Traffic Injury Prevention最新文献

{"title":"Modeling the role of supporting infrastructure, concerns, beliefs, risk factors, and perceived safety on pedestrians' walking tendency.","authors":"Anju Edamuriyil Chacko, Nishant Mukund Pawar, Ritvik Chauhan","doi":"10.1080/15389588.2025.2476608","DOIUrl":"https://doi.org/10.1080/15389588.2025.2476608","url":null,"abstract":"<p><strong>Objective: </strong>Pedestrian accidents are a global concern, necessitating pedestrian-friendly road environments with adequate infrastructure and safety measures. Understanding pedestrian perceptions of road infrastructure is crucial for enhancing safety and urban mobility. Therefore, this study aims to investigate the relationship and model the impact of supporting infrastructure, concerns, beliefs, and risk factors on pedestrians' walking tendency.</p><p><strong>Methods: </strong>An online survey was circulated and data related to socio-demographics and pedestrian perception regarding supporting infrastructure, concerns, beliefs, risk factors and walking tendency was collected from 412 respondents. Structural Equation Modeling (SEM) and Ordered Logistic Regression (OLR) were employed for analysis to explore and model the relationship between various latent variables with walking tendency.</p><p><strong>Results: </strong>Firstly, factor analysis was conducted to determine different latent variables from the obtained data. Five latent variables namely: Pedestrian Concerns (PC), Supporting Infrastructure (SI), Risk Factors (RF), Confidence and Belief (CB), and Perceived Safety (PS) were obtained from the factor analysis. KMO and Bartlett's test of Sphericity showed high adequacy (KMO = 0.801) and statistical significance (p-value < 0.01) indicating substantial correlation in the data. The SEM revealed significant positive associations between perceived safety (0.12), confidence and belief (0.38), and walking tendency, emphasizing the role of safety and psychological factors in encouraging walking. Supporting infrastructure was positively correlated with pedestrian concerns and risk factors, suggesting that infrastructure improvements mitigate safety concerns and encourage walking. The OLR model highlighted that perceived safety significantly increases walking tendency (15% increase per unit), with age influencing this relationship positively. Conversely, higher risk factors decrease perceived safety, particularly affecting older pedestrians.</p><p><strong>Conclusions: </strong>The results from the SEM and OLR models the presence of risk factors like suspicious individuals and poor lighting can deter walking, especially among older individuals. Nonetheless, findings underscore the importance of comprehensive safety measures and well-maintained infrastructure to promote walking and enhance pedestrian safety in urban environments. Urban planners and policymakers are encouraged to prioritize these factors to create safer, more inclusive urban spaces conducive to walking as a mode of transportation.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-03-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143733232","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Crash incompatibility between cars, SUVs, and pickups in 2017-2022.","authors":"Samuel S Monfort","doi":"10.1080/15389588.2024.2446980","DOIUrl":"https://doi.org/10.1080/15389588.2024.2446980","url":null,"abstract":"<p><strong>Introduction: </strong>The current study was conducted to update estimates of crash incompatibility between cars and SUVs/pickups in the United States. The tradeoff between case driver protection and crash partner risk associated with increasing vehicle curb weight was also quantified.</p><p><strong>Method: </strong>Crashes between two 1- to 4-year-old vehicles where at least one driver was killed were extracted from the Fatality Analysis Reporting System (FARS) for two intervals, 2011-2016 and 2017-2022. The fatality rate for drivers and car crash partners by vehicle type and curb weight was calculated across these intervals to characterize changing self-protection and aggressivity over time.</p><p><strong>Results: </strong>Crash incompatibility between cars and SUVs/pickups improved between 2011-2016 and 2017-2022. Pickup trucks, which had previously killed the drivers of car crash partners at 2.5 times the rate of cars, were just 1.9 times more likely in 2017-2022. Similarly, SUVs over 5,000 lb reduced their car partner death rate from 1.9 times the rate of cars to just 1.2 times. We also found that additional curb weight conferred the greatest protective benefit to lighter vehicles while not accruing much additional risk to crash partners. The reverse was true for heavier vehicles, for which additional weight provided negligible extra protection but a substantial increase in crash partner risk.</p><p><strong>Conclusions: </strong>Crash incompatibility in the fleet has continued to improve in recent years, particularly among the heaviest pickups and SUVs. Although curb weight remains an important factor in driver protection, our data suggest that the benefit plateaus at 4,000 lb, with minimal incremental gains above this point. These findings suggest that vehicle design changes have contributed to safer outcomes and that mass reduction among the heaviest vehicles may further improve crash outcomes in the future without reducing the protectiveness of those vehicles.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-6"},"PeriodicalIF":1.6,"publicationDate":"2025-03-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143659683","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Do wider longitudinal road markings influence driving speed perception?","authors":"Francisco Calvo-Poyo, Laura Garach, Juan de Oña","doi":"10.1080/15389588.2025.2465822","DOIUrl":"https://doi.org/10.1080/15389588.2025.2465822","url":null,"abstract":"<p><strong>Objective: </strong>Excessive speed is one of the factors most frequently associated with traffic accidents and noncompliance with traffic regulations. Road markings serve as a fundamental aid for drivers, with their design playing a critical role in road safety. Wider longitudinal markings create a visual narrowing effect on the driving lane, potentially increasing the perception of speed and encouraging drivers to reduce their speed, thereby enhancing traffic safety. However, this phenomenon has received limited attention in prior studies, which have predominantly relied on field experiments with small sample sizes and have often overlooked important variables such as night driving conditions. Given these considerations, the objective of the present study is to examine whether the perception of speed while driving on curves increases with the use of wider longitudinal markings compared to those established by traffic regulations.</p><p><strong>Methods: </strong>To address this objective, video recordings were made of vehicles navigating 6 curves under 2 conditions: With standard longitudinal markings and with modified, wider markings. Subsequently, a survey was conducted with 2,419 participants. The participants were shown the videos and asked to identify in which segments they perceived greater vehicle speed.</p><p><strong>Results: </strong>The findings revealed that the likelihood of perceiving greater speed on curves with wider markings was significantly higher in the following cases: Female participants, drivers who had not caused an accident or received a traffic ticket in the past 5 years, those with greater driving experience, higher vehicle speeds, viewing standard markings prior to the wider ones, navigating right-oriented curves, and nighttime driving conditions.</p><p><strong>Conclusions: </strong>These results demonstrate that the application of wider longitudinal road markings can, in general, enhance the perception of speed on curves. This effect has the potential to improve road safety by promoting slower driving behavior.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-03-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143652045","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Research on the relationship between drivers' fixation behavior and road cognitive efficiency in curved tunnel environments.","authors":"Lei Han, Zhigang Du, Jialin Mei","doi":"10.1080/15389588.2025.2464834","DOIUrl":"https://doi.org/10.1080/15389588.2025.2464834","url":null,"abstract":"<p><strong>Objectives: </strong>This study aims to explore the relationship between drivers' fixation behavior and road cognitive efficiency in curved tunnel environments. The objective is to understand how factors such as tunnel radius, turning direction, and tunnel zones influence drivers' visual behaviors and cognitive processes.</p><p><strong>Methods: </strong>The research involves 30 participants and utilizes eye tracking technology to collect data. Data are gathered in 4 curved tunnels located in Yunnan Province. Participants' fixation duration, frequency, and horizontal and vertical deviations are measured and analyzed.</p><p><strong>Results: </strong>The study finds that the radius, turning direction, and zones of curved tunnels significantly affect drivers' visual behaviors. Smaller tunnel radius leads to increased fixation duration and decreased frequency of visual scanning. Drivers exhibit decreased horizontal deviation, indicating a more focused visual search strategy, and increased vertical deviation, possibly as an adaptive strategy to broaden the vertical field of view. During left turns, drivers have longer fixation durations and lower frequencies due to right hemisphere dominance in processing spatial information, resulting in increased cognitive load. Differences in deviations are observed between left and right turns, reflecting distinct visual scanning patterns. In different tunnel zones, drivers demonstrate varied strategies: In the entrance zone, longer fixations and smaller horizontal deviations occur; in the middle zone, shorter fixations and increased frequency are observed; and in the exit zone, the highest fixation frequency and horizontal deviation are noted.</p><p><strong>Conclusions: </strong>The conclusions emphasize that the geometry and characteristics of curved tunnels play a crucial role in shaping drivers' visual behaviors and cognitive processes. Understanding these relationships is essential for enhancing tunnel design and improving driving safety. This research provides valuable insights for optimizing tunnel design to better meet drivers' needs and for implementing appropriate safety measures, ultimately contributing to the reduction of accidents and an enhancement of overall road safety in curved tunnel environments.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-10"},"PeriodicalIF":1.6,"publicationDate":"2025-03-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143652046","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"The contributions of knowledge and trust involving the use of child car seats among Indigenous Peoples in Canada.","authors":"Suzanne McMurphy, Amy M Alberton, G Brent Angell, Harvey A McCue, Stéphane Grenier","doi":"10.1080/15389588.2025.2471552","DOIUrl":"https://doi.org/10.1080/15389588.2025.2471552","url":null,"abstract":"<p><strong>Objective: </strong>The purpose of the current study was to examine the effects of child vehicle restraint-related knowledge and trust in information on car seat use among Indigenous Peoples in Canada.</p><p><strong>Methods: </strong>An in-person survey was administered to participants who identified as Indigenous (i.e., First Nation or Métis). Participants included those from the Canadian provinces of Ontario, New Brunswick, Nova Scotia, Alberta, British Columbia, and Quebec. The sample consisted of 536 Indigenous adults, ages 18 and older, who reported having children aged 12 or younger or reported transporting other children in vehicles. The analysis focused on the prediction of consistent car seat use. Logistic regression models were used to test the main predictive effects of gender, living on reserve, levels of child vehicle restraint-related knowledge, and levels of trust in information. An interaction effect of child vehicle restraint-related knowledge by trust in information on consistent car seat use was also tested.</p><p><strong>Results: </strong>Gender did not significantly predict consistent car seat use. However, those who reported living on reserve were 52% less likely to report consistently using car seats than those who reported not living on reserve. Additionally, those who exhibited high levels of child vehicle restraint-related knowledge were two and a half times more likely to report consistent car seat use than those with low knowledge levels. Respondents' level of trust in information was also significantly related to consistent car seat use. Respondents who reported high levels of trust in information were nearly twice as likely to report consistent car seat use than those who reported low levels of trust. Finally, among respondents who demonstrated low knowledge, those who showed high trust in information were nearly two and half times as likely to report consistent car seat use than those who showed low trust.</p><p><strong>Conclusions: </strong>The current study provided evidence that having the requisite knowledge and trust in information was found to be associated with caregiver compliance in using car seats on a regular basis.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-03-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143607129","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Enhancing motorcycle safety: Quantifying the effects of Autonomous Emergency Braking and Adaptive Cruise Control in crashes reduction.","authors":"Abdelkarim Ait-Moula, Claire Naude, Ebrahim Riahi, Thierry Serre","doi":"10.1080/15389588.2025.2461575","DOIUrl":"https://doi.org/10.1080/15389588.2025.2461575","url":null,"abstract":"<p><strong>Objective: </strong>Powered 2-wheeler (PTW) safety remains a critical concern, prompting the investigation into the efficacy of advanced rider assistance systems (ARAS) in reducing crash rates. The objective of this study is to provide a comprehensive quantification of the effects of 2 such systems, Adaptive Cruise Control (ACC) and Autonomous Emergency Braking (AEB), on the avoidance or mitigation of motorcycle crashes.</p><p><strong>Methods: </strong>Using real-world motorcycle crash data, this research employed kinematic reconstruction techniques and numerical simulations to evaluate the impact of ACC and AEB on crash reduction. A parametric study was conducted, exploring various parameters including trigger distances, deceleration rates, and field of view, to assess their influence on the effectiveness of this systems in crashes involving PTWs.</p><p><strong>Results: </strong>The analysis revealed significant findings regarding the effectiveness of ACC and AEB in reducing crash rates involving motorcycles. Notably, ACC, especially in dynamic mode with a trigger distance of 40 m, demonstrated the ability to prevent 53% of crashes, resulting in impact speed reductions ranging from 4 to 25 km/h. Similarly, AEB exhibited remarkable effectiveness, reducing impact speeds by 2.5 to 38.9 km/h, with avoidance rates ranging from 7% to 63%.</p><p><strong>Conclusions: </strong>Optimization of key parameters such as triggering strategy, deceleration, sensor range, and field of view is crucial for maximizing the effectiveness of ARAS in motorcycle safety applications. These findings provide valuable insights for manufacturers and policymakers, highlighting the need for tailored approaches to system design and implementation. By refining these systems based on empirical data and analysis, significant improvements can be made in motorcycle safety, ultimately saving lives and reducing the severity of crashes on roadways.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-10"},"PeriodicalIF":1.6,"publicationDate":"2025-03-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143607116","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Brain injury metrics and their risk functions in frontal automotive collisions.","authors":"Fusako Sato, Taotao Wu, Matthew B Panzer, Masayuki Yaguchi, Mitsutoshi Masuda","doi":"10.1080/15389588.2025.2470338","DOIUrl":"10.1080/15389588.2025.2470338","url":null,"abstract":"<p><strong>Objectives: </strong>The objective of this study was to develop abbreviated injury scale (AIS) 1, AIS2, AIS3 and AIS4+ injury risk functions (IRFs) for traumatic brain injuries (TBIs) as estimated by the rotational kinematics of the head, in accordance with AIS1998. The effectiveness of the IRFs was investigated by comparisons with real-world accident data of frontal crash configurations. In addition, links of the IRFs developed in accordance with AIS1998 to other AIS versions were discussed.</p><p><strong>Methods: </strong>AIS1, AIS2, AIS3 and AIS4+ IRFs based on finite element analysis (FEA)-based metrics in this study were developed using a TBI database used for developing mild TBI (concussion) and severe TBI (diffuse axonal injury (DAI) and intracerebral hemorrhage (ICH)) IRFs in our previous study. The TBI database includes head kinematics, clinical outcomes, and FEA-based metrics such as maximum principal strain (MPS) obtained from reconstructions using harmonized species-specific finite element (FE) brain models. In this study, TBI severities in the TBI database were reclassified in accordance with AIS1998 to evaluate IRFs in comparison with field accident data for application to automotive safety. IRFs based on kinematics-based metrics were developed by transforming FEA-based IRFs <i>via</i> linear regression models between the FEA-based and kinematics-based metrics. The FEA-based and kinematics-based IRFs were evaluated by comparing TBI risk predictions using frontal crash test data with real-world TBI rates in similar crash configurations.</p><p><strong>Results: </strong>The MPS95 IRFs exhibited better quality (lower quality index (QI) values) and better goodness of fit with the TBI database (lower AIC value) among the FEA-based IRFs. Kinematics-based metrics exhibited the greatest coefficients of determination (<i>R</i>²) with MPS95. The accident data evaluation demonstrated that the MPS95 IRFs and kinematics-based IRFs derived from the MPS95 IRFs generally overpredicted most frontal crash configurations, with the full engagement conditions tending to have smaller errors and the oblique crash conditions having the largest overprediction.</p><p><strong>Conclusions: </strong>The TBI risks predicted by the MPS95 IRFs and kinematics-based IRFs derived from the MPS95 IRFs were relatively more aligned with the real-world TBI rates for drivers in the full engagement crash configuration. However, further investigations are needed to minimize the gap between predicted TBI risks and real-world TIB rates. In addition, AIS coding of TBIs has changed through version upgrades, especially for concussion. This change in AIS coding has affected IRFs for AIS1 and AIS2. Further revisions of TBI IRFs will be required in the future if the AIS definitions change.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-03-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143607105","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Performance analysis of restraint systems for reclined occupant in side pole impact collisions.","authors":"Julio Abajo, Mónica Diez, Alberto Negro, Esteban Cañibano, Cristina Garcia","doi":"10.1080/15389588.2025.2471560","DOIUrl":"https://doi.org/10.1080/15389588.2025.2471560","url":null,"abstract":"<p><strong>Objective: </strong>Safety restraint systems have enhanced occupants' safety in case of collision. However, they are designed to protect occupants in standard sitting posture and different sitting postures are not evaluated in current legal and rating tests. The goal of this study was to address the reclined posture under oblique pole side impact conditions. Different airbag systems were proposed and analyzed for protecting reclined occupants, providing a general overview of the restraint systems performance across these conditions.</p><p><strong>Methods: </strong>Simulations were performed with a subsystem Finite Elements (FE) vehicle model developed and validated against side impact tests. A reclined occupant position was analyzed using WorldSID 50th male dummy under Euro NCAP oblique pole side impact test conditions. Three different seat-mounted side restraint system solutions optimized according to standard EuroNCAP position were proposed to enhance reclined occupant safety. Additionally, three time-to-fire strategies were considered, a conventional time-to-fire and two pre-crash triggering that lead to an earlier deployment of the restraint systems.</p><p><strong>Results: </strong>In the reclined posture, the conventional time of activation led to higher occupant injury values for all the restraint systems proposed. As the firing time was brought forward, the measured injury values were reduced. The double side airbag head + thorax-pelvis system with a pre-crash triggering (time-to-fire -5 ms) was predicted as the safest case scoring the higher overall rating and five Euro NCAP stars.</p><p><strong>Conclusions: </strong>This study investigated three side airbag systems capable of providing good protection under Euro NCAP oblique pole side impact conditions (upright posture), considering triggering times earlier than conventional in combination with optimized airbag design parameters, these systems were able to provide also adequate protection (4-5 stars) in reclined occupant positions. The results showed that the airbag inflation time is significant in reclined positions.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-6"},"PeriodicalIF":1.6,"publicationDate":"2025-03-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143607128","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Effects of delineation signs on driving behavior in expressway tunnel curves.","authors":"Jialin Mei, Zhigang Du, Pengfei Wu","doi":"10.1080/15389588.2025.2470977","DOIUrl":"https://doi.org/10.1080/15389588.2025.2470977","url":null,"abstract":"<p><strong>Objective: </strong>Driving on curved roads presents higher traffic safety risks compared to straight sections. However, existing research has primarily focused on open road curves, with limited studies addressing safety measures for tunnel curves. This study aims to evaluate the effects of curve delineation signs-such as chevrons, horizontal arrow signs (HASs), and retro-reflective arches (RAs)-on driver behavior at tunnel curves.</p><p><strong>Methods: </strong>The experimental design included two types of flat curve radii and four delineation sign schemes. A driving simulation experiment was conducted with 37 participants in a one-way, two-lane tunnel curve scenario, analyzing their driving behavior at tunnel curves and key curve points.</p><p><strong>Results: </strong>Chevrons and HASs effectively encourage drivers to slow down when approaching gentle curves but have a limited deceleration effect on sharp curves. Nonetheless, both signs contribute to reducing vehicle speed in both sharp and gentle curves. In contrast, the RA significantly enhances deceleration in both curve types, prompting drivers to decelerate earlier and enter the curve at a lower speed, thus lowering the average speed through the curve segment. While chevrons, HASs, and RAs all aid in adjusting lane positions and reducing lateral control risks, their effectiveness in lateral control remains limited.</p><p><strong>Conclusions: </strong>HASs and RAs can serve as viable alternatives to chevrons in tunnel curves. In particular, the installation of three visible RAs is recommended for sharp tunnel curves to improve traffic safety.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-03-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143607106","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"A study on brake-accelerator reaction times in elderly patients after artificial knee joint and hip joint replacement surgery.","authors":"Shohei Kagino, Hiroyuki Tanaka, Nobuyuki Miyazaki, Yasuo Naito","doi":"10.1080/15389588.2025.2468272","DOIUrl":"https://doi.org/10.1080/15389588.2025.2468272","url":null,"abstract":"<p><strong>Objectives: </strong>This study clarified the time required to return to preoperative levels after total knee arthroplasty (TKA) and total hip arthroplasty (THA) using the time to release the accelerator pedal and switch to the brake.</p><p><strong>Methods: </strong>Drivers' license holders who underwent right-sided TKA or THA were included. A driving simulator featuring a three-screen monitor employing HONDA Safety Navi^® was used. Simple and selective reaction tests were conducted. One-way repeated-measures ANOVA was based on the results of the simple and selective response tasks for each period. Bonferroni's multiple comparison test served as a post-hoc analysis for items with significant differences in the one-way ANOVA.</p><p><strong>Results: </strong>A total of 110 patients (32 males, 78 females; mean age 69.8 ± 7.6 years) completed the study (TKA = 64, THA = 46). In the simple reaction test, patients who underwent THA exhibited a significantly quicker reaction time 3 weeks postoperatively compared with the preoperative and 1-week postoperative periods. The speed of reaction behavior in the selective response test was significantly faster 3 weeks postoperatively than preoperatively and 1-week postoperatively.</p><p><strong>Conclusions: </strong>Patients who undergo TKA and THA may potentially resume driving as early as 1 week after surgery.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-8"},"PeriodicalIF":1.6,"publicationDate":"2025-03-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143574726","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}