Traffic Injury Prevention最新文献

{"title":"Research on design method of active energy absorption device for pedestrian classification protection.","authors":"Kaibo Yan, Yang Shu, Sisi Lu, Hui Duan, Hongli Bao, Jie Yang","doi":"10.1080/15389588.2025.2488480","DOIUrl":"https://doi.org/10.1080/15389588.2025.2488480","url":null,"abstract":"<p><strong>Objectives: </strong>Intelligent driving technology has significantly enhanced vehicle safety performance, but the risk of pedestrian-vehicle collisions remains due to the uncertainty of the road environment. As vulnerable road users, pedestrians face significant threats to their safety. In pedestrian-vehicle collisions, physiological differences between adults and children result in distinct injury patterns. Therefore, it is essential to develop targeted protection strategies for both groups. This study aims to address the problem by proposing a classification protection airbag system that can dynamically adjust the airbag parameters to be deployed in different states to achieve the classification protection of pedestrians.</p><p><strong>Methods: </strong>A pedestrian-vehicle collision numerical simulation model was established, and the general airbag was designed to protect the pedestrian. However, the general airbag failed to effectively protect the heads of an adult and child simultaneously. To address this issue, a classification protection airbag was designed, and its protection performance was investigated through finite element (FE) analysis. Additionally, an improved YOLOv5 pedestrian target detection model was proposed to realize the classification recognition for both groups. Based on the classification results, the vehicle control module can dynamically adjust the airbag parameters so that the airbag can be deployed to different states.</p><p><strong>Results: </strong>The general airbag 1 was effective in protecting the adult, though it caused more serious injury to the child. The general airbag 2 was effective in protecting a child, though it performed poorly in protecting an adult. It was found that the installation of classification protection airbag system can accurately identify pedestrians. Compared with the original YOLOv5 network, the precision (P), recall (R), and average precision (AP) of the improved network were increased by 3.63%, 1.42%, and 1.74% for adult recognition and 5.84%, 15.79%, and 11.86% for child recognition. Additionally, the classification protection airbag can effectively reduce the head injury of adults and children; its corresponding peak acceleration was reduced by 61.7% and 53.2%, and the head injury criterion (HIC) value was reduced by 63.4% and 31.4%.</p><p><strong>Conclusion: </strong>The active energy absorption device designed in this study can realize the classified protection of pedestrians. The research results can provide reference for the design of a pedestrian protection device.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-8"},"PeriodicalIF":1.6,"publicationDate":"2025-06-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144210223","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 association between driving under the influence of alcohol and seatbelt usage in Korea.","authors":"Jaewoo Kim, Chaewon Oh, Eun-Cheol Park, Yeseul Jang","doi":"10.1080/15389588.2025.2458589","DOIUrl":"https://doi.org/10.1080/15389588.2025.2458589","url":null,"abstract":"<p><strong>Objective: </strong>Despite the mandatory use of seatbelts in Korea, their prevalence remains comparatively low. This study examines whether DUIA, a leading risk factor for road traffic injuries, predicts seatbelt usage by analyzing the prevalence of seatbelt use among individuals who have experienced DUIA compared to those who have not.</p><p><strong>Methods: </strong>This cross-sectional study utilized data from 9,227 driver's license holders aged 20 years or older from the Korea National Health and Nutrition Examination Survey (KHANES) conducted between 2019 and 2021. Multivariable logistic regression analysis was conducted to investigate the association between experience of DUIA and seatbelt use while adjusting for individual-level covariates. A stratified analysis was conducted based on sociodemographic variables. Finally, a subgroup analysis was performed to examine the association between experience of DUIA and frequency of seatbelt use in each seat type (the driver's seat, the front passenger seat, and the rear seat).</p><p><strong>Results: </strong>This study showed that having an experience of DUIA is significantly associated with not wearing seatbelts. (aOR, 3.53 [95% CI, 2.55-4.88]). Stratification based on sociodemographic variables showed that one's job type (pink collar: aOR, 5.67 [95% CI, 2.03-15.88]; blue collar: aOR, 5.35 [95% CI, 3.03-9.47]), and smoking status (current smokers: aOR, 5.67 [95% CI, 2.72-11.82]) increase the prevalence of experience of DUIA. Furthermore, experience of DUIA was associated with an increased prevalence of not wearing seatbelts in all seat types.</p><p><strong>Conclusion: </strong>The prevalence of experience of DUIA can be established as a statistically significant independent predictor of seatbelt usage among Korean adults.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-6"},"PeriodicalIF":1.6,"publicationDate":"2025-06-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144210244","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":"Seatbelt use trends by pregnancy status and state in the United States, 2011-2024.","authors":"Carolyn W Roberts, Ruyun Jin, Corina Espelien, Jason L Forman, Pavel Chernyavskiy","doi":"10.1080/15389588.2025.2502824","DOIUrl":"https://doi.org/10.1080/15389588.2025.2502824","url":null,"abstract":"<p><strong>Objectives: </strong>Seatbelts decrease injuries and fatalities in motor vehicle collisions. Most seatbelt use studies are performed at a national or international scale, yet many lack data granularity to evaluate trends in population subgroups that might have differing belt use behaviors, such as pregnant females. Using data from the Center of Disease Control and Prevention Behavioral Risk Factor Surveillance System (BRFSS), this study aims to evaluate geographic differences in habitual seatbelt use and trends over time across respondent factors, focusing on pregnant females.</p><p><strong>Methods: </strong>Weighted responses of \"always wearing seatbelt\" in the 2011-2024 BRFSS were aggregated by state, year, age group, sex, and pregnancy status and analyzed using a Bayesian zero-one-inflated beta regression. State seatbelt enforcement was coded as primary or secondary and added into the model.</p><p><strong>Results: </strong>There were 1,149,325 total responses: 585,543 nonpregnant females (33.3% aged 18-29); 23,356 pregnant female (49.4% aged 18-29); and 540,426 males (39.5% aged 18-29). On average, primary enforcement states exhibit increased habitual seatbelt use adjusted for other factors (aOR = 1.63 (95% CrI 1.36-1.97)). In a secondary enforcement state, pregnant females had higher odds vs. nonpregnant females of habitual seatbelt use (aOR = 1.20 (95% CrI 1.02-1.44) for ages 18-29; aOR = 1.20 (0.99-1.42) for ages 30-44). Pregnancy effects were smaller in primary enforcement states. The probability of habitual seatbelt use among pregnant females increased since 2020 (primary enforcement: 0.86-0.88; secondary: 0.80-0.83), but decreased for nonpregnant females during the same period (primary enforcement: 0.85-0.82; secondary: 0.78-0.75). Regional variations in seatbelt use patterns and trends were identified.</p><p><strong>Conclusions: </strong>Seat belt primary enforcement laws could increase habitual usage, regardless of age group and pregnancy status. Pregnant females continued to have higher habitual seatbelt use, with stronger effects among younger survey respondents. Additionally, we have identified a cluster of states in the Southeast with declining seatbelt use among both pregnant females and males. Better understanding of local enforcement policies and occupant attitudes toward seat belts can help develop interventions aimed at improving seat belt compliance and in-turn occupant safety.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-7"},"PeriodicalIF":1.6,"publicationDate":"2025-06-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144210225","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":"Consumer usability and acceptance of a load leg on an infant child restraint system in the United States.","authors":"Julie A Mansfield, Janis Skujiņš, Nick Rydberg, Sara J Seifert","doi":"10.1080/15389588.2025.2504002","DOIUrl":"https://doi.org/10.1080/15389588.2025.2504002","url":null,"abstract":"<p><strong>Objective: </strong>Load legs are a newly emerging safety feature on child restraint systems (CRS) in the United States (US). However, consumer usability of load legs has never been studied in the US. This study aims to characterize how US caregivers navigate load leg installations and their acceptance level of this safety feature.</p><p><strong>Methods: </strong>A convenience sample of fifty caregivers with children ages zero to two installed a rear-facing infant CRS with a load leg into a provided vehicle. Researchers observed whether the caregivers used the load leg. Participants who did not use the load leg were prompted to repeat the installation with the load leg. Researchers checked if the load leg length and angle settings were appropriate. Verbal and written surveys were used to collect caregivers' feedback on the load leg and their demographic information.</p><p><strong>Results: </strong>Overall, 32% of participants immediately noticed and used the load leg, 22% initially disregarded the load leg but self-corrected, and 46% finished their first installation without using it. Participants who were male, had higher household incomes, and those who used the instruction manual were more likely to use the load leg without being prompted. Once prompted, 68% of participants had the load leg set at the correct length and 74% were at the correct angle. Almost all participants (96%) correctly inferred that the intended purpose of the load leg was to provide stability, security, reduce movement, and/or increase the safety of the installation. Just over half of participants (56%) said they overall liked having the load leg. Concerns were expressed about the amount of space that the load leg takes up (30%), whether it would stay in place (18%), uncertainty about whether it would provide the intended protection in a crash (18%), and lack of clarity in the manufacturers' instructions provided (14%).</p><p><strong>Conclusions: </strong>Many US caregivers are not accustomed to performing installations with load legs. Their general response to the feature was mixed, with most recognizing its intended purpose but expressing questions about its functional use.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-7"},"PeriodicalIF":1.6,"publicationDate":"2025-06-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144210221","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":"Is our growing affinity for technology a challenge for preventing distracted cycling? An Australian study.","authors":"Steve O'Hern, Amanda N Stephens, Felix Wilhelm Siebert, Sergio A Useche","doi":"10.1080/15389588.2025.2489649","DOIUrl":"https://doi.org/10.1080/15389588.2025.2489649","url":null,"abstract":"<p><strong>Objectives: </strong>The core aim of this study was to assess secondary task engagement among Australian cyclists, considering demographic, behavioral, and psychosocial factors as potential contributors.</p><p><strong>Methods: </strong>This study used the information provided by a sample of 1,240 Australian cyclists (24% females; 74% males; 2% non-binary) aged <i>M</i> = 53.6 (<i>SD</i> 12.9) years. They responded to an online survey on cycling-related affairs, including demographic, psychosocial (Risk Perception and Regulation Scale, RPRS), behavioral (Cycling Behavior Questionnaire, CBQ), and technology-related (Affinity for Technology Questionnaire, TAEG) factors.</p><p><strong>Results: </strong>After analyzing the TAEG properties and outcomes in this Australian sample, it was found that engagement in secondary tasks while riding varies significantly according to demographic and cycling behavioral profiles. For instance, older cyclists were less likely to report engaging in secondary tasks while riding. In terms of cycling behavior, respondents who reported higher rates of violations were more likely to report high engagement with technology while riding. Moreover, the results from a multilinear regression model predicting secondary task engagement indicated associations between self-reported cycling behavior and engagement in secondary tasks, as well as a strong relationship between traffic violations and the latter. Additionally, knowledge of traffic rules and self-reported positive behaviors showed a significant negative relationship with secondary task engagement, suggesting that these respondents were less inclined to use mobile devices while riding.</p><p><strong>Conclusion: </strong>Overall, the findings of this study support the hypothesis that secondary task engagement can be statistically explained by demographic factors (such as age and gender), attitudinal factors, and cycling behavior. These findings highlight several challenges and implications for cycling safety practices, particularly considering the increasing normalization of technology-related secondary tasks in transport activities such as cycling.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-8"},"PeriodicalIF":1.6,"publicationDate":"2025-06-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144210222","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":"An analysis of drug recognition expert evaluations and comparisons with police issued citations in Maryland, 2017-2021.","authors":"Komal Bhagat, Kartik Kaushik, Joseph A Kufera, Kimberly M Auman, Roumen Vesselinov","doi":"10.1080/15389588.2025.2493754","DOIUrl":"https://doi.org/10.1080/15389588.2025.2493754","url":null,"abstract":"<p><strong>Objective: </strong>Drug Recognition Expert (DRE) officers utilize standardized evaluations to assess physiological and behavioral indicators of drug impairment. This study analyzed data from Maryland DRE officers (2017-2021), comparing their drug category/ies assessments with blood tests results. DRE evaluation records were linked to citations issued for alcohol/drug-impaired driving, to examine the agreement between charges, DRE evaluation, arrest outcomes, and repeat offenses.</p><p><strong>Methods: </strong>Data from 4,931 DRE evaluations were analyzed, involving 4,727 drivers linked to citation records for alcohol/drug-impaired driving offenses. Agreement between DRE opinions and blood test results was quantified by estimating binomial success probabilities with 95% confidence intervals. Citation outcomes and repeat offense rates for DRE and non-DRE cases were also presented.</p><p><strong>Results: </strong>Of 4,931 unique evaluations, blood specimens were collected in 2,118 (42.9%), yielding 1,599 positive drug test results (75.5%). Most evaluated drivers were white (67.6%), male (73.8%), and aged 21-34 years (43.2%). Comparison of DRE opinion with blood test results revealed an overall success probability of 84.2 ± 0.65%. DRE accuracy improved to 91.8 ± 0.85% when none or one drug was detected and decreased to 80.5 ± 0.87% when two or more drugs were involved. When linked to citation data, 3,237 drivers (68.5%) received 36,878 citations, with 88.1% having two or more drug-related offenses and 72.5% having at least one negligent driving offense. Matched DRE drivers were involved in 9,105 traffic stops, with approximately 48.4% receiving over five citations during their first stop. 97.3% were cited for drug impairment, with only 87 drivers avoiding such citations.</p><p><strong>Conclusions: </strong>This study highlights the effectiveness of the DRE program in identifying impaired drivers, providing insights into driver demographics and impairment patterns, while emphasizing need for improved polysubstance impairment data collection. A high degree of agreement between DRE opinions and blood test results for all tested drug categories were statistically established. Despite the program's success, significant gaps remain in testing methods and integrating alcohol and drug evaluations. Future research should enhance testing protocols, expanding data collection, and examining the link between substance use disorders and impaired driving to strengthen prevention, enforcement, and intervention efforts.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-8"},"PeriodicalIF":1.6,"publicationDate":"2025-05-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144081775","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 nighttime road visibility monitoring based on video images.","authors":"Yonggao Yue, Shang Zhang, Zhiyuan Wu, Jianpu Xi, Zonglin Shi, Lei Wang, Lijuan Deng","doi":"10.1080/15389588.2025.2495203","DOIUrl":"https://doi.org/10.1080/15389588.2025.2495203","url":null,"abstract":"<p><strong>Objective: </strong>Road traffic accidents have become a serious social problem, with a significant proportion of accidents caused by insufficient visibility on roads at night. Therefore, nighttime road visibility detection based on video images has become one of the difficulties and a key issue in domestic and international research.</p><p><strong>Methods: </strong>This study analyzes the importance of nighttime road visibility monitoring, introduces the structure, working principle, and monitoring method of a video image nighttime visibility monitoring system, and proposes a nighttime road visibility monitoring method based on video images. Based on the characteristics of nighttime images, an improved dark channel prior method was adopted to calculate the nighttime road visibility. This method mainly includes eight steps: video image acquisition, image grayscale processing, calculation of image average variance, image average gradient, drawing grayscale histograms, image enhancement based on the calculated values, calculation of transmittance, and calculation of visibility.</p><p><strong>Results: </strong>The experimental results show that the proposed night road visibility monitoring method based on video images can effectively realize real-time monitoring of night road visibility, effectively overcome the inherent defects of traditional methods, and the constructed night visibility monitoring framework can realize high-precision visibility calculation, and has broad application prospects.</p><p><strong>Conclusions: </strong>Through adaptive threshold and adaptive filtering technology, the improved dark channel algorithm has shown competitive advantages in both image quality index and practical application effect, especially in noise suppression and edge preservation. However, under extreme illumination conditions, the algorithm still has room for improvement in the processing of the strong light source region, and the dark channel prior may lead to bias in the transmission estimation.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-05-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144081983","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 confidence level and hazard type on the visual search patterns and hazard response times of young drivers.","authors":"Wenjing Hu, Long Sun, Liang Cheng","doi":"10.1080/15389588.2025.2497521","DOIUrl":"https://doi.org/10.1080/15389588.2025.2497521","url":null,"abstract":"<p><strong>Objective: </strong>While numerous studies have reported that overconfidence affects young drivers' crash risk, direct comparisons of hazard perception differences among overconfident, underconfident young drivers and their peers with relatively accurate self-rated confidence remain limited. This study addressed this gap by exploring the effects of hazard type and confidence level on the hazard perception of young drivers.</p><p><strong>Methods: </strong>A total of 72 young drivers aged 18-25 years agreed to participate in this study. A 2 (hazard type: environmental prediction hazards/EP, behavioral prediction hazards/BP) × 4 (driver group: overconfident, very confident, moderately confident, underconfident) mixed experimental design was adopted. Twelve video clips with BP hazards and 12 with EP hazards were presented to the four groups of drivers. Response time and eye movement were recorded.</p><p><strong>Results: </strong>Underconfident drivers had longer response times than very confident and moderately confident drivers did, regardless of hazard types. Overconfident drivers took longer to fixate the AOIs that contained EP hazards and responded slower to EP hazards than moderately confident drivers did. Although overconfident drivers responded slower to BP hazards compared to very confident and moderately confident drivers did, all three groups took similar times to fixate the AOIs that contained BP hazards. Additionally, compared to very confident drivers, overconfident drivers had a higher no-response rate and fewer fixations on the hazards.</p><p><strong>Conclusions: </strong>These findings indicate that moderately confident drivers outperformed both overconfident and underconfident drivers in response times, highlighting how confidence level influences hazard perception and response efficiency depending on hazard type. The results provide valuable insights for hazard perception training programs tailored to young drivers, emphasizing the need to address both overconfidence and underconfidence in driver education.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-7"},"PeriodicalIF":1.6,"publicationDate":"2025-05-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144082021","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":"Comparison of Waymo Rider-Only crash rates by crash type to human benchmarks at 56.7 million miles.","authors":"Kristofer D Kusano, John M Scanlon, Yin-Hsiu Chen, Timothy L McMurry, Tilia Gode, Trent Victor","doi":"10.1080/15389588.2025.2499887","DOIUrl":"https://doi.org/10.1080/15389588.2025.2499887","url":null,"abstract":"<p><strong>Objective: </strong>SAE Level 4 Automated Driving Systems (ADSs) are deployed on public roads, including Waymo's Rider-Only (RO) ride-hailing service (without a driver behind the steering wheel). The objective of this study was to perform a retrospective safety assessment of Waymo's RO crash rate compared to human benchmarks, including disaggregated by crash type.</p><p><strong>Methods: </strong>Eleven crash type groups were identified from commonly relied upon crash typologies that are derived from human crash databases. Human benchmarks were developed from state vehicle miles traveled (VMT) and police-reported crash data. Benchmarks were aligned to the same vehicle types, road types, and locations as where the Waymo Driver operated. Waymo crashes were extracted from the NHTSA Standing General Order (SGO). RO mileage was provided by the company <i>via</i> a public website. Any-injury-reported, Airbag Deployment, and Suspected Serious Injury + crash outcomes were examined because they represented previously established, safety-relevant benchmarks where statistical testing could be performed at the current mileage.</p><p><strong>Results: </strong>Data were examined over 56.7 million RO miles through the end of January 2025; resulting in a statistically significant lower crashed vehicle rate for all crashes compared to the benchmarks in Any-Injury-Reported and Airbag Deployment, and Suspected Serious Injury + crashes. Of the crash types, V2V Intersection crash events represented the largest total crash reduction, with a 96% reduction in Any-injury-reported (87-99% confidence interval) and a 91% reduction in Airbag Deployment (76-98% confidence interval) events. Cyclist, Motorcycle, Pedestrian, Secondary Crash, and Single Vehicle crashes were also statistically reduced for the Any-Injury-Reported outcome. There was no statistically significant disbenefit found in any of the 11 crash type groups.</p><p><strong>Conclusions: </strong>This study represents the first retrospective safety assessment of an RO ADS that made statistical conclusions about more serious crash outcomes (Airbag Deployment and Suspected Serious Injury+) and analyzed crash rates on a crash type basis. The crash type breakdown applied in the current analysis provides unique insight into the direction and magnitude of safety impact being achieved by a currently deployed ADS system. This work should be considered by stakeholders, regulators, and other ADS companies aiming to objectively evaluate the safety impact of ADS technology.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-13"},"PeriodicalIF":1.6,"publicationDate":"2025-05-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144082015","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":"Prescription pattern of driving-impairing psychotropic medications in Tabriz in 2022.","authors":"Mostafa Farahbakhsh, Ali Fakhari, Ehsan Aghajani, Amin Khameneh, Sepideh Harzand-Jadidi","doi":"10.1080/15389588.2025.2484224","DOIUrl":"https://doi.org/10.1080/15389588.2025.2484224","url":null,"abstract":"<p><strong>Objectives: </strong>Some psychotropic medications could impair drivers' cognitive skills, concentration and reaction by affecting the central nervous system (CNS), thereby increasing the risk of traffic accidents. However, there is limited evidence regarding the prescription pattern of these medications in Iran. The present study aims to investigate the prescription pattern of psychotropic medications impairing driving in Tabriz, Iran.</p><p><strong>Methods: </strong>In this descriptive-analytical cross-sectional study, psychotropic medications prescribed by physicians in Tabriz from March, 2021, to March, 2022, were reviewed. The data were obtained from Iranian Social Security Organization (SSO), which included 1,167,460 eligible prescriptions. Psychotropic medications were classified into six main categories based on reliable scientific sources, and their level of effect on driving was determined using driving-impairing medication classification system. The data were analyzed using Stata 17.0 and Chi-square test. The significance level was considered to be less than 0.05.</p><p><strong>Results: </strong>The results showed out of 1,167,460 prescribed psychotropic medications, 65.32% were for women, and the rest were for men. The most frequently prescribed medications were antidepressants (38.07%), followed by anxiolytics (18.60%) and antipsychotics (15.48%), respectively. More than half of the medications (57.10%) was categorized to have moderate effect, 23.73% was categorized to have mild effect and 18.87% was categorized to have severe effect on driving. Gabapentin, sertraline, nortriptyline, fluoxetine and trifluoperazine were the most frequently prescribed medications, respectively. A significant correlation was observed between the impairment category of prescribed medications and patients' gender and age (<i>P</i> <0.001). Additionally, general practitioners prescribed the highest number of medications with severe adverse effects, while neurosurgeons, general surgeons, neurologists and psychiatrists prescribed the highest number of medications with moderate adverse effects on driving.</p><p><strong>Conclusions: </strong>More than half of the prescribed psychotropic medications in Tabriz was categorized to have moderate effects on driving, and about one-fifth was categorized to have severe effects. Antidepressants, anxiolytics and antipsychotics are considered to have the most relevant impairing effects on driving according to the categorization system, with gabapentin, sertraline, nortriptyline, fluoxetine and trifluoperazine being the most frequently prescribed medications. The findings highlighted the importance of raising awareness among physicians and patients about the effects of psychotropic medications on driving.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-8"},"PeriodicalIF":1.6,"publicationDate":"2025-05-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144081976","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}