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- Ahlström, Christer, et al.
(författare)
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Dangerous use of mobile phones and other communication devices while driving : A toolbox of counter-measures
- 2013
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Ingår i: Proceedings of the 16th International Conference Road Safety on Four Continents. - Linköping : Statens väg- och transportforskningsinstitut.
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- The use of mobile phone and similar devices while driving has been a topic of discussion and research for several years. It is now an established fact that driving performance is deteriorated due to distraction but no clear conclusions can yet be drawn concerning influence on crash rates. Better studies on this relationship is needed. Most countries in Europe and many countries elsewhere have introduced different types of bans for handheld devices. Sweden has, however, no such bans. VTI was commissioned by the Swedish Government to outline possible means to reduce the dangerous usage of mobile phones and other communication devices while driving as alternatives to banning. This task was a result of a previous VTI-state-of-the-art review of research on mobile phone and other communication device usage while driving. One of the findings in the review was that bans on handheld phones did not appear to reduce the number of crashes.Eighteen different countermeasures in three main areas were suggested. (1) Technical solutions such as countermeasures directed towards the infrastructure, the vehicle and the communication device. (2) Education and information, describing different ways to increase knowledge and understanding among stakeholders and different driver categories. (3) Different possibilities for how society, industry and organisations can influence the behaviour of individuals, via policies, rules, recommendations and incentives. Our conclusion is that a combination of different countermeasures is needed – where education and information to the drivers are combined with support and incentives for a safe usage of different communication devices.
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| 4. |
- Berg, Hans-Yngve, et al.
(författare)
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Learner drivers and lay instruction : how socio-economic standing and lifestyle are reflected in driving practice from the age of 16
- 1999
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Ingår i: Transportation Research Part F: Traffic Psychology and Behaviour. - 1369-8478. ; 2:3, s. 167-179
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Tidskriftsartikel (refereegranskat)abstract
- On September 1st 1993, a new law came into effect in Sweden, permitting instructor-supported driving practice from the age of 16 instead of 17 years and 6 months. The intention was to enable young people to gain more experience of driving a car before they acquire a driver's permit and thereby to reduce their accident risk. The study was conducted by means of a questionnaire posted to 601 17-year-olds throughout Sweden. The participants were analysed concerning gender, socio-economic standing (blue-collar and white-collar), and lifestyle (friend-oriented, externally-oriented and parent-oriented). The results show that men obtain a learner's permit more often than women (67.4% vs 57.2%) and that youngsters in white-collar families acquire a learner's permit in more cases than those in blue-collar families (67.4% vs 52.4%). One of the reasons for the latter group not acquiring a permit is that they cannot afford it, while children in white-collar families state that they have neither the time nor the desire. No significant difference was found between the three lifestyle groups. When it comes to the amount of practice, the men have been out on the road on average 39.9 h during their first 13 months, compared to 19.9 h for the women. In the lifestyle groups, those who belong to the so-called externally-oriented lifestyle have practised most. They have reported 39.2 h compared to the parent-oriented group with the least amount of training, 27.9 h on average. The friend-oriented group has 22.2 h of practice. When both lifestyle and socio-economic standing were considered, even greater differences were found. The white-collar group of the externally-oriented lifestyle reported as much as 51.5 h, compared to the blue-collar group of the parent-oriented lifestyle with only 18.4 h of practising. The above result is important because it is not in accordance with the intentions of the new driving practice system. The idea behind the new system was that all young people should have the opportunity for a longer period of driving practice in order to reduce the high accident risk during the first year with a driver’s license. If it is impossible for certain groups of youngsters to start their driving practice at the age of 16, the situation will become socially unjust and measures must be taken to remedy this situation.
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| 7. |
- Berg, Hans-Yngve, et al.
(författare)
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Typical patterns in road-traffic accidents during driver training : An explorative Swedish national study
- 2004
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Ingår i: Accident Analysis & Prevention. - 0001-4575. ; 36:4, s. 603-608
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Tidskriftsartikel (refereegranskat)abstract
- A new law came into force in Sweden on 1 September 1993, which makes instructor-assisted driving practice possible at the age of 16 years instead of the previous 17 years and 6 months. When the age limit was reduced, the possibility that this would lead to more road-traffic accidents (RTA) during driving practice was discussed. The aim of this study was to highlight typical road-traffic accident patterns and to discuss their potential for improved training and targeted prevention. A total of 11 variables (41 categories) descriptive of the 1081 RTA involving novice drivers and police registered during the period 1994–1999 were analysed simultaneously using in turn, two multivariate analysis techniques: the Factorial Analysis of Correspondence (FAC) and the Hierarchical Ascendant Classification (HAC). Four accident classes were identified and quantified, of which the first two were more typical of rural areas: (1) accidents in rural areas on straight stretches and related to speed limit 70 km/h (n=306); (2) accidents in rural areas on straight stretches and high-speed related (n=97); (3) accidents in built-up areas, low-speed related and of the type rear-end (n=298); and (4) accidents in built-up areas, at road junctions and low-speed related (n=380). Together, these classes point to a variety of opportunities to develop ways of working with targeted prevention. Instead of adopting a general attempt to counteract the relationship between individual variables and accidents, it is possible instead to focus on a whole context and its relationship with its typical accidents and any resulting injuries. This, in its turn, allows greater specificity in the build up of the Swedish licence and training regulations and its corresponding course curriculum.
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| 10. |
- Engström, Inger, et al.
(författare)
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Young drivers : Reduced crash risk with passengers in the vehicle
- 2008
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Ingår i: Accident Analysis and Prevention. - Oxford, United Kingdom : Elsevier. - 0001-4575 .- 1879-2057. ; 40:1, s. 341-348
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Tidskriftsartikel (refereegranskat)abstract
- Studies have shown that the effect of passengers on accident propensity among young drivers is ambiguous—in some cases positive and some negative. In Sweden, various kinds of information are compiled in registers, including a national accident database and exposure data collected in a national investigation of the driving habits of license holders. Access to such data offers a good opportunity to study crash risks related to driving with and without passengers. This was done for drivers in three different age groups (18–24, 25–64 and >65 years) accompanied by one, two or three or more passengers. Differences in crash risk were estimated using incidence density ratios (IDRs) and 95% confidence intervals. The results show that passengers had an overall protective effect, that is, the crash risk was higher for those who drove alone, regardless of their age or gender. This protective effect increased with every extra passenger (up to eight), indicating that the more passengers in the vehicle, the safer the driving. The influence of passengers was weakest (albeit still positive) among the youngest drivers (ages 18–24 years), especially the males in that group. The protective impact showed the same pattern on all days of the week, but was most marked from Friday to Sunday for most of the drivers, regardless of age.
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