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121.
This paper uses aggregate data for a panel of 23 Sub-Saharan African countries to explore the potential predictors of road traffic fatalities between 2001 and 2010. In addition to the Gross Domestic Product per capita, the set of covariates includes some demographic, safe driving behavior, health and infrastructure-related variables. Estimations from a mixed effects negative binomial regression suggest that the fraction of populations aged between 15 and 64 years, the size of the road network and seat belt laws significantly increase fatalities. However, populations of age 65 and above, hospital beds and physicians’ densities, and road audits significantly decrease these fatalities. Moreover, traffic fatalities are found to increase with the Gross Domestic Product per capita. The economic implications of this finding is not to lower the economic growth but to design policies and technologies that could prevent African countries from experiencing the same road tragedy observed in industrialized countries during their development process. 相似文献
122.
This project explores the relationship between structural level factors associated with community traffic safety culture toward alcohol and alcohol related fatal crashes in the United States from 1993 to 2015. Multilevel growth curve models were estimated to explore these relationships within longitudinal data. As hypothesized, increases in factors associated with anti-alcohol community norms, values, attitudes, and beliefs were related to decreases in alcohol related crashes at the county level. Conversely, measures associated with pro-alcohol factors were related to increased alcohol related crashes. These findings are consistent with traffic safety culture, social norms theory, and the Positive Community Framework (PCF). 相似文献
123.
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. 相似文献
124.
The present study tested predictions deduced from competing models advanced in the literature to explain practice effects in driving-related cognitive ability tests due to retesting. The models differ in terms of the processes assumed to be responsible for practice effects and make competing predictions with regard to the level measurement invariance across test administration sessions. A total of N = 239 test-takers solved four driving-related cognitive ability tests at three time-points of measurement. Item response theory analyses indicated that practice effects can be explained in terms of an increase in test-specific abilities. The size of the practice effect varied across driving-related cognitive ability tests and across test-takers’ level of general mental ability. Latent mean and covariance structure analyses indicated that the observed improvements in test performance are purely test-specific and do not generalize to broad cognitive speededness. 相似文献
125.
The voluntary cycling test is an important milestone in traffic education in primary school. Cycling helps to develop traffic competences and traffic sense, it increases the mobility range of children and also improves sustainable mobility. On the other hand, data shows that beginning with school age more children have accidents due to cycling (Drott, Johansson, & Aström, 2008; Funk, 2013). The aim of the paper is to show that a measure that can be easily implemented in given structures could help to enhance safe cycling behaviour of children. The voluntary cycling test for ten-year-old children in Austria was complemented with a short traffic psychological intervention for parents called FASIKI. The main aim of the FASIKI programme is to promote a safe cycling performance for children. Therefore, the programme should show parents the average developmental status of their ten-year-old children, so that they can train them in an adequate way as far as age and competence level is concerned. From a traffic psychological point of view it is important for safe cycling behaviour that parents do not over- or underestimate the traffic competences of their children. The present study aimed to verify the effectiveness of the FASIKI programme using Kirkpatrick’s four level evaluation model. Based on a pre-post design, first changes in knowledge and attitudes of parents who attended the programme as well as the impact of the programme on the practical skills of their children in the voluntary cycling test were assessed. The results show positive effects of the FASIKI programme on both, parents’ knowledge and attitudes, and on children’s practical skills. Parental intentions to do cycling exercises with their children were strengthened. Finally, practical implications and policy recommendations concerning traffic safety for children are discussed. 相似文献
126.
The multidimensional driving style inventory (MDSI), assessing four broad dimensions of driving styles, was originally built in Israel. In line with other previous adaptations of this instrument in different cultural contexts (such as Argentina), our research aimed to develop a valid and reliable Romanian version of the MDSI and to evaluate its external and construct validity. We conducted two studies aimed at this objective. Study 1 (n = 1237) first tested the factorial adequacy of the previous MDSI versions in our Romanian sample. Then, the culture-specific version of the MDSI that emerged from the factor analysis was examined in terms of its structure, internal consistency, item proprieties, and associations to socio-demographic variables and self-reported traffic crashes and offenses. Study 2 (n = 835) examined the associations between the driving styles assessed by this newly developed measure and several relevant personality traits: sensation seeking (both general and in traffic), desire for control, driving anger, normlessness, dutifulness and frustration discomfort. The results of the two studies support the validity and reliability of this culture-specific version of the MDSI. In comparison to the previous versions, the Romanian MDSI version addresses a supplementary driving style, concerning the violation of rules perceived as irrational in the respective situation. The reasons for the emergence of this distinct driving style in the Romanian driving context, as well as its relationships to the high traffic crashes rate in this country are discussed. 相似文献
127.
Roads in developing countries carry mixed traffic with wide variations in static and dynamic characteristics of vehicles. The traffic flow is also generally devoid of lane discipline, with vehicles occupying any available road space ahead. In such a regime of traffic flow, the phenomena of merging of vehicles at intersections of two roads is complex, warranting further study. The merging maneuvers at T-intersections under congested traffic conditions were studied microscopically through video-recording. In congested situations, the merging vehicle attempts a complex merging maneuver to enter the main traffic stream. Two unique merging processes are commonly observed in mixed traffic: group and vehicle cover merging (these are generally not observed in countries such as US). The author is using these words first time in this study. These reflect the different types of driver behavior – merging in groups, and by taking cover of another vehicle. Probabilistic models for group and vehicle cover merging are developed that capture this unique merging behavior. Comprehensive microscopic data collection and extraction were carried out to study the merging process at T-intersection under congested conditions. Merging models were then estimated using maximum likelihood method with disaggregate data that was collected for a case study T-intersection in Chennai city, India. Such models can find applications in simulation of highly congested traffic flow in a realistic manner under mixed traffic conditions. They can also give insights on devising better traffic control measures at such intersections. 相似文献
128.
The movement of the blind and visually impaired persons in the traffic network is today based exclusively on the application of aids (white cane) and methods that the users learn during the training of orientation and movement. In present paper authors investigate accessibility of information and communication technologies and services with the purpose of increasing the mobility level of the blind and visually impaired persons when moving in the traffic network of the City of Zagreb. The traffic intersections were analysed from the viewpoint of difficult-to-master for independent movement by using the basic methods of crossing a traffic intersection which the users acquire at the training of orientation and movement. The method of survey and interviews with a target group of users was used to evaluate all the relevant parameters of guidance and navigation resulting from the mentioned analyses and by performing training of orientation and movement in the duration of six months. Based on the carried out research and the used scientific methods the dynamic model has been defined and it is based on relevant parameters of guidance and navigation, and on the application of the information and communication technologies and services. The information provided to the user, by the system, is defined according to the currently available technologies. The model was efficiency tested on a real system of the traffic network of the City of Zagreb. 相似文献
129.
Can traffic violations be traced to gender-role,sensation seeking,demographics and driving exposure?
BackgroundTraffic safety is often expressed as the ‘inverse of accidents’. However, it is more than the mere absence of accidents. Past studies often looked for associations between accidents and self-reports like the Driver Behaviour Questionnaire (DBQ; Reason, Manstead, Stradling, Baxter, & Campbell, 1990). The focus in this study changed from counting accidents to quantifying unsafe acts as violations. The objective was to show that drivers' specific violations can be traced to personal characteristics such as sensation seeking (SSS-V; Zuckerman, 1994), gender role (BSRI; Bem sex role inventory, Bem, 1974), demographics, and driving exposure.MethodA web-based questionnaire was distributed, integrating several known questionnaires. Five hundred and twenty-seven questionnaires were completed and analyzed.ResultsSensation seeking, gender role, experience, and age predicted respondents’ score on the DBQ, as well as the interaction of sensation seeking with gender and gender role. Gender role was a more valid predictor of driver behavior than gender.ConclusionsThe effect of gender role on drivers’ self-reported violation tendency is the most interesting and the most intriguing finding of this survey and indicates the need to further examine gender role affects in driving. 相似文献
130.
Although it has been shown that making phone calls or sending text messages while riding a bicycle can have a negative impact on bicyclist’s behaviour, in countries such as the Netherlands the operation of a mobile phone while cycling on a bicycle is not illegal and is actually quite common. In recent years conventional mobile phones with a physical keypad are increasingly being replaced by smartphones with a touch screen. The operation of a touch screen phone ironically cannot be done purely ‘by touch’ due to the lack of tactile feedback, and instead requires fixations on a relatively small screen. The question therefore can be asked whether the operation of touch screen telephones deteriorates cycling behaviour more than operation of a conventional mobile phone.Twenty-four participants completed a track on their own bicycle while sending a text message from a conventional and a touch screen mobile phone. In addition the effects of other common activities that can accompany bicycling were studied, including texting at the same time as listening to music, talking on a mobile phone or cycling next to someone and speaking with this companion, and playing a game on a touch screen phone while bicycling. The impacts of all the above conditions on cycling performance and visual detection performance were compared with control conditions in which participants cycled with either one or two hands on the handlebars and were not required to perform any secondary tasks.Bicycle speed was reduced in all telephone conditions and in the condition when cycling next to someone. Lateral position variation increased in all telephone conditions. Use of the touch screen led to a more central position in the cycle lane and resulted in worse visual detection performance compared with the operation of a conventional mobile phone. The main effect of listening to music was that an auditory signal to stop cycling was missed by 83% of the participants. In conclusion, while all investigated types of phone deteriorated cycling performance, the use of a touch phone has a larger negative effect on cycling performance than a conventional mobile phone. With touch screen smartphones taking the place of conventional mobile phones and being used for other purposes than verbal communication, these effects on cycling performance pose a threat to traffic safety. 相似文献