Traffic Injury Prevention最新文献

{"title":"Design, development, and evaluation of a multi-lingual web-based database for informing people regarding driving-impairing medicines","authors":"Faramarz Pourasghar ,&nbsp;Mostafa Farahbakhsh ,&nbsp;Homayoun Sadeghi-bazargani ,&nbsp;Sepideh Harzand-Jadidi","doi":"10.1080/15389588.2024.2386424","DOIUrl":"10.1080/15389588.2024.2386424","url":null,"abstract":"<div><h3>Objective</h3><div>Driving under the influence of drugs (DUID) is a growing traffic safety problem in many countries. It is estimated that 5 to 10% of medicinal drugs may impair driving due to their side effects. Despite the high number of medicinal drugs prescribed in Iran, there is a lack of a database that could provide specialized information regarding medicinal drugs and driving. Therefore, the present study aimed to design, develop, and evaluate a database for informing the general public, drivers, and healthcare providers regarding driving-impairing medicines.</div></div><div><h3>Methods</h3><div>The Drugs-and-traffic-safety (DATS) database, which has been developed by Road Traffic Injury Research Center (RTIRC), was designed using Java, HTML, JavaScript and MySql database. After completing the testing process, pharmaceutical data (i.e., generic and brand names, route of administration, anatomical classification, etc.), the level of influence of medicinal drugs on driving, and driving-related recommendations based on the level of influence for consumers were entered into the database. A cross-sectional study, and a qualitative study as semi-structured interviews and expert panels were conducted in different target groups to evaluate the DATS. Finally, the evaluation results were used to improve the database. The quantitative and qualitative data were analyzed using SPSS 25.0 and MAXQDA-10, respectively.</div></div><div><h3>Results</h3><div>The DATS was the only web-based database that could be accessed online <em>via</em> different browsers. The database included information about 1,255 medicinal drugs, and their influence on driving was shown with four colors, i.e., green (insignificant or no effect), yellow (mild effect), orange (moderate effect), and red (severe effect). The database was designed in multiple languages, which could enable users to search for medicinal drug names in both Persian and English. Based on the quantitative results, the mean score of the DATS was 75.10 ± 16.01 (out of 100) from the public viewpoint, indicating that the users were relatively satisfied with the database. Some themes and subthemes were extracted from the qualitative section of the study which revealed the users found DATS a practical, useful, and user-friendly tool.</div></div><div><h3>Conclusion</h3><div>Considering the positive feedback of users about DATS in the quantitative and qualitative evaluations, implementing DATS in Iran could provide useful advice in terms of the influence of medicinal drugs on driving to the public and traffic users. Therefore, it can raise public awareness of the risk of driving under the influence of medicinal drugs.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 33-41"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142074590","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":"Age-related driver injury occurrence from crashes at curve–grade combined segments","authors":"Hellen Shita ,&nbsp;Norris Novat ,&nbsp;Francisca Kasubi ,&nbsp;Norran Kakama Novat ,&nbsp;Priyanka Alluri ,&nbsp;Valerian Kwigizile","doi":"10.1080/15389588.2024.2390093","DOIUrl":"10.1080/15389588.2024.2390093","url":null,"abstract":"<div><h3>Objectives</h3><div>Due to their relatively complex roadway characteristics, horizontal and vertical curve segments are associated with decreased visibility and a higher risk of rollovers. Multiple studies have identified the associated risk of young and older drivers separately in such complicated driving environments. This study investigated the relationship between driver age and injury occurrence from crashes occurring along curve–grade combined segments.</div></div><div><h3>Methods</h3><div>Crash data recorded in Ohio State between 2012 and 2017 were used in this study. Driver age was categorized into 3 groups: teen (age &lt;20 years), adult (age 20–64), and older adult (age &gt;64). Descriptive statistics were summarized using random forest, gradient boosting, and extreme gradient boosting (XGBoost) to estimate the probability of a driver incurring an injury in case of a crash at curve–grade combined segments. The area under the receiver operating characteristics curve (AUROC) was used to select the best performing model. Partial dependence plots (PDPs) were used to interpret the model results.</div></div><div><h3>Results</h3><div>The probability of injury occurrence is different for older drivers compared to teen and adult drivers. Although teen and adult drivers showed a higher probability of sustaining injuries in crashes with an increase in the degree of curvature, older drivers were more likely to sustain injuries in roadways with higher annual average daily traffic (AADT), steeper grades, and more occupants in the vehicle. Older drivers were observed to have a higher probability of sustaining injuries during peak hours and when unrestrained compared to teen and adult drivers.</div></div><div><h3>Conclusions</h3><div>The results emphasize the significance of tailored education and outreach countermeasures, particularly for teen and older drivers, aimed at decreasing the likelihood of injuries in such driving environments. This research adds to the expanding body of knowledge concerning the age-related occurrence of driver injuries resulting from crashes at curve–grade combined segments. The study findings provide insights into the potential over- or underrepresentation of certain age groups in analyzing crash injury occurrence. The insights gained from the machine learning analysis could also assist policymakers, transportation agencies, and traffic safety experts in developing targeted strategies to enhance road safety and protect vulnerable age groups.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 92-101"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142332367","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 lane-changing risk evolution of vehicle group based on potential field model in the freeway tunnel approach section","authors":"Ting Zhang ,&nbsp;Zheng Chen ,&nbsp;Feng Chen ,&nbsp;Kesi You","doi":"10.1080/15389588.2024.2390086","DOIUrl":"10.1080/15389588.2024.2390086","url":null,"abstract":"<div><h3>Objective</h3><div>In the freeway tunnel approach section, lane-changing behaviors and transitions in the driving environment exacerbate traffic flow disruptions, increase driving risks, and lead to a higher accident rate. To this end, this study presents a method to explore the risk evolution process of lane-changing in these sections and evaluate its impact on traffic flow operations surrounding lane-changing vehicles.</div></div><div><h3>Methods</h3><div>First, a driving risk potential field model based on the field theory, which consists of a vehicle kinetic potential field and a tunnel illumination potential field, is proposed to evaluate the driving risk. Furthermore, a “vehicle group” risk graph was constructed based on graph theory, incorporating both a node-coupling driving risk model and a topological potential entropy model. Finally, trajectory datasets were collected through naturalistic driving tests to analyze the evolution of lane-changing risk and the stability of the vehicle group.</div></div><div><h3>Results</h3><div>From the analysis of coupling driving risk evolution, we found that in the [100, 500) m, [500, 1000) m, and [1000, 1500) m freeway tunnel approach sections, the coupled driving risk of lane-changing vehicle (LCV) was higher than that of the other vehicles in the vehicle group. In different tunnel approach sections, LCVs that received the highest risk were from different vehicles in vehicle group. LCVs received the highest field strength from the risk potential fields of the lateral vehicle (LV), front lateral vehicle (FLV), and front vehicle (FV) in the [100, 500) m, [500, 1000) m, [1000, 1500) m tunnel approach sections, respectively. Based on the absolute value of the vehicle group topological potential entropy, we observed the resilience of the vehicle group system improved with increasing distance from the tunnel entrance. Traffic flow regained stability more quickly after lane-changing disturbances in sections farther from the tunnel entrance.</div></div><div><h3>Conclusions</h3><div>This study highlights that the section closer to the freeway tunnel entrance significantly impact lane-changing risk, and it takes longer for the vehicle group to recover its stability after a lane-changing disturbance. The research results offer a theoretical and methodological foundation for enhancing traffic safety measures and developing microscopic driving behavior models for freeway tunnel approach sections.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 83-91"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142803461","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 cross-sectional study of the prevalence of medical conditions as contributors to road crashes in South Australia","authors":"Matthew R. J. Baldock ,&nbsp;Simon J. Raftery","doi":"10.1080/15389588.2024.2389205","DOIUrl":"10.1080/15389588.2024.2389205","url":null,"abstract":"<div><h3>Objectives</h3><div>With the population of Australians aged 85 or older expected to double by 2042 and the association of increased age with the greater likelihood of having medical conditions, the potential for an increase in the number crashes caused by medical conditions is of concern. This study aims to understand the prevalence of medical conditions contributing to road crashes and the characteristics of these crashes, in order to guide development of strategies to mitigate the risks and harms involved.</div></div><div><h3>Method</h3><div>The sample consisted of 1,934 active road users (drivers, motorcyclists, cyclists, pedestrians) injured in crashes on South Australian roads who were admitted to the Royal Adelaide Hospital over the period 2014 to 2017.</div></div><div><h3>Results</h3><div>The findings indicate that 9.2% of hospital admission cases were directly caused by a medical condition or acute medical event, with loss of consciousness, attempted suicide, and seizures the most commonly observed. Crashes attributed to a medical condition were more likely to involve older drivers and those with a greater number of preexisting medical conditions.</div></div><div><h3>Conclusion</h3><div>Medical conditions or acute medical events are a significant contributor to road crashes. Common crash types involving medical conditions or events – single vehicle, hit object – indicate that vehicle technologies such as lane keeping assist and autonomous emergency braking, and infrastructure treatments such as roadside barriers, may help to prevent crashes in which a driver experiences a medical event. Monitoring of drivers with medical conditions should continue, while the benefits of social policies that reduce reliance on private motor vehicles for transport should also be explored.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 24-32"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142082607","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Assessing the impact of cannabis use on freeway driving performance and practices: A comparative analysis with placebo and alcohol-influenced driving","authors":"Timothy Brown ,&nbsp;Cole Kruse ,&nbsp;Rose Schmitt ,&nbsp;Gary Gaffney ,&nbsp;Gary Milavetz","doi":"10.1080/15389588.2024.2393215","DOIUrl":"10.1080/15389588.2024.2393215","url":null,"abstract":"<div><h3>Objective</h3><div>The objectives of this study were 1) to identify the effects cannabis has on driving performance and individual motor practices when on the freeway compared to placebo and 2) to bring context to the effects of cannabis on driving by comparing effect sizes to those of alcohol.</div></div><div><h3>Methods</h3><div>Data for analysis was collected from a study of fifty-three participants with a history of tetrahydrocannabinol (THC) cannabis use who completed three visits in randomized order (placebo (0% THC), 6.18% THC, and 10.5% THC). Data for the alcohol analysis was from a subset of eighteen of these participants with a history of recent alcohol use that completed a fourth alcohol visit that targeted a .05 g/210L breath alcohol content (BrAC) during the drive. Comparisons were made using an analysis of variance approach with the SAS General Linear Models Procedure. Cohen’s <em>d</em> effect sizes were calculated for the cannabis and alcohol conditions relative to placebo for both the full sample and alcohol subset.</div></div><div><h3>Results</h3><div>Standard deviation of lane position (SDLP) for cannabis significantly increased compared to placebo and the effect size was comparable to that of alcohol at .05 BrAC. Lane departures for cannabis significantly increased relative to placebo as did the time out of the lane. Cannabis use resulted in an increased amount of time at 10% or more below the speed limit for the 6.18% THC condition. Relative to alcohol, cannabis produced more time at slower speeds and less time at speeds more than 10% above the speed limit.</div></div><div><h3>Conclusions</h3><div>Multiple factors of lateral and longitudinal vehicle control on the freeway showed statistical significance. Drivers under the influence of cannabis exhibited higher rates of driving errors but also showed more cautious behaviors such as generally lower speeds on the freeway. Compared with alcohol, effect sizes varied. For longitudinal control, there were larger effect sizes for alcohol with speed effects in opposite directions, but relatively equivalent effect sizes for lateral control and driving errors associated with lane keeping.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 10-19"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142301094","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":"Evaluating the effectiveness of safety countermeasures at highway–railway grade crossing based on a machine learning framework","authors":"Mohammadali Zayandehroodi ,&nbsp;Barat Mojaradi ,&nbsp;Morteza Bagheri","doi":"10.1080/15389588.2024.2387713","DOIUrl":"10.1080/15389588.2024.2387713","url":null,"abstract":"<div><h3>Objective</h3><div>This research aims to cluster similar highway–railway grade crossings (HRGCs) to examine the safety countermeasures at HRGCs.</div></div><div><h3>Methods</h3><div>The methodology integrates inventory and collision data from Federal Railroad Association (FRA) data set during years 2010 to 2022 . The XGBoost and random forest (RF) algorithms are employed to identify influential collision severity factors. Then, the deep latent class analysis (DLCA) method is utilized on selected inventory factors as important features to cluster similar HRGCs. Afterward, collision modification factor (CMF) and standard error (SE) measures are computed for each countermeasure through collisions within each HRGC cluster.</div></div><div><h3>Results</h3><div>XGBoost successfully identified 20 important collision and inventory factors with importance levels exceeding 94%, such as the number of daily trains and the surface material. Then, the DCLA method achieved 4 distinct clusters optimized by high similarity within each cluster and significant independence among clusters. The effectiveness of countermeasures was computed in terms of CMF and SE. The CMF results demonstrated that bells achieved superior safety compared to other countermeasures in clusters with sharper track angles and high maximum train speeds. Implementing bells decreased collisions across Clusters 1 and 4, with reductions of 53% (CMF = 0.47) and 46% (CMF = 0.54), respectively.</div></div><div><h3>Conclusions</h3><div>The results highlight XGBoost’s capability to identify important collision and inventory factors, successfully uncovering 20 of the most important factors. The DCLA clustering method forms 4 distinct groups marked by substantial internal similarity within each cluster. This approach contributes to a clearer understanding of how each countermeasure impacts collision frequency. The findings highlight the varying effectiveness of different countermeasures across clusters, improving decision making for safety at HRGCs. The study highlights the efficacy of crossbucks in addressing safety concerns during moderate traffic conditions, particularly evident in environments with a highway speed limit between 100 and 125 mph. Additionally, bells demonstrate notable effectiveness in areas with sharper track angles.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 120-127"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142332370","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":"Traffic conflict analysis in continuous confluence area of cross-river bridge driven by vehicle trajectory data","authors":"Jiaqi Wang ,&nbsp;Zhiyi Ye ,&nbsp;Yushun Lin ,&nbsp;Zhanyong Wang ,&nbsp;Jiangang Guo","doi":"10.1080/15389588.2024.2385585","DOIUrl":"10.1080/15389588.2024.2385585","url":null,"abstract":"<div><h3>Objectives</h3><div>To conduct an in-depth study on the spatial distribution of traffic conflicts in the continuous merging areas of cross-river bridges and ensure public transportation safety.</div></div><div><h3>Methods</h3><div>First, we utilized drone aerial photography to collect videos of vehicle movements. Using the YOLOv7 object detection algorithm and the Strong SORT multi-object tracking algorithm, we extracted high-precision vehicle trajectory time-series data. Next, based on the motion characteristics of traffic entities, we proposed using Deceleration Rate (DR) to describe rear-end conflicts and Lane Change Speed (LCS) to describe lane-changing conflicts. Additionally, we employed the K-means clustering method to determine the threshold values for minor, moderate, and severe levels of rear-end and lane-changing conflicts. Finally, based on the obtained trajectory data, the values of traffic conflicts are calculated and their severity is classified. A heat map of the spatial distribution of vehicle conflicts in continuous merging zones is then created to study the spatial distribution patterns of traffic conflicts.</div></div><div><h3>Results</h3><div>The threshold values for minor, moderate, and severe levels of rear-end conflicts are determined to be 3.06 m/s², 5.36 m/s², and 8.04 m/s², respectively. For lane-changing conflicts, the thresholds are 1.13 m/s, 2.07 m/s, and 3.45 m/s. The spatial distribution of traffic conflicts exhibits a “first increase, then decrease, and then increase again” trend.</div></div><div><h3>Conclusions</h3><div>The study identifies the critical areas of traffic conflicts in the continuous merging zones of cross-river bridges. The research results provide a novel approach for acquiring traffic data in these areas and offer a reliable quantitative method for assessing safety risks on these road segments. This provides a theoretical basis for proposing targeted traffic safety management strategies.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 102-110"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141983974","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":"Substance use and driver fatality in Norway: An expanded case-control study","authors":"Hallvard Gjerde ,&nbsp;Ragnhild Elen Gjulem Jamt ,&nbsp;Jo Steinson Stenehjem ,&nbsp;Stig Tore Bogstrand","doi":"10.1080/15389588.2024.2392274","DOIUrl":"10.1080/15389588.2024.2392274","url":null,"abstract":"<div><h3>Objective</h3><div>Using alcohol or psychoactive drugs before driving a motor vehicle may increase the risk of crash involvement, injury, and death. This is better documented for alcohol than for drugs. The aim of this study was to expand a previous case-control study on substance use and driver fatality by doubling the number of cases and controls, and hence improve the statistical power and enable the analysis of combined substance use.</div></div><div><h3>Methods</h3><div>We collected data on alcohol and drug use from all 1197 drivers of cars and vans who were fatally injured in road traffic crashes in Norway between 2005 and 2020 (‘cases’) by analyzing blood samples or reviewing other information on substance use. We also collected data on alcohol and drug use among 17,219 drivers in random road traffic (‘controls’) by analyzing oral fluid samples. Substance use was converted to dichotomous variables (no use/use). We used unconditional logistic regression to estimate adjusted odds ratios (aORs) with 95% confidence intervals (CIs) of driver fatality for mutually exclusive substance groups, adjusted for sex, age, geographic region, urban centrality class, and time interval of the week.</div></div><div><h3>Results</h3><div>Compared to no substance use, the aOR (95% CI) for driver fatality was for alcohol 91 (61-137), stimulants (primarily amphetamines) aOR 22 (9-56), benzodiazepines and z-hypnotics (BZDs) aOR 4.0 (2.7-5.9), tetrahydrocannabinol (THC) aOR 3.4 (1.7-6.7), and opioids aOR 1.4 (0.4-4.9). The aOR for any polysubstance use was 168 (96-297). The combinations of BZDs with stimulants or THC were associated with markedly higher aORs for driver fatality than the use of single substance groups.</div></div><div><h3>Conclusions</h3><div>Alcohol and polysubstance use are the most important predictors of fatal injury, followed by stimulants.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142082609","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":"Mobile phone conversation during nighttime driving: Effects on driving behavior","authors":"Eleni Andrikopoulou ,&nbsp;Ioanna Spyropoulou","doi":"10.1080/15389588.2024.2393228","DOIUrl":"10.1080/15389588.2024.2393228","url":null,"abstract":"<div><h3>Objectives</h3><div>This study aims to investigate the impact of mobile phone use (specifically, conversation), considering various use modes, on driving behavior at night. Mobile phone use is a source of driver distraction and has been associated with increased accident risk. Driving at night also entails higher accident risk and severity compared to daytime driving. Several studies have investigated the impact of mobile phone use on driving behavior; however, only a few have explored the differences between the different use modes. Most present studies involved daytime driving, although mobile phone use at night is equally if not more prevalent.</div></div><div><h3>Method</h3><div>A driving simulator experiment was designed in which 55 participants drove under nighttime simulator conditions, in different road environments (urban and rural) and under different types of distraction: no distraction, handheld, wired earphone, and speaker mode. The drives were performed during late afternoon and evening hours to resemble nighttime conditions both in the simulator and in the actual environment. Participants also completed a questionnaire for collection of different types of data.</div></div><div><h3>Results</h3><div>Results highlight the effect of mobile phone use on driving behavior, through specific indicators. Mobile phone use resulted in reduced 85th percentile driving speed and 85th percentile acceleration and increased reaction time and lateral deviation. However, safer stopping distance was observed in rural roads. Parameters relative to mobile phone use familiarity and exposure were found to mitigate mobile phone use effects.</div></div><div><h3>Conclusions</h3><div>Mobile phones affect driving behavior at night in a similar manner to that noted in several different studies considering daytime driving. The hands-free regulation should be revisited, because driver distraction also occurred under this particular use mode. Further research is required considering mobile phone use familiarity and exposure and effects of mobile phone use, because the latter is reduced with an increase in the former. Stopping distance, an understudied but more immediate surrogate measure of road safety, was increased with mobile phone use, mainly as a result of the risk compensation behavior that drivers adopt, indicating that more research is required in this field.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 42-51"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142332373","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 evaluation of front seat distance from rear facing child restraint systems in prevention of injury in frontal crash tests","authors":"Matthew R. Maltese ,&nbsp;Maya DiFrischia ,&nbsp;Jonathan Judge","doi":"10.1080/15389588.2024.2391453","DOIUrl":"10.1080/15389588.2024.2391453","url":null,"abstract":"&lt;div&gt;&lt;h3&gt;Objectives&lt;/h3&gt;&lt;div&gt;Elevated head injury incidence in infants compared to toddlers involved as occupants in motor vehicle crashes has been demonstrated in multiple population-representative crash databases. Further, experimental studies have revealed a potential injury mechanism &lt;em&gt;via&lt;/em&gt; impact between a rear-facing, CRS-restrained child and the back of the vehicle seat or console on the row in front of the CRS. Subsequently, experimental studies have suggested that bracing the CRS against the seat immediately in front of the CRS could mitigate head injury, but also indicated that more research was necessary. Thus, we investigated the effect of bracing against the front seat, as well as distance from the front seat with rear-facing infant carriers and rear-facing convertibles, with a focus on changes to measured head, neck and chest injury metrics in rear facing CRSs. Further, we examined the effect of using the infant carrier with and without a base on these injury metrics.&lt;/div&gt;&lt;/div&gt;&lt;div&gt;&lt;h3&gt;Methods&lt;/h3&gt;&lt;div&gt;34 frontal sled tests at 30 or 35 mph were conducted using a simulated rear-row vehicle seat and structure representing the front seatback. A Q1.5 anthropomorphic test device (ATD) was placed in a single make/model LATCH-affixed rear-facing convertible or single make/model infant carrier; infant carrier without base was affixed with lap and shoulder belt. To evaluate the effect of bracing and distance, tests were conducted with a 300, 140, 70, or 15 mm gap between the CRS seatback and the front seatback, or a touching (0 mm) or braced (-20 mm) condition. Bayesian regression models quantified the effects of various predictors and model uncertainty.&lt;/div&gt;&lt;/div&gt;&lt;div&gt;&lt;h3&gt;Results&lt;/h3&gt;&lt;div&gt;For tests with the convertible CRS, no head contact was observed between the head and the front vehicle seatback. For the infant carrier, head contact occurred at both 70 and 140 mm distances but not the other distances. On average, the −20, 0, or 15 mm distances yielded a 60% reduction in head injury criterion with 15 millisecond window (HIC15), and a 60% to 80% reduction in neck tension, compared to the 70 and 140 mm distances; chest acceleration also decreased for the convertible seat only. In the case of both carriers and convertibles, each mm of distance the CRS moves away from the front seatback up to 70 mm, adds 5.3 HIC15 points (95% Credible Interval (CrI):[4.6, 6.2]), and 3.5 Newtons (95% CrI: [2.2, 4.8]) of neck tension, on average.&lt;/div&gt;&lt;/div&gt;&lt;div&gt;&lt;h3&gt;Conclusions&lt;/h3&gt;&lt;div&gt;Placing a rear facing CRS, both convertibles and infant carriers, against or close to the seatback of the seat immediately in front of the CRS reduces head and tensile neck injury criteria in ATDs. The amount of gap between the front seat and the rear facing CRS is strongly and positively correlated with HIC for both convertibles and infant carriers. RF infant carriers with and without a base yield comparable injury metrics and kinematics when touching or nearly touchi","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 111-119"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142332368","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}