Driver Program Research Articles

A data mining approach to deriving safety policy implications for taxi drivers

Introduction: Traffic safety issues associated with taxis are important because the frequency of taxi crashes is significantly higher than that of other vehicle types. The purpose of this study is to derive safety implications to be used for developing policies to enhance taxi safety based on analyzing intrinsic characteristics underlying the cause of traffic accidents. Method: An in-depth questionnaire survey was conducted to collect a set of useful data representing the intrinsic characteristics. A total of 781 corporate taxi drivers participated in the survey in Korea. The proposed analysis methodology consists of two-stage data mining techniques, including a random forest method, with data that represents the working condition and welfare environment of taxi drivers. In the first stage, the drivers’ intrinsic characteristics were derived to classify four types of taxi drivers: unspecified normal, work-life balanced, overstressed, and work-oriented. Next, priority was determined for classifying high-risk taxi drivers based on factors derived from the first analysis. Results: The derived policies can be categorized into three groups: ‘the development of new policies,’ ‘the improvement of existing policies,’ and ‘the elimination of negative factors.’ Establishing a driving capability evaluation system for elderly drivers, developing mental health management programs for taxi drivers, and inspecting the taxi's internal conditions were proposed as new policies. Improving the driver's wage system, supporting the improvement of rest facilities, and supporting the installation of security devices for protecting taxi drivers are methods for improving existing policies to reinforce the traffic safety of taxi drivers. Last, restricting overtime work for taxi drivers was proposed as a policy to eliminate negative factors for improving taxi traffic safety. Practical Applications: It is expected that by devising effective policies using the policy implications suggested in this study, taxi traffic accidents can be prevented and the quality of life of taxi drivers can be improved.

Возможности и перспективы модификации курса «Психофизиологические основы деятельности водителя» в системе дополнительного образования

This theoretical article is aimed at highlighting the problem associated with the training of drivers in the system of additional education (driving schools). The analysis of international experience in the development of educational programs for training drivers of various categories is presented. We consider a learning model called GDE Matrix, which has become the basis for multi-level educational programs for the training of both drivers and teachers of educational centers/driving schools in the different countries of the world. It is shown why in the programs of education of drivers in different countries of the world an emphasis is placed on purposeful psychological and pedagogical influence, which has the goal of forming an adequate assessment of oneself as a driver. The necessity of modifying the course “Psychophysiological foundations of the driver's activity” is substantiated, the possibilities and prospects of using additional interactive modules, including the study of risk factors of the transport environment for the formation of safe behavior of novice drivers.

Exploring the Student’s Perceptions on Safety Aspects of the University of Nizwa Bus Service in Oman

The crashes of educational institutions buses have become common and posing a serious risk to students’ lives in Oman. There are many reasons for the increasing bus crashes including driver’s risk-taking behavior and non-compliance with traffic laws. This study aims to assess the safety aspects of the University of Nizwa bus service considering the perceptions of its students. A questionnaire was designed, and the student’s perceptions were asked on driving attitudes, styles and norms, and some other selected attributes of bus service safety. The total collected samples were 350. Almost 30% of the students have experienced a crash while traveling on the bus. Student’s perceptions showed that speeding and cell phone usage are the main reasons for the bus crashes as drivers frequently use cell phone and exceed the speed limits. Some students believed that the age and experience of the drivers influence their driving behavior and crash propensity. Bus service reliability and comfort, driver’s driving habits, norms, and compliance with traffic signs are underlying factors of student’s intentions to use the bus service in the future. Strict enforcement related to the use of cell phone and exceeding the speed limits and proper compliance of drivers with traffic rules would help in improving the safety of bus service. The educational institutions should develop a clear safety policy regarding the hiring of drivers for buses and monitoring of their behavior during driving. There is also a need to initiate special training and awareness programs for the bus drivers of educational institutions.

Effectiveness of a pre-licensing driver education program on five psycho-social factors over twelve months

A pre and post (1, 4, and 9–12 months follow up) survey of psychosocial variables was used to examine the effect of a compulsory pre-licence driver education program for drivers aged 16–20 years, in the Australian Capital Territory. While the final survey was collected by telephone, all other surveys were completed online. Two-way mixed ANOVAs revealed that sensation seeking and optimism bias increased over time while illusionary invulnerability and differential association fell. Participants perceived driving as more risky 9–12 months after completing the course compared to their views prior to the course. These results suggest that the program may have a limited effect on these five psychosocial factors over time. Policy makers may need to carefully consider the reasons for providing driver education, the optimal time during the licensing process to provide this education, and the financial and social costs of doing so.

The effectiveness of alternative transportation programs in reducing impaired driving: A literature review and synthesis

Introduction: Studies have shown that approximately half of arrested intoxicated drivers had their last alcoholic drink at a licensed bar or restaurant. Current efforts to prevent intoxicated patrons from leaving licensed establishments and driving home have been only partially successful. Since a high proportion of drinkers drive to their drinking destination, promoting the use of alternative transportation (AT) – including safe ride shuttles, free or subsidized taxi and ridesharing services, voluntary or paid designated driver programs, and more accessible public transportation – is an important strategy for preventing impaired driving. The primary goal of this study was to review and synthesize the findings of research studies designed to test the effectiveness of AT programs in reducing alcohol-impaired driving. A secondary goal was to report if using AT has led to any unintended consequences, in particular greater alcohol consumption. Method: We identified relevant academic articles, new articles, government reports, and other documents (English only) through the University of Chicago library, Google Scholar, and Google Search. We also included published articles recommended by peers. Key search terms included: alternative transportation; safe rides; designated driver; alcohol-impaired driving; alcohol consumption, cost effectiveness; and reduce drunk driving. Initially, we identified 168 potentially relevant sources, of which only 57 were academic articles. After a thorough review, we narrowed down the number of relevant articles to 125 including some background articles and government reports. Results: Some AT programs produced reductions in one or more of the following outcomes: (1) impaired driving; (2) impaired driving crashes; (3) driving under the influence (DUI) arrests; and (4) traffic crashes in general, but others were not shown to be effective. A few programs resulted in greater self-reported alcohol use, but there were no significant findings indicating that drinking when using AT led to an increase in alcohol-related harms such as public intoxication, assaults, or other alcohol-related crime. Of the studies that conducted a cost-benefit analysis, most showed that AT programs yielded a positive benefit, but these studies did not include a sufficient number of variables to be considered true cost-benefit analyses. Conclusions: There is mixed evidence regarding the effectiveness of AT programs. Evaluations with more rigorous quasi-experimental and experimental designs are needed to identify which types of AT programs work best for different types of communities and target groups. Practical Applications: The literature review and synthesis revealed that the most successful AT programs typically have some of these attributes: (1) social acceptance; (2) high level of public awareness; (3) low cost; (4) year-round availability; (5) provide rides to and from drinking venues; (6) several sponsors that provide funding); (7) user convenience; and (8) perceived safety.

Core Competencies of Truck Drivers Responding to Emergencies during Transportation of Hazardous Materials.

Background.Hazardous material (HAZMAT) transportation drivers are responsible for safe delivery of consignments and face multiple challenges carrying out their duties. Drivers are also the first to respond to emergencies and accidents.Objectives.The purpose of the present study was to identify the essential competencies needed by HAZMAT transportation drivers to deal with emergencies.Methods.Three rounds of focus groups were conducted using expert panels comprised of HAZMAT specialists, health, safety and emergency representatives, security experts and transportation advisors from June to July 2019. The panel discussed competencies, gathered from a literature review, for emergency responders.Results.The panel identified six (6) core and 23 sub-competencies of HAZMAT drivers. This is the first study in low- and middle-income countries (LMIC) to identify core competencies of HAZMAT truck drivers.Conclusions.The integration of these competencies into a development and training program for drivers will better enable drivers to handle emergencies in an efficient and effective manner.Participant Consent.ObtainedEthics Approval.The Graduate Advisory Committee of Comsats University approved study protocols.Participant Consent.ObtainedCompeting Interests.The authors declare no competing financial interests.

A Volunteer Program in Maine to Transport Community Members to Health Care Appointments.

Transportation to health care appointments is a well-known barrier for many people, especially people living in rural areas. At the Kennebec Valley Community Action Program (KVCAP), 1 of 8 regional transportation centers in Maine, a robust volunteer program consisting of 93 drivers complements a staff of 45 drivers and 23 office staff members. The volunteers drive approximately 5 to 40 hours per week and have served for an average 4.4 years (range, 1–26 y); their ages range from 23 to 88. The volunteer driver program consists of a volunteer coordinator who communicates with volunteers; staff members who schedule rides; a software application (app) that serves as an interface between the agency and the volunteers as they drive clients to and from medical and social service appointments; regular training; recognition events; and incentives. Most clients have no other transportation option and indicated in informal surveys conducted by KVCAP that they would not attend appointments if the volunteer program were not available. In rural settings, volunteer driving networks provide a viable model to help meet the transportation needs of the population. Recruitment and retention of volunteers is an ongoing effort.

Training program for car drivers regarding first aid of road traffic accident at Sohag University

Training program for car drivers regarding first aid of road traffic accident at Sohag University

810-P: A Behaviorally-Enriched Diabetes Prevention Program for a State Employee Driver Population

Objective: Transportation workers, including drivers, are at high risk of developing diabetes but are a challenging workforce to reach for public health initiatives. We evaluated an innovative, culturally-tailored Diabetes Prevention Program (DPP) designed to strengthen driver behavioral engagement and program outcomes as part of a collaboration with the CT State Employer and the drivers’ Labor Union. The DPP included behavior and psychosocial assessments and health coaching to meet ADA Psychosocial Care Guideline recommendations. Methods: Outcomes were: program attendance, weight loss, and physical activity level. Drivers (N=117) attended informational sessions, completed DPP screening, and signed up for a 1-year DPP at 11 work sites. Standard DPP group education was enriched with group and individual health coaching sessions that targeted behavioral and psychosocial barriers. Health coaches (N=3) developed customized educational resources and used validated behavior and psychosocial barriers assessments. Results: Participants (N=98, 84% of enrolled) were: 97.8% male, mean age=49.0±8.9 yrs., baseline weight=245±48.6 lbs., gender 95% male, race 76% White, Ethnicity 13.6% Latino. One year results showed: mean attendance=70.8% ≥ 22 sessions and N=418 coaching sessions using individual driver behavior and psychosocial diagnostic results to compliment DPP group work. Behavior and psychosocial assessments completed were: Health literacy N=86, Self-management (Meal plan, Physical activity) N=77, Behavioral health N=80, Bodily pain N=83, Poor sleep N=92. Mean weight loss=14.0±11.5 lbs. with 63.3% achieving ≥5% body weight, and 89.8% ≥150 min/week of physical activity. Mean HbA1c improved from 5.7%±0.8 to 5.3%±0.6. Conclusions: Drivers with challenging work schedules at high risk of developing diabetes were strongly engaged in a tailored, behaviorally-focused, enriched DPP that showed strong weight loss and physical activity improvements at the end of the one year DPP. Disclosure G. Welch: Stock/Shareholder; Self; Silver Fern Healthcare LLC. S.M. Downs: Employee; Self; WellSpark Health. M. Videtto: None. A.M. Griswold: None.

Feasibility of cardiovascular risk and sleep health screening in the transport industry

IntroductionMotor vehicle crashes (MVCs) and cardiovascular disease account for the majority of workplace fatalities in the transport industry. This study evaluates the feasibility of a health education and screening program for commercial drivers in the transport industry, assesses its impact on workplace injuries, and determines risk factors for MVCs. MethodsAustralian commercial drivers (N = 3873) were educated on, and assessed for sleep disorders, cardiovascular risk factors, and self-reported MVCs and driving hours. Recommendations were provided to follow-up medical conditions, if required. In a subsample, injury rates 12-months before and after the program were evaluated. The health program was conducted between 2003 and 2005. Data was accessed in 2011, and statistical analysis completed between 2011 and 2018. ResultsAlmost half (48.67%, 95% CI = 45.48–51.86) of participants were referred for follow-up, with 59% (56.77–61.23) attending follow-up. Ten percent had hypertension (10.07%, 8.50–11.64), 25.89% (23.14–28.63) had high-risk of obstructive sleep apnoea (OSA) and 13.99% (12.47–15.51) had excessive sleepiness. MVC risk increased in drivers self-reporting a fear of falling asleep while driving (AOR = 2.32, CI = 1.37–3.93), sleepiness (AOR = 2.42, CI = 1.58–3.70) and short sleep (AOR = 1.74, CI = 1.10–2.74). Extended driving hours were associated with obesity (OR = 1.006, CI = 1.002–1.010) and hypertension (OR = 1.009, CI = 1.003–1.015). A 17% reduction in workplace injuries was observed post-program participation. ConclusionsCardiovascular risk factors and OSA were prevalent in drivers. Sleepiness was common and increased MVC risk, while extended driving hours were associated with an elevated cardiovascular risk profile. Compliance with medical follow-up was modest, but the reduced injury rates post-participation highlights the positive impact of health education and screening in this high-risk population.

What is the difference between perceived and actual risk ofdistracted driving? A field study on a real highway.

Distracted driving is a leading cause of traffic accidents. It is influenced by driver attitude toward secondary tasks; however, field-based studies on the effects of low-perceived-risk tasks on lateral driving have rarely been reported. A total of 17 experienced non-professional drivers were recruited to participate in two secondary tasks: a cognitive experiment (conversation) and a visual distraction experiment (observation of following vehicles), each representing low-perceived-risk secondary tasks. One-way analysis of variance (ANOVA) was conducted to evaluate the effects of low-perceived-risk tasks on lateral driving performance. ANOVA results indicated that compared with baseline (no task) lateral performance, lane-keeping ability was enhanced during cognitive distractions. In the visual distraction experiment, more than 50% of the distractions required 1–2 s. Lane deviation and its growth rate increased with the duration of distraction. Compared with cognitive distraction, lane deviation increased significantly with visual distraction, and lane-keeping performance was seriously impaired. For low-perceived-risk tasks, visual distractions impaired driving safety more seriously, compared with cognitive distractions, suggesting that drivers misjudge the risks associated with visual tasks. These results can contribute to the design of advanced driving-assistance systems and improve professional driver programs, potentially reducing the frequency of traffic accidents caused by distracted driving.

Experiences and opinions of Danish livestock drivers transporting sows regarding fitness for transport and management choices relevant for animal welfare.

Including Denmark, modern pig production typically involves annual culling rates close to 50%. One important professional group in this process are livestock drivers transporting the animals to slaughter. By use of oral interviews, we aimed to describe experiences and opinions of Danish livestock drivers transporting sows, regarding fitness for transport and management choices relevant for animal welfare. All livestock drivers (N = 30) associated with a large slaughterhouse in Denmark accepting sows were approached in person, after having unloaded sows, and asked questions by an interviewer. A total of 22 livestock drivers (73%) answered all questions, constituting of a heterogeneous group of men of varying age, level of experience, time since they achieved the legally required certificate of competence, and daily involvement in sow transportation. Among livestock drivers included in the present study, doubt about fitness for transport was not uncommon, and specific reasons underlying their doubt were listed. All respondents reported to have experienced having to reject loading a cull sow who had been selected for slaughter by a herd manager, and approximately 40% did this several times a year. In contrast, almost 50% had never experienced having a sow rejected by the veterinarian at the slaughterhouse due to lack of fitness for transport. When asked about their management of sows during transportation, the majority (71%) reported using special condition transport (use of extra bedding and partitions to separate individual sows from rest of the load) less than once per month. All respondents considered hot days a problem for welfare of sows and the majority reported to adjust air intake of trucks daily or several times per week. In addition, approximately half of the respondents mentioned stationary periods (e.g., mandatory driver rests) as a challenge to sow welfare, to a degree where they had violated regulation on mandatory driver rests for the sake of welfare of the sows. The present study is among the few to focus on livestock drivers transporting sows, including questions about management choices and the animals’ fitness for transport. The findings may form basis for future development of educational programs for drivers as well as for the formulation of hypotheses for future studies in this area, characterized by complicated underlying legislation and challenges to animal welfare.

Car-drivers, Knowledge and Practices Regarding First Aid Of Road Traffic Accidents at Sohag University

Road traffic accidents have been responsible for an increasing number of deaths and disabilities worldwide. Aim: Assess knowledge and practice of car drivers regarding first aid of road traffic accident. Subjects and methods: A cross-sectional research design was used in the study. It was conducted at Sohag University. A 87 Car drivers was participated in this study. Two tools developed by the researcher were used: Tool:the first tool: A structured interviewing questionnaire that include two parts; Part 1: demographic data of car drivers. Part 2: knowledge assessment questionnaire about first aid and road traffic accidents. Second tool: An observational checklist was used to assess practices of drivers regarding first aid of road traffic accidents. Results: The mean age of the participants was 43.36 ± 9.48. 33.3% of them had secondary education. 92.0% of them weren't having previous first aid training. 86% of them had an unsatisfactory knowledge level and all of studied car drivers had unsatisfactory practices of first aid of road traffic accident. Conclusion: The current study concluded that the majority of them had an unsatisfactory knowledge level and total of car drivers had unsatisfactory practices of first aid of road traffic accident Recommendations: Design and implement training programs for car drivers regarding first aid of road traffic accidents.

Older Drivers and Their Future Mobility: Views and Involvement of Their Adult Children.

In car-dependent societies like New Zealand, getting the right balance between mobility and safety could improve outcomes for older people but will require changes to policy and practice. Driving cessation is a major life transition with many impacts, and adult children are frequently involved in both the transition to non-driving and maintaining mobility afterward. This cross-sectional study (N = 675) sought perspectives of family members of drivers aged 65 or older enrolled in a longitudinal study. Most (94%) were adult children, two thirds were women, and 19% were moderately to extremely anxious about their parent's driving. Loss of independence, driving's role in identity, and reluctance to rely on family were recognized as important barriers to driving cessation. Most (80%) felt that families, as well as older drivers, would be adversely affected by driving cessation. Families identified accessible local information and services, alternative transport, and community-based programs for drivers and families as assistance most needed.

Development of coupled neutronics and fuel performance analysis capabilities between Serpent and TRANSURANUS

Monte Carlo reactor physics code Serpent is coupled with the fuel performance code TRANSURANUS for steady state analyses including fuel depletion calculations. A two-way coupling is developed, such that the codes exchange data with each other and the solution is obtained as the result of iterations between the two codes. The coupling scheme is external, based on data exchange via output files, such that no source-level modifications are needed on either of the coupled codes. A separate driver program is written to run the coupled calculation including exchange of data, monitoring and determination of convergence. Data provided by the fuel performance code includes the radial temperature distribution and the radius changes in the axial slices of a fuel pin while the reactor physics code provides the linear power and fast neutron flux along with the form of the radial power density in the corresponding axial slices of the pin. The coupling is demonstrated in a calculation case based on a fuel performance benchmark for a burnable absorber rod with gadolinium. The results compared with stand-alone fuel performance calculations demonstrate the capabilities of the coupled calculation system to enhance fuel performance analyses via higher-fidelity neutronic solver capable of providing an accurate neutron flux solution for the rod of interest.

Adapting the workplace power men's weight loss program for long-distance truck drivers: physical activity and weight loss outcomes

Introduction: Truck driving is the most common occupation for adult Australian men. However, it is also associated with very low levels of physical activity, musculoskeletal injuries, poor sleep quality, fatigue, and suboptimal nutrition. This combination of risk factors places truck drivers in the highest risk categories for serious health complications including obesity, heart disease, diabetes, and multiple cancers. To address this, the current study investigated whether an existing health intervention for male shift workers (Workplace POWER) could be adapted to improve the weight and physical activity levels of overweight and obese male truck drivers.

Corrigendum to “Developing Transportation Engineering and Planning Metrics for Rural Volunteer Driver Programs”

Corrigendum to “Developing Transportation Engineering and Planning Metrics for Rural Volunteer Driver Programs”

Examining Relationship between Driver Characteristics and Critical Target Identification Failures

The main objective of this study was to examine driver demographic, anthropometric, and functional characteristics that may influence the ability of drivers in identifying critical targets (e.g., emergency vehicles) in the rear quarter blind spots while changing lane. This research employed a cost-effective approach using a consumer grade virtual reality apparatus to create driving scenarios. The experimental task was vehicle identification in various blind spots during a driving simulation. Logistic regression models were constructed to identify characteristics that were associated with critical target identification failures. Results from this experimental task indicated that factors contributed to vehicle identification error were age ( p < 0.01) and degree of functional rotation ( p < 0.1). The effect of participants’ baseline neck range of motion was statistically insignificant in the logistic regression models, which suggests that age and degree of functional rotation played a larger role in vehicle identification for this task. Findings may contribute to the design of related training and education programs for drivers in the future.

Exploring perceptions among people who drive after cannabis use: Collision risk, comparative optimism and normative influence.

While the perceived risks of driving under the influence of cannabis (DUIC) have been a focus of recent drug-driving research, relevant concepts from the social cognition literature have rarely been applied to inform understanding of DUIC. This study aims to expand knowledge of perceived collision risk and social influences associated with DUIC and driving after other substance use. Semi-structured interviews were conducted with 20 participants of a remedial program for impaired drivers. Thematic analysis began with two independent coders. Early discussion of emergent themes resulted in the identification of applicable social cognition concepts, resulting in selective coding and interpretation. Many participants identified DUIC as less risky than driving under the influence of alcohol or other drugs. Mixed perceptions regarding the dangerousness of DUIC were expressed, with some participants denying increased collision risk except among novice cannabis users. Comparative optimism bias was also expressed by participants who perceived themselves as less likely than others to be involved in a collision when DUIC. In view of normative influence, friends were generally seen as more accepting of DUIC than family, and there were indications that the opinions of others who use cannabis were regarded as more credible than the opinions of those who do not use the drug. Comparative optimism bias and normative influence may contribute to perceived risks associated with DUIC and may, therefore, be useful concepts to employ to increase the effectiveness of public health and road safety initiatives.

Accessible and inclusive transportation for youth with disabilities: exploring innovative solutions

Background: Although access to reliable transportation is an essential component of quality of life, young people with disabilities encounter many transportation-related obstacles.Objective: To explore solutions to the challenges that youth with disabilities encounter in accessing and navigating transportation.Methods: A nominal group technique was used in two consultation workshops (one involving rehabilitation clinicians and accessible transportation stakeholders; and one with youth with disabilities and parents). Fifteen participants across two workshops took part and prioritized their solutions and we used a comparative analysis within and between groups to explore overarching themes.Results: The workshops resulted in 122 solutions (76 from youth/parents; 46 from stakeholders). Although there was considerable overlap within the ideas generated between the groups, they each prioritized them differently. The following themes emerged across the two group’s prioritized solutions: training, funding, enhancing access, and improved efficiency.Conclusions: Our findings highlight that youth with disabilities, parents and key stakeholders offered many practical solutions for enhancing accessible transportation for youth with disabilities.Implications for RehabilitationClinicians and educators should explore different apps and transportation training programs that could help support youth with disabilities to enhance their independence and participation in the communityClinicians and educators should be involved in the development of disability awareness training programs for public transit and school bus drivers to enhance youth’s inclusion and participation in society.Clinicians, educators, youth and parents should continue to advocate for inclusive, accessible, affordable and efficient transportation for people with disabilities.