Geophysical variables and behavior: LXVIII. Distal and lunar variables and traffic accidents in Saskatchewan 1984-1989.

The daily total number of traffic accidents and traffic accident severity for the years 1984 to 1989 in Saskatchewan were analyzed to estimate relationships with day of the week, season of the year, and various lunar variables (lunar phase, distance of the moon from the earth, and moon-sun tidal index). A regression model with both a linear term and a trigonometric term was fitted to the data. No relationship between lunar cycles and total accidents or severity of accident was found. A larger number of total accidents was found during the winter months and weekends; however, more severe accidents tended to occur during the summer months. A slight linear trend was uncovered for total accidents over the time period under consideration.     

PSYCHOLOGICAL RECOVERY OF ACCIDENT VICTIMS WITH TEMPORARY AND PERMANENT DISABILITY

The main objective of this study was to examine the role of causal beliefs in the psychological recovery of temporarily and permanently disabled accident victims. Patients (N = 41) from a government hospital and private nursing homes in Allahabad city, India, were interviewed one week and three weeks after the accident. The doctor's report of their recovery was also obtained each time. The permanently disabled patients were found less motivated to search for the causes of the tragic event. When asked to make attribution, permanently disabled attributed the accident more to external factors than those who were temporarily disabled. Chance and God's will were the causes more frequently mentioned. Attributions to Karma and God's will were significantly correlated with psychological recovery. The sense of personal control was not found to be a good index of psychological recovery. Number of complaints made by the patients and their depressive symptoms, as observed by the doctors, negatively correlated with the psychological recovery.     

Screening out accident-prone Iranian drivers: Are their at-fault accidents related to driving behavior?

To provide a scientific background in road safety domain a better understanding of human risk factor is crucial. The aims of the present study were the following: (1) developing an accident prediction model for estimating the at-fault accidents of drivers (2) controlling for the regression-to-the-mean and screening out the accident-prone drivers (3) identification of significant behavioral predictors in at-fault accident occurrences and delving into the relationship between the aberrant driving behaviors and at-fault accidents of those identified as accident-prone. A questionnaire survey compiling various measures of personality type, aberrant driving behavior, demographic and accident history information of 1762 Iranian drivers was conducted in which 1375 male and 387 female participants were of the average age of 35.6 (S.D. = 11.987). To analyze the obtained data, the generalized linear modeling (GLM) approach was taken resulting in four models with various independent variables. The results indicated that age, gender, education level, years of active driving, and especially exposure had an effect on drivers’ at-fault accidents while there was no discernible effect from income level, personality type and area of residence. In the screening procedure, 715 drivers were identified as accident-prone. Behavioral comparison analyses indicated that the lapses, errors, ordinary and aggressive violations are different for the accident-prone drivers. A comparison between the accident-prone and non-accident-prone drivers revealed that the ordinary violations have considerably higher effect than the others on at-fault accidents. Implications of the results are discussed with regard to insurance policies and education interventions.     

A meta‐analytic review of the Big Five personality factors and accident involvement in occupational and non‐occupational settings

Although a number of studies have examined individual personality traits and their influence on accident involvement, consistent evidence of a predictive relationship is lacking due to contradictory findings. The current study reports a meta‐analysis of the relationship between accident involvement and the Big Five personality dimensions (extraversion, neuroticism, conscientiousness, agreeableness, and openness). Low conscientiousness and low agreeableness were found to be valid and generalizable predictors of accident involvement, with corrected mean validities of .27 and .26, respectively. The context of the accident acts as a moderator in the personality–accident relationship, with different personality dimensions associated with occupational and non‐occupational accidents. Extraversion was found to be a valid and generalizable predictor of traffic accidents, but not occupational accidents. Avenues for further research are highlighted and discussed.     

Cohort effects in older drivers' accident type distribution: are older drivers as old as they used to be?

Accident type distributions were compared in successive cohorts of older drivers, with focus on intersection accidents. It was thought that if the increasing share of intersection accidents is a truly age-related phenomenon, as opposed to cohort-related or time-related, it would remain fairly constant over time in different cohorts. The data consisted of Finnish traffic insurance data on private car accidents of drivers aged 60 yr or more who were legally responsible for causing the accident, and covered the years 1987–1995 (N=56,481). Some changes in accident type distributions were found across cohorts. Among male drivers aged 60–79 yr, the portion of intersection accidents decreased in successive cohorts, so that the younger cohorts showed the age-typical accident picture at a somewhat later age than the older cohorts. In contrast, for male drivers aged 80 yr or more, there was an increase in the share of intersection accidents in more recent cohorts. Among female drivers, a decrease in intersection accidents only reached statistical significance for drivers aged 60–69 yr, and for the oldest age group (75+ yr) no change was observed. For both male and female drivers, the tendency to incur accidents at intersections increased with age in all cohorts. The occurrence of intersection accidents thus is both an age-related and a cohort-related phenomenon: age-related in the sense that it will emerge eventually, but with cohort-related variance in timing.     

The influence of attention allocation and age on intersection accidents

Many severe accidents occur in urban areas. As part of the research project UR:BAN, this study investigated the causes of driver errors (e.g., inadequate attention allocation) in urban areas when turning left at intersections. As intersection accidents are especially difficult for older drivers, differences between older and younger drivers were examined as well. In a first step, accident protocols of left turn crashes with pedestrians and bicyclists were analysed in detail, since they are the most dangerous ones. Characteristics of the oncoming traffic and the location of crossing bicyclists and pedestrians were identified as possible causes. Accordingly, critical scenarios were implemented in a static driving simulator, varying the characteristics of the oncoming traffic, the direction and location of crossing vulnerable road users. These factors were examined in a within-subject design, with two different aged groups of participants (12 aged 20–35 y, 12 aged 65+ y; between-subjects factor).The results revealed that the presence of the oncoming traffic, which was assumed to capture the drivers’ attention, did not lead to more accidents with vulnerable road users. However, this may be because many drivers waited until the oncoming traffic had passed. Unexpectedly, older drivers had fewer accidents. This may be explained by the more cautious behaviour of older drivers, who drove significantly slower and waited significantly longer at the stop line before turning. Further analyses showed that a more cautious behaviour, independently of the age, predicted accident avoidance better than attention allocation. From these results, warning systems for younger and older drivers, especially for those not driving cautious, need to be developed. This idea will be tested in future studies introducing different warning concepts.     

Causal Attributions of Ghanaian Industrial Workers for Accident Occurrence

This study confirms the self-defensive attribution hypothesis on causal attributions of accidents in Ghana's work environment. In this investigation, Ghanaian industrial workers and their supervisors assigned causality to industrial accidents, and their responses were compared. The results showed that the victims attributed their accidents to external causes to a greater extent than did the supervisors, and to internal causes to a lesser extent than did the supervisors. This finding reflects the tendency toward self-protective bias, whereby people tend to project blame for their failures onto external circumstances.     

An evaluation of speed management measures in Bangladesh based upon alternative accident recording,speed measurements,and DOCTOR traffic conflict observations

With 21,000 people annually killed in road traffic (estimated figure by World Health Organization), Bangladesh has one of the highest fatality rates in the world. Vulnerable road users (VRUs) account for over 50% of road traffic casualties, and 70% of casualties occur in rural areas. As in many Low and Middle Income Countries (LMICs), the official road accident statistics are incomplete and biased.Safe Crossings (Netherlands) and the Centre for Injury Prevention and Research Bangladesh (CIPRB) (Bangladesh) received permission from the Bangladesh government in 2014 to design and implement an integrated speed management program (consisting of a combination of small-scale infrastructural measures, active community involvement and road user education) at three locations where a national highway intersects small communities. The infrastructural countermeasures to improve road safety consisted of speed humps, rumble strips, signs and road markings and were designed following the Dutch road design guidelines. In a Before–After study design, we used a combination of three research methods to monitor and evaluate the road safety interventions. We created our own traffic accident recording system with trained local record keepers, we conducted laser-gun speed measurements of motorized traffic (both at intervention and control locations), and we applied the Dutch Objective Conflict Technique for Operation and Research (DOCTOR) for observing serious traffic conflicts at the intervention locations. The latter was based upon DOCTOR scores from video recordings of the behaviour at the three experimental locations Before and After the interventions.Prior to installing the intervention program, the three locations combined had, on average, about 100 serious accidents, 10 deaths, and 200 injured people on a yearly basis. In April 2015, all infrastructural measures were completed. In the after period (till the end of January 2016), the alternative accident recording system showed a 66% reduction in the number of serious accidents, a 73% reduction in the number of injured people, and a 67% reduction in the number of people killed.The unobtrusive laser-gun speed measurements resulted in a net reduction of 13.3 km/h (or 20% in relative terms) on average at the intervention locations by taking the general speed development at the control locations into account. According to Nilsson’s power law this would result in a 59% reduction of the number of people killed, well in line with the actual accident figures.The total number of serious conflicts (only DOCTOR scores 3, 4, and 5) was significantly reduced from 64 serious conflicts per location in a 4.5 h period Before to 29 serious conflicts in the After period, on average (Poisson distributed variable, p < 0.01), or a 55% reduction in relative terms. By including the traffic volumes, the reduction in conflict risk overall is 54%. Moreover, the severity of conflicts was reduced in the After period with only one most severe conflict (DOCTOR score 5) left. Buses represent the largest portion of road users involved in serious conflicts at all three locations, followed by cars and CNGs (Compressed Natural Gas vehicle). By far, the most frequently occurring conflict is of the type head-on conflict between an overtaking bus or car that is encountering a road user in opposite direction (for the greater part a CNG).All three evaluation measures point to a similar impact of the intervention program and unveil an improvement in road safety between 54% and 60%. The speed-reducing measures indeed considerably reduce the speed of motorized traffic, both the mean speed and 85th percentile values, both the number and severity of serious conflicts are reduced, and the actual number of accidents has decreased. It appears that Nilsson’s power law for the relation between a difference in mean speed and the change in the number of accidents also applies to LMICs.Speed management measures as common in high-income countries appear to be also effective in LMICs. For evaluation purposes of road safety impacts, a Traffic Conflicts Technique approach (also developed in high-income countries) seems valid and effective as well for application in LMICs.As there are thousands of traffic black spots with similar characteristics as the three intervention locations in Bangladesh, this integrated approach may well offer similar road safety improvements elsewhere.     

Changes in driver celeration behaviour over time: Do drivers learn from collisions?

Although it is well known that drivers’ accident risk changes with experience, it has never been specified exactly how this comes about in terms of changes of behaviour, or what features of their experiences are important for this change. One possibility is that drivers learn from their collision involvement, and change their behaviour after such events, as some studies indicate. However, relative accident involvement tends to be very stable over time, which indicates the opposite. Repeated measurements of celeration (speed change) behaviour of bus drivers were compared between two groups; drivers without accidents within the measurement period (about 3 years), and drivers with at least one crash. For the crash group, there was a steady decline in their celeration values over time, but this was not related to their crashes. A similar reduction was also present for the non-crash sample. The results would seem to be in agreement with the theory of accident proneness; there exist stability in driver behaviour over time, despite accident involvement. However, this stability is relative within the sample, and not absolute. The reduction in celeration values for both groups over time would seem to indicate that drivers learn from their experiences in general, but not specifically from accidents. The present study seems to indicate that daily experience of driving situations is the strongest factor for changes in driving behaviour.     

Sleep-related vehicle accidents: some guides for road safety policies

Sleep-related vehicle accidents (SRVAs) are a common form of highway accident, often wrongly attributed to other causes. SRVAs typically involve running off the road or into the back of another vehicle, with no braking beforehand. Because of a high impact speed these accidents are often serious. SRVAs peak around 02:00–06:00 h and 14:00–16:00 h, when daily sleepiness is naturally higher. Hence, time of day is a critical factor, as important as the duration of the drive. Most SRVAs are not due to sleep pathology. Many are work-related. Non-sleeping “rest” is no substitute for sleep. Sleep does not occur spontaneously without warning, and is preceded by feelings of increasing sleepiness of which drivers are quite aware. Driving impairment is usually worse than is realised by the sleepy driver. The best countermeasure is sleep, or even a short nap. Even more effective is the combination of a nap with caffeine.     

Judgments about collision in younger and older drivers

To travel safely, drivers must detect imminent collisions. Older drivers have more accidents per miles driven than younger drivers, potentially reflecting age differences in judgments about collision. Prior studies measured age differences in judgments about when a collision would occur (time to contact). Older adults made greater underestimations, but this would lower their risk for accidents. Judgments about when a collision would occur must be preceded by judgments about whether a collision would occur (Presented at the Annual Meeting of the Human Factors and Ergonomics Society (2001) Minneapolis). Results of the present study indicated that judgments about potential collision were less accurate for older drivers compared with younger drivers. This would increase their risk for accidents. Age differences in driver performance may be associated more with age differences in judgments about whether a collision would occur than with age differences in judgments about when a collision would occur. Age differences in judgments about potential collision suggest a new avenue to pursue in an account of differential accident rates in older and younger drivers.     

Optimisme comparatif dans le milieu professionnel : l'influence de la fréquence et de la gravité sur la perception des risques d'accident du travail

The aim of this study is to test if people express comparative optimism when they evaluate their risk of being confronted to various work accidents compared to their colleagues. We also test the assumption according to which individuals are as much more optimistic as the event is threatening. Thus, an accident which is serious and probable (and consequently more threatening) should generate a maximum of comparative optimism. Our population is composed by employees of a mirror manufacture company. The latter evaluated their personal risk and that of one of their colleagues to be confronted with a severe /rare, severe/frequent, non severe/rare or non severe/frequent accident. Our results reveal the presence of an optimistic bias and this particularly for the severe and frequent accident. These data are discussed in terms of defensive bias and self esteem maintenance.     

Spatio-temporal accident analysis for accident prevention in relation to behavioral factors in driving: The case of South Anatolian Motorway

Analyzing the pattern of traffic accidents on road segments can highlight the hazardous locations where the accidents occur frequently and help to determine problematic parts of the roads. The objective of this paper is to utilize accident hotspots to analyze the effect of different measures on the behavioral factors in driving. Every change in the road and its environment affects the choices of the driver and therefore the safety of the road itself. A spatio-temporal analysis of hotspots therefore can highlight the road segments where measures had positive or negative effects on the behavioral factors in driving. In this paper 2175 accidents resulted in injury or death on the South Anatolian Motorway in Turkey for the years between 2006 and 2009 are considered. The network-based kernel density estimation is used as the hotspot detection method and the K-function and the nearest neighbor distance methods are taken into account to check the significance of the hotspots. A chi-square test is performed to find out whether temporal changes on hotspots are significant or not. A comparison of characteristics related driver attributes like age, experience, etc. for accidents in hotspots vs. accidents outside of hotspots is performed to see if the temporal change of hotspots is caused by structural changes on the road. For a better understanding of the effects on the driver characteristics, the accidents are analyzed in five groups based on three different grouping schemes. In the first grouping approach, all accident data are considered. Then the accident data is grouped according to direction of the traffic flow. Lastly, the accident data is classified in terms of the vehicle type. The resultant spatial and temporal changes in the accident patterns are evaluated and changes on the road structure related to behavioral factors in driving are suggested.     

Visual/cognitive correlates of vehicle accidents in older drivers

Older drivers have more accidents per miles driven than any other age group and tend to have significant impairments in their visual function, which could interfere with driving. Previous research has largely failed to document a link between vision and driving in the elderly. We have taken a comprehensive approach by examining how accident frequency in older drivers relates to the visual/cognitive system at a number of levels: ophthalmological disease, visual function, visual attention, and cognitive function. The best predictor of accident frequency as recorded by the state was a model incorporating measures of early visual attention and mental status, which together accounted for 20% of the variance, a much stronger model than in earlier studies. Those older drivers with a visual attentional disorder or with poor scores on a mental status test had 3-4 times more accidents (of any type) and 15 times more intersection accidents than those without these problems.     

Why are there sex differences in risky driving? the relationship between sex and gender‐role on aggressive driving,traffic offences,and accident involvement among young turkish drivers

The aim of this study was to investigate how sex (male and female) and gender‐role (masculinity and femininity) and their interaction were associated with risky driving behaviors, traffic offences, and accident involvement among young Turkish drivers. Three‐hundred and fifty‐four young drivers (221 males and 133 females) filled in a form including the short form of Bem Sex‐Role Inventory (BSRI), the Driver Behaviour Questionnaire (DBQ), questions about a driver's accident history, and background information. The effects were tested on outcome variables by using hierarchical regression analysis. It was found that sex (being male) predicted only the ordinary violations. While masculinity score predicted positively the number of offences, and aggressive and ordinary (highway code) violations, femininity score predicted negatively the number of accidents and offences, aggressive and ordinary violations, and errors. The effect of interaction between masculinity and femininity was only found on the number of accidents and aggressive violations among young drivers. There was no significant interaction effect between sex and gender roles on criterion variables. Aggr. Behav. 00:1–12, 2005. © 2005 Wiley‐Liss, Inc.     

The uses of evidence in accident analysis by professionally versus scientifically trained investigators

The purpose of the study was to analyze how experts having extensive practical experience in accident analysis (professional experts) deal with evidence while analyzing traffic accidents in comparison with participants who had experience in accident analysis as well as graduate scientific education (scientific experts). The study was conducted by giving scientifically and professionally educated accident investigators a set of authentic evidence about an accident and by examining how the experts took the evidence concerning the accident, that is, how they considered, assessed and interpreted it. The results of the study furnished evidence that scientific education facilitates critical taking of evidence. Scientific experts were more critical in relation to the given evidence, challenging many assumptions implicit in the evidence and continuously requesting more information. This critical orientation was occasionally present in the case of the professional experts, but they only mentioned possible sources of faulty conclusions without articulating their criticisms extensively.     

Driving mental workload and performance of ageing drivers

The World Health Organization stated that the global ageing population is increasing rapidly as well as the case of road accidents involving ageing drivers. This study presents the driving mental workload and performance model of ageing drivers in the context of real-time road driving. Twenty paid participants (ten males) with a mean age of 57.8 years old (SD = 2.7) and mean driving experience of 29.6 years (SD = 8.5) took part in driving experiments with three complexity levels of situation: simple situation (SS), moderately complex situation (MCS), and very complex situation (VCS). The subjective ratings using NASA Task Load Index (NASA-TLX), physiological measure using electroencephalogram, number of traffic violations (NTVs), speed variability, and reaction time of peripheral detection task were measured. The driving experiments reveal the following: (1) The subjective workload ratings on mean physical demand score were the highest. (2) The electroencephalogram results show that situation complexity had significant effects on theta relative power and alpha relative power of two channel locations (3) The highest mean NTVs was in VCS. (4) The mean speed variability in the MCS was significantly lower than that of in the SS and VCS. (5) The maximum reaction time was recorded in VCS while the minimum reaction time was recorded in the MCS. The overall driving performance score regression models were developed based on the strong correlation and linear relationship between mental workload and driving performance elements. The models may benefit as a reference for designers, manufacturers, developers, and policymakers in designing better driving environment for ageing drivers by integrating safety and transportation, thus, optimizing and sustaining the driving performance of ageing drivers.     

BIORHYTHMIC CYCLES AND THE INCIDENCE OF INDUSTRIAL ACCIDENTS

The biorhythm theory of accident explanation that has been increasingly popularized in the business press was empirically examined. The data set consisted of municipal employees adjudged to be at fault in 150 work-related vehicular accidents, and municipal employees involved in 210 on-the-job accidents resulting in workmen's compensation claims. Each accident case was analyzed to determine whether or not the accident occurred on a biorhythmically critical day. The results showed no systematic relationship between critical days and accident occurrences for these data groups. The data were also systematically evaluated for the existence of non-biorhythmic cycles. The results of this analysis showed that no useful level of association existed for any cycle. It was concluded that, while other groups or events may exhibit measurable cyclical patterns, it seems likely that the relationships are more complex than a simple association such as that posited on the basis of biorhythm theory.     

The relation between the locus of control construct and involvement in traffic accidents

We investigated the relation between the Rotter (1966) locus of control concept and involvement in automobile accidents. Subjects were 184 college students who completed a survey measuring accident involvement, the Rotter scale, and scales featuring beliefs and behaviors in traffic situations that would be expected from internally oriented persons. No significant relation was found between the Rotter scale and traffic accidents. Accident involvement was best explained by internal beliefs about accident control, and the reported number of near-miss accidents per week. A path diagram relating survey variables is included.