). Significant relationships were also found between one aspect of boredom proneness (i.e., inability to generate interest or concentrate) and self-reports of past driving behavior (moving violations). The current study may aid in the understanding of how individual differences in driver distractibility may contribute to unsafe driving behaviors and accident involvement. Additionally, such measures may assist in the identification of individuals at risk for committing driving errors due to being easily distracted. The benefits and limitations of conducting and interpreting simulation research are discussed.

Social desirability effects in driver behavior inventories

Problem The use of lie scales to control for common method variance in driver behavior inventories has been very limited. Given that such questionnaires often use self-reported safety variables as criteria, and have social implications, the risk of artefactual associations is high. Method A questionnaire containing scales from several well known driver inventories that have been claimed to predict traffic accident involvement was distributed three times to a group of young drivers in a driver education program, as well as a random group twice. The Driver Impression Management scale (DIM) was used to control for socially desirable responding. Results For all behavior scales, the correlation with the DIM scale was substantial. If a scale correlated with self-reported crashes, the amount of predictive power was more than halved when social desirability was controlled for. Results were similar for both samples and all waves. The predictive power of the behavior scales was not increased when values were averaged over questionnaire waves, as should have been the case if the measurement and predictive power were valid. Results were similar for self-reported penalty points. The present results indicate that even the most well-known and accepted psychometric scales used in driver research are susceptible to social desirability bias. Discussion As social desirability is only one of a number of common method variance mechanisms that can create artefactual associations, and the great popularity of the self-report methodology, the problem for traffic research is grave. Impact on industry Organizations that fund traffic safety research need to re-evaluate their policies regarding what methods are acceptable. The use of self-reported independent and dependent variables can lead to directly misleading results, with negative effects on traffic safety.

Retrospective Analysis of Long‐term Lipid Apheresis at a Single Center

We retrospectively analyzed 10 906 lipid apheresis sessions (heparin-induced lipoprotein precipitation, direct adsorption of lipoproteins, double filtration plasmapheresis, dextran sulfate adsorption, and immunoadsorption) in 38 patients who were consecutively treated in our department during the last 20 years. The incidences of major cardiovascular events (MACE) (death, cerebrovascular accident, myocardial infarction, limb amputation, and renal vascular involvement) were taken separately as primary end-points or as a combined end-point. The time-course of secondary end-points (coronary and extracranial status of arteries, left ventricular function, occlusive artery disease, and calculated glomerular filtration rate [cGFR]) were also evaluated, as well as the extent of the reduction in plasma lipids and lipoproteins and the incidence of therapy associated side-effects. MACE decreased from 7.02% events per patient per year at the start of lipid apheresis to 1.17% during lipid apheresis and the rate of myocardial revascularization decreased from 22.8% to 3.8% per patient per year. Classical (diabetes mellitus, arterial hypertension, and smoking history), as well as novel risk factors (cGFR < 60 mL/min, statin withdrawal, mixed hyperlipoproteinemia, and elevated lipoprotein (a)) were associated with an elevated risk for MACE. All applied methods had comparable effects. All lipid apheresis methods proved to be safe and suitable for long-term treatment. The present data demonstrate that treatment with lipid apheresis is very effective and leads to long-term reduction in cardiovascular mortality and morbidity.

Heavy vehicle age and road safety

As a result of the importance of commercial motor vehicle transport internationally, much literature has concentrated on improving our understanding of the factors that influence commercial vehicle accident occurrence and severity. However, vehicle age, an important factor in practice, has been largely overlooked. In the present study the effects of vehicle age on road safety are investigated through accident rates and severity indices for vehicles of different age classes, using detailed reports for more than 13 000 accidents in Greece. Findings suggest that older vehicles have a 4·5 times higher accident involvement probability in comparison with newer vehicles, while accidents involving older vehicles have a four times higher probability of resulting in a fatality. Further analysis suggests that the mean per capita cost to tax payers from commercial vehicle accidents surpasses €100 per year, more than half of which is attributed to older vehicles. Measures to mitigate the problem are suggested.

Are badgers ‘Under The Weather’? Direct and indirect impacts of climate variation on European badger (Meles meles) population dynamics

AbstractWeather conditions, and how they in turn define and characterize regional climatic conditions, are a primary limit on global species diversity and distribution, and increasing variability in global and regional climates have significant implications for species and habitat conservation. A Capture–Mark–Recapture study revealed that badger (Meles meles) life history parameters interact in complicated ways with annual variability in the seasonality of temperature and rainfall, both in absolute and in phenological terms. A strong predictive relationship was observed between survival and both temperature and late‐summer rainfall. This link at the population dynamics level was related to individual body‐weight increases observed between summer and autumn. In addition, fecundity was correlated with spring rainfall and temperature. We investigated and confirmed that relationships were consistent with observed variation in the intensity of a parasitic infection. Finally, fecundity during any given year correlated with conditions in the preceding autumn. Badger survival also correlated with late winter weather conditions. This period is critical for badgers insofar as it coincides with their peak involvement in road traffic accidents (RTAs). RTA rate during this period was linked strongly to temperature, underlining the intricate ways in which a changing climate might interact with anthropogenic agents to influence species' population processes. Equinoctial conditions produced significant population driver effects. That is, while summers will always be relatively warm compared with winters, spring and autumn weather can be more variable and functionally delimit the ‘productive’ vs. nonproductive period of the year in terms of badger behavioural and physiological cycles. This study highlights how appropriately informed conservation strategies, mindful of trends in climatic conditions, will become ever‐more essential to ensure the survival of many species globally.

Cycling to work in Brazil: Users profile, risk behaviors, and traffic accident occurrence

In 2006, we carried out a cross-sectional study in the urban area of Pelotas, Southern Brazil, with the aim of outlining the profile of bicycle commuters, analyzing their use of safety equipment and risk behaviors and the association between these variables and involvement in traffic accidents in the previous 12 months. This study was based on the baseline survey carried out prior to an educational intervention aimed at reducing accidents among cyclists. The sample included 1133 male subjects aged 20 years or more, and who used a bicycle for commuting. Crude and adjusted analyses were carried out using Poisson regression. We recorded a total of 152 reported traffic accidents in the 12 months preceding the interview, involving 10.8% of subjects. Most risk behaviors studied and the use of safety equipment showed no significant association with accidents. Only commuting by bicycle seven days per week, as opposed to five or six, and a combination of extremely imprudent behaviors such as zigzagging through traffic, riding after ingesting alcohol, and high-speed riding were found to be risk factors for accidents. Our findings suggest that in the context where the study was done (poor road signaling, limited policing, aggressive driving) changing cyclist behavior may not have substantial impact in terms of accident reduction before other road traffic interventions are implemented.