Bad behaviour or societal failure? Perceptions of the factors contributing to drivers’ engagement in the fatal five driving behaviours

The so-called ‘fatal five’ behaviours (drink and drug driving, distraction and inattention, speeding, fatigue, and failure to wear a seat belt) are known to be the major behavioural contributory factors to road trauma. However, little is known about the factors that lead to drivers engaging in each behaviour. This article presents the findings from a study which collected and analysed data on the factors that lead to drivers engaging in each behaviour. The study involved a survey of drivers' perceptions of the causes of each behaviour and a subject matter expert workshop to gain the views of road safety experts. The results were mapped onto a systems ergonomics model of the road transport system in Queensland, Australia, to show where in the system the factors reside. In addition to well-known factors relating to drivers' knowledge, experience and personality, additional factors at the higher levels of the road transport system related to road safety policy, transport system design, road rules and regulations, and societal issues were identified. It is concluded that the fatal five behaviours have a web of interacting contributory factors underpinning them and are systems problems rather than driver-centric problems. The implications for road safety interventions are discussed

Driving offences

Copyright @ 2010, Taylor & Francis Group. This material is posted on this site with the permission of the publishers.This chapter on driving offences will largely follow the template of earlier chapters except that owing to their vast number, a limited selection only will be examined based on their high volume, seriousness and public concern. The first section will define what driving offences are, how they developed alongside the emerging car culture, and it will consider the contemporary landscape. The second section will give a general overview of patterns and trends, those most likely to engage in road traffic offending, and kinds of explanations voiced by drivers and theoretical approaches used. The next three sections will follow a similar pattern and focus on speeding, bad driving – mostly dangerous and careless offences, and impaired driving – mostly drink-driving but mentioning drug-driving and fatigued driving. In addition, contemporary debates and key issues concerning each will be considered, along with official responses to each offence category comprising court-based penalties and other measures. The final section will draw the key threads and themes together, noting the danger of work-related driving. Given that up to a third of all road traffic collisions involve somebody at work at the time accounting for up to 20 fatalities and 250 serious injuries every week (DfT and HSE, 2003), the importance of reducing traffic offending is clear

Accidental injury, risk-taking behaviour and the social circumstances in which young people (aged 12-24) live: a systematic review

In industrialised countries such as England and Wales, unintended injury (which ranges from sprains in sport to hospitalisation and death due to drugs or transport crashes) is the leading cause of death in children aged 0 to 14 years, and a major cause of death in young adults aged 15 to 24. It is also a major cause of ill health and disability in these age groups. There is a large body of research on young people and their perceived propensity to take risks. Common sense suggests that an increased willingness to place oneself at risk will result an increased likelihood of physical injury. However, given that pathways to injury are complex and not always well understood, the UK Department of Health commissioned a large systematic review to examine this multifaceted issue. Drug use • The review found that the use of drugs is associated with an increased risk of accidental death among young people and that 12–24 year olds are less at risk than those immediately older. However, risk of death increases with length of drug use, so there is value in targeting interventions at this age group. • Many more young men than women die from drug overdoses, because more men take drugs, but those women who do use drugs are at higher risk. Certain other groups of young people are more at risk than others. These include young people in deprived areas and men who have recently been released from prison. • There was a clear disjunction of views between young people who used drugs and those who did not. The young people who did not take drugs regarded them as risky and stated that media images about possible negative consequences dissuaded them from trying them, while those who did tended not to believe ‘official’ messages about possible harms and did not perceive taking drugs as being dangerous. Cannabis in particular was singled out as possibly being good for you, with some young people believing it to be cheaper than alcohol. The recent reclassification of cannabis and the subsequent debate may have helped to reinforce this view. • The burden of the more serious injuries – as demonstrated by the mortality statistics – is carried by young people in the lower socio-economic groups. • In road injuries, drugs are found in the bloodstream of more young fatal accident victims than older age groups; however, it is difficult to assess whether drugs actually contributed to the accident. • Driving on cannabis was thought to be more acceptable than drink-driving and not thought to be dangerous. Alcohol use • Almost everyone admitted to hospital for alcohol poisoning is aged between 11 and 17. After a sharp peak among 14 and 15 year olds, hospital admissions for injuries with alcohol involvement decline slowly between the ages of 16 and 30. • Correlational studies have shown that alcohol puts the drinker at an increased risk of injury, that young people are more likely to have injuries than older people, and that young men are more at risk than young women. In the one study that examined ethnicity, minority ethnic status did not increase alcohol-related injuries, and may in fact have had a protective association. • Views studies found that young people say that they do not commonly mix alcohol and other drugs. Most young people reported that drinking places them at greater risk of injury, though some did not. The younger teenagers – 14 and 15 year olds – felt most in danger of injury when drinking. Young people felt that they learned to manage their drinking through experience and that unsupervised, outdoor drinking was the most dangerous and was more common among younger teenagers (with injuries being considered less common in licensed venues). Peers encourage both drinking and drunken pranks, but also protect one another when they have become more vulnerable as a result of drink. Young people felt that drinking reduces their perceptions of danger and some stated that injury as a result was inevitable. Most young people were cautious about getting very drunk, though being sick as a result of drinking is common and not regarded as serious. Bad experiences – whether to self or someone else – might change behaviour in the short- but not long-term. • One study which examined attempts to reduce alcohol-related injuries found some evidence that motivational interviews in A&E departments are more effective than information handouts. Drink-driving • Drink-driving was generally considered dangerous and not socially acceptable, whereas driving on cannabis was more acceptable and not thought to be dangerous. Some young people stated that a lack of public transport (or alternatives, such as taxis) made it more likely that they would drink and drive. • Interventions based on models of behaviour change to reduce drink-driving are ineffective or have a negative effect. Combining different approaches has more effect than using a single approach. Education or skills training has either negative or no effects on driver behaviour and subsequent accidents, possibly because these approaches lead to over-confidence or early licensing. • Legislation and enforcement on reducing drink-driving has been found to be effective

Injury in Ireland

Injury mortality is the fourth commonest cause of death in Ireland. The treatment of injuries has a major impact on our hospitals and on our budget for health. Long term disability following accidents is a serious problem. The aim of this report is to examine the impact of accidents and injuries on the Irish population by analysing routine mortality and morbidity data, and to identify in turn those areas where preventive measures could have an impact. In Section One the literature review details the advantages and disadvantages of each type of routine data source used in this report. The interpretation of data should take account of the constraints of the available data collected. The usefulness of routine data collection is highlighted, while identifying areas for improvement. In Section Two the methodology employed in the study is detailed. In Section Three data on hospital admissions over a five-year period 1993-1997 are presented. An overview of injury admissions is presented, followed by further analysis of injury data by both cause and by age group. In Section Four data on all accident-related deaths over a 17-year period, 1980-1996, are presented, with overall mortality data and mortality data by age group and by major causes of injury death detailed. In Section Five comparisons are made between the eight health board regions for rates of admissions and deaths due to injury. In presenting the data we use a matrix format devised and recommended by the International Collaborative Effort on Injury Statistics to display injury simultaneously by cause and intent. The use of a common format will also facilitate regional and international comparisons. In Section Six the priority recommendations for injury prevention are outlined. The key findings are then discussed and further recommendations are presented with the aim of injury prevention, reduction of disability and improvement in injury surveillance

DEVELOPMENT OF A NOVEL INTELLIGENT SPEED ADAPTATION SYSTEM BASED ON AVAILABLE SIGHT DISTANCE

Roads are designed without considering the improved performance of modern vehicles and the new onboard technologies available for assisted driving. In addition, vehicles frequently travel at speeds which exceed the maximum considered in road design. Hence, the need for speed and safety related countermeasures (e.g., field control, mobile or fixed speed cameras, traffic calming measures) is evident. However, these countermeasures are only partially effective and the proportion of crashes which are speed related remains significant. This investigation is aimed at the development of a new Intelligent Speed Adaptation (ISA) system based on the available sight distance (ASD). In conditions of poor visibility, the system (i) inform drivers when they are travelling at inappropriate speeds, or (ii) generate warning sounds to the same effect, or (iii) intervene directly and compel drivers to adopt the speed which is most appropriate to the particular ASD. As reported in this methodological paper, the functionality of the new ISA system was tested at the driving simulator of the Politecnico di Torino (Italy) and the resulting estimated ASD value was validated and tested successfully. Future experimental investigations will be devoted to assessing the effectiveness of the system on driver speed behavior and decision making

Drugged driving in South Africa: An urgent need for review and reform

Driving under the influence is a major threat to road safety in South Africa. Various psychoactive substances (both licit and illicit) have the potential to adversely affect driving performance and increase the probability of a road traffic accident. While it is common practice in South Africa to test drivers for alcohol levels, testing for additional impairing substances (including drugs of abuse) is rarely performed. In terms of current South African legislation, only driving under the influence of alcohol and a ‘drug having a “narcotic” effect’ is prohibited. This excludes several impairing psychoactive drugs which are not classified as narcotic substances. The aim of this article is to highlight issues and/or limitations surrounding drugged driving and to propose appropriate considerations for revision of the National Road Traffic Act. We also recommend revising existing legislation to include a comprehensive statutory definition and detailed provisions for drug testing to deter impaired driving

Identifying the causes of road crashes in Europe

This research applies a recently developed model of accident causation, developed to investigate industrial accidents, to a specially gathered sample of 997 crashes investigated in-depth in 6 countries. Based on the work of Hollnagel the model considers a collision to be a consequence of a breakdown in the interaction between road users, vehicles and the organisation of the traffic environment. 54% of road users experienced interpretation errors while 44% made observation errors and 37% planning errors. In contrast to other studies only 11% of drivers were distracted and 8% inattentive. There was remarkably little variation in these errors between the main road user types. The application of the model to future in-depth crash studies offers the opportunity to identify new measures to improve safety and to mitigate the social impact of collisions. Examples given include the potential value of co-driver advisory technologies to reduce observation errors and predictive technologies to avoid conflicting interactions between road users

Motorcycle safety research project: Interim summary report 3: training and licensing interventions for risk taking and hazard perception for motorcyclists

Motorcycle trauma is a serious road safety issue in Queensland and throughout Australia. In 2009, Queensland Transport (later Transport and Main Roads or TMR) appointed CARRS-Q to provide a three-year program of Road Safety Research Services for Motorcycle Rider Safety. Funding for this research originated from the Motor Accident Insurance Commission. This program of research was undertaken to produce knowledge to assist TMR to improve motorcycle safety by further strengthening the licensing and training system to make learner riders safer by developing a pre-learner package (Deliverable 1), and by evaluating the QRide CAP program to ensure that it is maximally effective and contributes to the best possible training for new riders (Deliverable 2). The focus of this report is Deliverable 3 of the overall program of research. It identifies potential new licensing components that will reduce the incidence of risky riding and improve higher-order cognitive skills in new riders

Can dissonance engineering improve risk analysis of human–machine systems?

The paper discusses dissonance engineering and its application to risk analysis of human–machine systems. Dissonance engineering relates to sciences and technologies relevant to dissonances, defined as conflicts between knowledge. The richness of the concept of dissonance is illustrated by a taxonomy that covers a variety of cognitive and organisational dissonances based on different conflict modes and baselines of their analysis. Knowledge control is discussed and related to strategies for accepting or rejecting dissonances. This acceptability process can be justified by a risk analysis of dissonances which takes into account their positive and negative impacts and several assessment criteria. A risk analysis method is presented and discussed along with practical examples of application. The paper then provides key points to motivate the development of risk analysis methods dedicated to dissonances in order to identify the balance between the positive and negative impacts and to improve the design and use of future human–machine system by reinforcing knowledge

The MUARC-TAC enhanced crash investigation study: a platform to understand the causes and consequences of serious injury crashes.

Background: In recognising the consequences of serious injury crashes, the Transport Accident Commission (TAC) commissioned Monash University Accident Research Centre (MUARC) to undertake the Enhanced Crash Investigation Study (ECIS). This paper describes the program components, seven key research questions and technical innovations used in the study. We describe the information collected and outline a ‘Safe Systems Failure Analysis’ used for each case. Project Method: Participants in ECIS include drivers aged 18 years and older seriously injured in crashes on public Victorian roads. Drivers are recruited whilst inpatients at a major trauma hospital and where possible interviews conducted. The ECIS team inspects their crashed vehicle and critically analyses the crash environment. Event Data Recorder (EDR, black-box) data is acquired from vehicles where possible and crash reconstructions are undertaken. Each case is submitted to an internal panel review with a sub-sample of cases presented to external panels throughout Victoria. This process leads to each case being submitted to a Safe Systems Failure Analysis where contributing factors and countermeasures are identified by a broad group of stakeholders. The ECIS control arm permits examination of the relationship between certain factors, such as speed and crash occurrence. Results and Discussion: In addition to describing the study, we provide an example of how the identification of crash factors, using a Safe Systems paradigm based on real-world serious injury crashes, can lead to the identification of targeted countermeasures, each with an identified policy action. Implications: This paper will demonstrate a method for creating a robust evidence base upon which government road safety policy can be built. By scaling up individual crash findings to the broader crash population, countermeasures and associated policy actions can be appropriately prioritised