Young Drivers Research Articles

Examining the Effect of Collaboration Effort, Input Method, and Age on Driver–Automation Collaboration in Unstructured Driving Environments

Both drivers and the current state of advanced driver-assistance systems (ADASs) are imperfect, but their collaboration as a team can compensate for individual limitations. Unstructured driving environments (e.g., parking lots and off-road trails) entail greater challenges for an ADAS and require driver–automation collaboration. However, few studies describe the factors shaping drivers’ subjective experience of collaboration with driving automation in unstructured environments. In this study, we examined the effects of collaboration effort and input method on drivers’ subjective experience, including mental workload, trust, and perceived usability. In addition, we examined how collaboration is experienced differently across different age groups. In this driving simulation study, participants collaborated with a hypothetical ADAS to navigate two unstructured driving environments. The results indicate that collaboration effort and input method did not directly affect drivers’ collaboration experience. However, examining the effect of collaboration effort by driver age suggests that older drivers (55 years old and over) experienced higher mental workload and gave lower usability ratings to the collaboration method than younger drivers. These results imply that older drivers may experience more challenging collaboration than younger drivers when they must devote substantial cognitive effort to collaborate with automation. The findings suggest designing driver–automation collaboration features to reduce cognitive effort for older drivers navigating unstructured driving environments. Moreover, future research must examine drivers’ collaboration experiences based on their unique situations, shaped by the interplay between situational properties (e.g., task demands) and driver characteristics (e.g., age) rather than relying on a limited understanding of individual factors.

The family climate for road safety scale in young Chinese drivers: An analysis of reliability and validity

Since the original version of the Family Climate for Road Safety Scale (FCRSS) was released in 2013, many studies have used this scale to measure young drivers' perception of family value for safe driving in countries around the world. The goals of this paper were to adapt the FCRSS to Chinese culture and language, examine its relationships to sociodemographic characteristics and self-reported traffic accidents, and compare young Chinese drivers' perceptions of Family Climate for Road Safety (FCRS) to those reported by young drivers from other countries. A sample of 864 young Chinese drivers participated in this study and completed a four-part questionnaire: FCRSS, Reckless Driving Habits Scale (RDHS), DULA Dangerous Driving Index (DDDI), and sociodemographic characteristics and traffic accidents. A total of four valuable conclusions were drawn by analyzing these data. Firstly, a 7-factor 54-item Chinese version of the FCRSS had acceptable reliability and validity. Secondly, significant gender, age, educational level, and driving experience differences in the perception of the FCRS were found. The drivers who scored higher on the perception of the FCRS were female, younger, better-educated, and less experienced in driving. Thirdly, young drivers who were prone to traffic accidents showed lower levels of perception of the FCRS. Fourthly, the propensity for perception of the FCRS in China was different from that reported by young drivers in most other countries. These findings showed that the Chinese version of the FCRSS is an instrument with practical usefulness and real-world significance.

Sociodemographic, contextual and psychological factors predicting secondary task engagement: A nationwide interview study among car drivers in Germany

One of the leading causes of crashes is the distraction of drivers caused by performing secondary tasks. This study investigated the impact of sociodemographic, contextual factors, and driver characteristics on secondary task engagement while driving in Germany. We conducted a nationwide face-to-face semi-standardized interview study with car drivers in Germany. In total, 1,072 drivers were interviewed. The data of 949 drivers were included in the analysis. Overall, they reported 2,146 secondary tasks. Drivers performed, on average, 2.3 non-driving-related activities (SD = 1.7) during the last 30 min of their trip. Consistent with previous findings, the presence of passengers was associated with a decrease in the amount of other secondary tasks, especially on the mobile phone. Young drivers (<25 years), in particular, were twice as likely to undertake secondary activities on the phone compared to older ones. Among drivers with a high mobile phone addiction score, tasks on the mobile phone were significantly more likely to be performed while driving. During longer trips, more secondary activities are performed within the last 30 min than during short trips (<30 min). Surprisingly, the purpose of the trip also has a significant influence insofar as trips for leisure activities, in particular, are more frequently associated with secondary activities than shopping and business trips. The results of this study help to determine better crash probabilities based on influencing factors, which in turn should form the basis for specific customised information and educational campaigns.

Heart rate variability as an indicator of fatigue: A structural equation model approach

Driver fatigue significantly impairs performance and is a major risk factor for road crashes. However, fatigue is difficult to objectively measure and quantify. This study aimed to elucidate associations between heart rate variability (HRV) metrics and multidimensional fatigue construct encompassing objective and subjective measures in young drivers with self-reported short sleep. Eighty-four young adults underwent assessments during simulated driving. HRV indices RMSSD and LF/HF ratio were derived from an electrocardiogram, while relative Theta power, oculography drowsiness, lane position variability, and Karolinska Sleepiness Score measured fatigue. RMSSD negatively correlated with Theta power, and LF/HF ratio positively correlated with position variability. Exploratory factor analysis extracted three factors, with RMSSD and LF/HF loading onto one. Structural equation modelling tested the prediction of a latent fatigue construct from HRV. Two models demonstrated an acceptable fit. RMSSD negatively predicted fatigue, explaining 6.4 % of the variance, while the LF/HF ratio positively predicted fatigue, accounting for 3.7 % of the variance. In summary, HRV, particularly RMSSD, showed significant relationships with multidimensional fatigue. Lower RMSSD and higher LF/HF ratio are associated with greater fatigue levels. This study demonstrates that HRV indices exhibit significant relationships within a multidimensional model of fatigue incorporating objective performance, ocular, and subjective measures. The findings provide initial evidence towards using HRV for monitoring complex manifestations of fatigue, rather than single dimensions. Further applied research should investigate translating these findings to naturalistic settings and validating HRV thresholds predictive of on-road impairment.

Appropriate Technology Machine Innovation Training for High School-Vocational School Students as an Important Role in Increasing the Productivity of MSMEs in Benowo District

Empowering appropriate technology is very important to support the sustainability of small businesses in the region. This activity is essential to introduce appropriate technology to high school/vocational school students as young technology drivers. This community service program aims to teach students how to use relevant technology in everyday life. Guiding in completing appropriate technology according to the needs the small business desires properly and correctly. The method for implementing community service activities is carried out by directing the Implementation and completion of the tools used at the regional level. The first stage is developing and applying TTG machines in natural resource management. The second stage is implementing the TTG machine for community empowerment (strategic opportunities and challenges). The third stage is implementing TTG machines to manage abundant natural resource potential. The fourth stage is the promotion of TTG machines for community empowerment in the Implementation of Law No. 6 of 2014. The fifth stage is the design and method of making the TTG machine.

Road Marking Contrast Threshold for the Elderly and the Impact of Glare

ABSTRACT As the global population continues to age, with projections indicating that individuals over 60 will comprise 17% of the world’s population by 2030, it is crucial to address the disparity between current road lighting guidelines, based on data from healthy young adults, and the needs of elderly drivers. This study examines the impact of age and glare on contrast thresholds for individuals above 60 years old in the context of road lighting and its effect on detecting road marking arrows. Results indicate a large negative effect of age and glare, such that the required luminance difference between the road marking arrow and the background should be increased up to a factor of 2 for elderly compared to young drivers. We also found that measured luminance difference thresholds increased for elderly participants compared to the younger ones. In addition, the results show a poor agreement with Adrian’s visibility model which can only be slightly improved by using a different measure for the veiling luminance. Still, given these findings, the current European standard EN13201 should adapt the calculation of the threshold increment to also accommodate the needs for the elderly drivers and warranting safe roadways for the aging population.

How do perceptions of others’ approval of, and engagement in, hand-held phone use influence young drivers? A mixed-method study

Engagement in hand-held phone use while driving is a prevalent issue among young drivers. Therefore, it is important to identify contributors to the behaviour. Social Norm Theory suggests that the perceptions of others’ approval of, and engagement in, a behaviour can influence one’s own engagement in the same behaviour. These perceptions can result in increased engagement in risky behaviours if they are over- or under- estimated. The current study implemented a mixed-method design to explore young drivers’ perceptions regarding their peers’/friends’ approval of, and engagement in, hand-held phone use while driving, and to identify the relative influence of perceived social norms on hand-held phone use while driving among young drivers. Overall, 510 young drivers completed a survey and 30 young drivers participated in interviews. Surveys and interviews questioned participants opinions on their own and others (peers and friends) approval of, and engagement in, hand-held phone use while driving. Quantitative results indicated that young drivers believe others approve of, and engage in, hand-held phone use while driving more than themselves. Perceived social norms significantly predicted increasing engagement in hand-held phone use while driving, however the magnitude of the effects were very small. Qualitative data provided a richer understanding of the topic, suggesting that the effects may be larger in certain groups who are particularly influenced by their peers/friends. Implications for future research are discussed with particular focus on exploring the use of a social norm approach in realigning perceptions of others approval of, and engagement in, hand-held phone use while driving.

Analyzing the factors influencing speeding behavior based on quasi-induced exposure and random parameter logit model with heterogeneity in means

Introduction: Speeding behavior is a major threat to road traffic safety, which can increase crash risks and result in severe injury outcomes. Although several studies have been conducted to analyze speeding crashes and relevant influential factors, the heterogeneity of variables has not been fully explored. Based on the traffic crash data extracted from the Crash Report Sampling System, the study aims to identify the factors that influence speeding driving with the consideration of variable heterogeneity. Method: Quasi-induced exposure technique is adopted to identify the disparities in the propensities of speeding for various driving cohorts. The random parameter logit model with heterogeneity in means is employed to examine the factors impacting speeding behavior. Results: Results indicate that: (a) driving cohorts such as young drivers, male drivers, passenger cars, and pickups appear to have higher propensities of engaging in speeding driving; (b) the propensity of speeding is higher when the driver is drinking, distracted, changing lanes, negotiating a curve, driving in lighted condition, and on curved roads; and (c) the random parameter logit model with heterogeneity in means has better performance as opposed to that without heterogeneity in means. Conclusions: Speeding behavior can be influenced by various factors in terms of driver-vehicle characteristics, physical condition, driving actions, and environmental conditions. Practical Applications: The findings could serve to develop effective countermeasures to reduce speeding behavior and improve traffic safety.

Emotion behind the Wheel: Unravelling the Impact of Emotional (dys)Regulation on Young Driving Behaviour—A Systematic Review

Young people engage in a variety of behaviours that can have an impact on their health and safety, including driving and road accidents, which represent a major health issue today. Emotions, and in particular emotional regulation (ER), interact significantly with key elements of driving behaviour, such as risk perception, decision-making, and attention. We carried out a systematic review considering the presence of an association between emotional (dys)regulation and driving behaviour of young adults (18–25 years). A total of 1849 records were selected for screening and, finally, eight full-text articles were included. Two main findings were found: on the one hand, driving anger, unlike other emotional patterns, emerged as a well-defined cause of impairment among young drivers. On the other hand, drivers’ risky behaviour seems to be influenced by a heterogeneous set of factors, such as using specific ER strategies or personality traits (e.g., impulsivity). Expressing one’s emotions adaptively, improving the ability to accept and be aware of negative emotions, and controlling impulsive behaviour could reduce driving risks in young drivers.

Research on Risky Driving Behavior of Young Truck Drivers: Improved Theory of Planned Behavior Based on Risk Perception Factor

Research on Risky Driving Behavior of Young Truck Drivers: Improved Theory of Planned Behavior Based on Risk Perception Factor

Real-world crash configurations and traffic violations among newly licensed young drivers with different route familiarity levels

Objective Young drivers aged 24 and below are at heightened risks of being influenced by their route familiarity levels. This study aims to compare prevalences of crash culpability, crash configurations and risky driver behaviors among newly licensed young drivers when they are driving on roads with different route familiarity levels. Methods Based on the road traffic crash and violation data in Yunnan Province of China from January 2017 through December 2019, we classified drivers’ different route familiarity levels by utilizing spatial distance away from residence-based method, including driving on high route familiarity (HRF) and low route familiarity (LRF) roads. Prevalence ratios were estimated using generalized estimating equation log-binomial regression models. Results We identified 12016 newly licensed young drivers driving on HRF roads and 2189 drivers on LRF roads. Within 48 months of licensure, young drivers on LRF roads were more likely to be at fault for their motor vehicle crashes than those on HRF roads. Young drivers on LRF roads were more likely to be with failure to obey traffic control device, with failure to yield right of way, wrong way driving, backing unsafely and improper parking compared with those on HRF roads. Drivers on LRF roads were less likely to be inattentive and driving with unsafe speed and following too closely compared with those on HRF roads. Conclusions Several basic aspects of targeted countermeasures can be put forward. Visual impacts such as rectangular rapid-flashing beacon (RRFB) can be used in order to prevent wrong way driving on the tourist roadways. Arranging safety talks and programs in colleges and universities and technical interventions like Advanced Driver Assistance Systems (ADAS) can be used to reduce young drivers’ driving distraction and overconfidence. It is recommended that the driving schools can use these research findings to include in licensure program to make young drivers more aware of the various factors that expose them to crash risks so that more defensive driving may be needed under different situations, and this can also help build the graduated driving licensure (GDL) programme in China.

Comparative analysis of mental workload and performance between young and elderly drivers: Implications for road safety and age-related driving challenges

BACKGROUND: Driving represents a multifaceted cognitive endeavor, demanding heightened vigilance and swift responses. Considering the high statistics of driving accidents and heavy loads, as well as the effect of the driver’s age on the occurrence of accidents, it is important to investigate these factors to reduce accidents. OBJECTIVE: This study investigates the impact of mental workload on the performance of young and older drivers in a dynamic driving scenario to compare cognitive performance, workload perception, and driving outcomes between the two age groups. METHODS: Cognitive tests including the Stroop test, Continuous Performance test, and Focused Attention test were conducted, alongside the use of the DALI questionnaire to measure workload levels. Participants encompassed twenty male drivers, divided into two age groups: 20 to 35 years and 55 to 70 years, with varying years of driving experience. The study entailed a dynamic driving scenario involving a designated route in Tehran, Iran. RESULTS: Results exhibited differences in workload scores between the age groups, particularly in dimensions such as visual demand, auditory demand, attention, and interference. Older drivers demonstrated heightened cognitive and physical demands during driving, implying a greater need for attention and cognitive effort. CONCLUSION: The findings of this study indicated that navigating through congested roads and dense urban traffic significantly elevates the mental workload for drivers, consequently impacting their cognitive functioning. Given the critical need for attention in driving, this heightened workload can manifest as increased fatigue, increasing stress levels, and diminished concentration, all of which substantially raise the risk of vehicular accidents. Furthermore, the study highlighted a particular concern for older drivers, whose diminished cognitive capacities further raise their vulnerability to accidents under such demanding driving conditions.

Assessing factors influencing the occurrence of traffic conflicts: a vehicle-by-vehicle approach

This research analyzes the main factors that lead to the occurrence of traffic conflicts on the urban highway Autopista Central in Santiago, Chile. We propose a vehicle-by-vehicle approach in which we estimate the probability that each vehicle passing through each gate of Autopista Central has a conflict. This approach allows us to study variables at an individual level that have not been analyzed before using full real-world data, such as driver (age and sex) and vehicle information (type and age). We propose a Pseudo Time-to-Collision (PTTC) as a surrogate safety measure, defining different critical PTTC thresholds for each gate. Subsequently, a logistic regression model is built to understand the input variables’ influence on the probability of conflict occurrence. Our results show that men and young drivers are more likely to have a conflict. In addition, the age of the car is negatively correlated with the occurrence of conflicts.

Understanding risky driving behaviors among young novice drivers in Nigeria: A latent class analysis coupled with association rule mining approach

Traffic crashes are significant public health concern in Nigeria, particularly among young drivers. The study aims to explore the underlying pattern of risky driving behaviors and the associations with demographic factors among young drivers in Nigeria. A combined approach of Latent Class Analysis (LCA) and Association Rule Mining is applied to the dataset comprising responses from 684 young drivers who complete the “Behavior of Young Novice Drivers Scale” (BYND) questionnaires. The LCA identifies four distinct classes of drivers based on the risky behavior profiles: Reckless-Speedsters, Cautious Drivers, Distracted Multitaskers, and Emotion-impacted Drivers. Association rule mining further connects these driver classes to demographic and driving history variables, uncovering intriguing insights. Reckless-Speedsters predominantly consist of young males who engage in riskier driving behaviors, including exceeding speed limits and disregarding traffic rules. Conversely, Cautious Drivers, also predominantly young males, exhibit a safer driving profile marked by rule adherence and a notably lower crash rate. Distracted Multitaskers, sharing a demographic profile with Cautious Drivers, diverge significantly due to their higher crash involvement, hinting at a propensity for distracted driving practices. Lastly, Emotion-Impacted Drivers, primarily comprising young employed males, display behaviors influenced by emotions, shorter driving distances, and prior unsupervised driving experience. Most of the behaviors are attributed to inadequate traffic control, absence of traffic signs in most of the roads, preferential treatment, and lack of strict law enforcement in the country. The findings hold substantial implications for road safety interventions in Nigeria, urging targeted approaches to address the unique challenges presented by each driver class. With acknowledging the study limitations and advocating for future research in objective measures and emotion-behavior interactions, the comprehensive approach provides a robust foundation for enhancing road safety in the Nigerian context.

Assessing distracted driving crash severities at New York City urban roads: A temporal analysis using random parameters logit model

Distracted driving poses one of the most significant risks to road safety. The current study aims to provide a deeper understanding of the factors affecting the severity of distracted driving crashes in New York City and to explore the temporal stability in the effects of different variables on crash outcomes in 2016 to 2019 period by adopting a post-crash perspective. The police-reported data of single-vehicle distraction-related crashes of private cars on urban roads of New York City was used for this study. Three injury categories were considered: no injury, minor injury, and severe injury. To investigate crash severities and identify unobserved heterogeneities, a random parameters logit model was conducted. The results revealed that a wide variety of variables including driver traits, vehicle and temporal characteristics, and crash attributes were found to be significant in explaining distracted-related crash severities. Furthermore, a series of likelihood ratio tests were conducted to identify the temporal shifts of estimated variables during the period. The results of the temporal analysis showed that the estimated variables of the random parameters model were unstable during the 4-year period, which may be the result of shifting trends such as the development of in-vehicle technologies, and new sources of distraction. However, the complex nature of distracted-related crashes and changes in driver behavior should be considered for further interpretation. This research provides a set of policy implications for planners and policymakers, aiming at facing factors contributing to a higher level of injury severity in distracted driving crashes. This includes providing targeted information on distracted driving to high-risk groups, such as younger drivers, and also combining education, awareness programs, higher penalties, and intense patrolling. Engineering measures such as enhanced roadside illumination and audible edge lines can be effective, especially in reducing late-night distracted driving crashes.

Exploring the associations of demographics and scale measures with cognitive driving behavior among older drivers in China

Age-related changes and frailty are reasons for the high proportion of older drivers in certain types of crashes, such as giving right of way at intersections and turning left. The identified crash causes include the driver’s demographics, driving style, cognitive function, and mental workload. This study aimed to explore the associations of demographics and scale measures with cognitive driving behavior. Thirty-nine drivers, consisting of twenty younger drivers (18–60 years old) and nineteen older drivers (above 60 years old), participated in driving simulation experiments after completing scale tests. The selected scale measures included the demographic questionnaire, Multidimensional Driving Style Inventory (MDSI-C), Mini-Mental State Examination (MMSE), Trail Making Test Part A (TMT-A) and Part B (TMT-B), and the National Aeronautics and Space Administration Task Load Index (NASA-TLX) for obtaining subjective information from drivers. Driving scenarios were developed based on the driving characteristics of older adults to investigate age-related driving ability. The driving behavior parameters included reaction time, lateral stability, and driving speed, corresponding to reaction, perception, and execution. Three stepwise regression models showed that NASA-TLX, the interaction between age and driving experience, and the interaction between age and TMT-A significantly explained 53.3 % of reaction time variance; TMT-A, risk driving style, anxiety driving style, and gender significantly explained 53.5 % of lateral stability variance; TMT-A, NASA-TLX, and MMSE significantly explained 60.6 % of driving speed variance. Subsequently, the impact of four age-related predictor variables on driving behavior was further discussed. It is worth noting that a rich driving experience may compensate for driving performance. However cognitive impairment impairs this compensation. Driving behavior is influenced by a combination of various factors. Age, as a physiological indicator, is not sufficient to be a strong predictive factor for lateral stability and driving speed. The results provide a reference for traffic safety management departments to streamline driving suitability test procedures and propose targeted training methods for older drivers.

R2DRV: study protocol for longitudinal assessment of driving after mild TBI in young drivers

BackgroundMild traumatic brain injury (mTBI) and traffic-related injuries are two major public health problems disproportionately affecting young people. Young drivers, whose driving skills are still developing, are particularly vulnerable to impaired driving due to brain injuries. Despite this, there is a paucity of research on how mTBI impacts driving and when it is safe to return to drive after an mTBI. This paper describes the protocol of the study, R2DRV, Longitudinal Assessment of Driving After Mild TBI in Young Drivers, which examines the trajectory of simulated driving performance and self-reported driving behaviors from acutely post-injury to symptom resolution among young drivers with mTBI compared to matched healthy drivers. Additionally, this study investigates the associations of acute post-injury neurocognitive function and cognitive load with driving among young drivers with and without mTBI.MethodsA total of 200 young drivers (ages 16 to 24) are enrolled from two study sites, including 100 (50 per site) with a physician-confirmed isolated mTBI, along with 100 (50 per site) healthy drivers without a history of TBI matched 1:1 for age, sex, driving experience, and athlete status. The study assesses primary driving outcomes using two approaches: (1) high-fidelity driving simulators to evaluate driving performance across four experimental study conditions at multiple time points (within 96 h of injury and weekly until symptom resolution or 8 weeks post-injury); (2) daily self-report surveys on real-world driving behaviors completed by all participants.DiscussionThis study will fill critical knowledge gaps by longitudinally assessing driving performance and behaviors in young drivers with mTBI, as compared to matched healthy drivers, from acutely post-injury to symptom resolution. The research strategy enables evaluating how increased cognitive load may exacerbate the effects of mTBI on driving, and how post-mTBI neurocognitive deficits may impact the driving ability of young drivers. Findings will be shared through scientific conferences, peer-reviewed journals, and media outreach to care providers and the public.

Driver thrill seeking mediates the effect of gender on traffic offending for young drivers

Gender and sensation seeking are both key factors associated with risky driving and traffic offending by young people. However, there has been limited research exploring the way that gender and sensation seeking combined influence these behaviours. This paper investigates whether sensation seeking mediates the relationship between gender and traffic offending. Young drivers (n = 1,670) from Queensland and Victoria, Australia completed an online survey that included the Driver Thrill Seeking Scale and the Transient Offending and Fixed Offending sub-scales from the Behaviour of Young Novice Drivers Scale (BYNDS). The results indicate that sensation seeking fully mediates the relationship between gender and transient offending and partially mediates the relationship between fixed offending. This study highlights that sensation seeking is a key factor in explaining the relationship between gender and traffic offending which has important implications for the development of road safety interventions for teen drivers.

Effects of sleep deprivation and hazard types on the hazard perception of young novice drivers: An ERP study

ObjectiveThe present study aimed to explore the effects of sleep deprivation on young novice drivers’ cognitive neural processing of different hazard types. MethodA 2 (sleep deprivation group, control group) × 3 (no hazard, covert hazard, overt hazard) mixed experimental design was used. Twenty-eight young drivers were sleep-deprived (no sleep within the past 24 h), while 28 drivers were in the control group (maintaining a normal schedule throughout the week). Eighty pictures containing a covert hazard (20 pictures), overt hazard (20 pictures) and no hazard (40 pictures) were presented. Participants were asked to press the keyboard quickly if they detected a hazard situation. The reaction time, accuracy, and changes in the N1 (100–150 ms) and N2 (250–350 ms) components of event-related potentials (ERP) measured using electroencephalography (EEG) were obtained. ResultsCompared to the control group, the response accuracy of sleep-deprived drivers was higher in the cover-hazard situation and their N1 latency was longer in the no-hazard situation. Compared to the no-hazard and overt-hazard situations, the participants’ reaction times and N2 amplitudes were significantly greater, and the response accuracy was significantly lower in the covert-hazard situation. ConclusionHazard perception is compromised when drivers are sleep-deprived, especially when they are confronted with covert hazard situations. The findings help understand the negative effects of sleep deprivation in the early stage of young novice drivers’ hazard perception.

Ageing and performance in professional bus driving – A case study from Chile

The influence of age on driving is of great concern worldwide. Also, older people who are involved in traffic are more vulnerable than younger people, thus in the event of a traffic accident, they are at greater risk of dying. The purpose of this article is to explore the association between age and driving performance of professional bus drivers. A negative binomial regression model and the incidence rate ratio was used to explore the association between variables. The population studied consisted of the company records from 2005 to 2021, with 515 professional bus drivers. We found that the age of professional bus drivers was related to a statistically significant 4 % decrease in self-report of replacement requests. Also, we found that the incidence rate ratio of speeding in professional bus drivers aged 45–59 years and 60–77 years was 1.41 and 1.8 times the incidence of bus drivers aged 28–44 years. Bus drivers’ age was related to a statistically significant 2 % increase in the incidence of minor accidents. Finally, results show a 1 % decrease in incidence of accidents for every one year of age in the group of professional drivers. However, that association was not statistically significant. Older drivers are more likely to engage in minor accidents and speeding-related violations than younger drivers. Additionally, an infrequent use of the fatigue management tool by older drivers was confirmed during the analyzed period. Thus, we concluded that education and training are needed to decrease the observed trends.