bluuebunny/crossref_metadata_2025_split huggingface dataset:
Prevalence of driving while sleepy: a population-based survey of four-wheeled motor vehicle drivers in Fiji
Authors: Herman J , Ameratunga S , Wainiqolo I , Kafoa B , Robinson E , McCaig E , Jackson R 
Published: October 2012

BackgroundDespite its acknowledged relevance as a risk factor for road traffic injuries, few studies have quantified the prevalence of driver sleepiness in low and middle-income countries.ObjectiveWe examined the prevalence of sleepiness and sleep-related disorders among motor vehicle drivers in Fiji.MethodUsing a two-stage cluster sampling study design, we recruited a representative sample of people driving four-wheeled motor vehicles at randomly selected times from 50 randomly selected roadside survey sites, on the island of Viti Levu, Fiji, over 12 months commencing July 2005. A structured interviewer-administered questionnaire sought self-report information on driver characteristics including sleep-related measures.ResultsThe 752 motor vehicle drivers recruited (84% response rate) were aged 17–75 years (mean 37 years), with most driving in Viti Levu undertaken by males (93%), and those identifying with Indian (70%) and Fijian (22%) ethnic groups. 18% of driving was undertaken by drivers who reported that they felt sleepy, had difficulty staying awake, or were not fully alert. Most driving while sleepy or less alert (25%) was undertaken by young drivers aged 15–24 years, with a similar proportion reporting less than five nights of adequate sleep per week. The prevalence of driving while experiencing acute or chronic sleep deprivation was generally higher among Fijians compared to Indians.SignificanceDriving while not fully alert is relatively common in Fiji, suggesting driver sleepiness may be an important but under-estimated contributor to road traffic injuries in this and other less resourced Pacific countries.
A case study of the prevalence and characteristics of red light runners in Malaysia
Authors: Hawa Mohamed Jamil , Akmalia Shabadin , Ho Jen Sim 
Published: October 2012

BackgroundLittle is known about the prevalence and factors influencing red light running in Malaysia and the relation to the growing number of intersection related crashes.ObjectiveTo examine the prevalence and identify the factors associated with red light running at selected intersections in Malaysia.MethodsFour intersections with high rate of accidents were selected as observation sites. Observations were conducted during peak hour (7:00–21:00) and off-peak (14:00–16:00) on a randomly selected day of the week excluding the weekends. Traffic volumes, traffic light violations, type of vehicles, time of day and cycle length of the traffic light were recorded.ResultsIn total, out of 5090 vehicles observed, 12.04% (n=613) violated the red light. It was found that drivers facing short cycle length (less than 120 s) were more likely to run red lights. Intersections with fixed-timed traffic lights recorded 1.5 times more cases of red light running compared to intersections with vehicle-actuated traffic lights. Motorcyclists were 4.32 times more likely to run the red light compared to other drivers. No significant differences were observed in the number of red light running during peak hour and off-peak.ConclusionIt was found that red light running were significantly related to the cycle length (p<0.05), types of traffic light (p<0.01) and types of vehicle (p<0.01). This study suggests the implementation of suitable engineering countermeasures and automated enforcement to reduce the number of red light running in Malaysia.
Safety on highway work zones and speed management
Authors: Gupta S , Iqubal S , Tiwari G 
Published: October 2012

BackgroundCrash rates on highway work zones have been found to be higher than other locations in many countries. This is an important consideration for India since government has launched a major highway expansion programme. A recent study of NH-28 in India shows the inadequacy of current traffic management and safety practices at work zones. One of the important objectives of Traffic Management Plans (TMPs) is to ensure safe speed in working zones. However, effectiveness of current practices on speed management has not been documented. NH-8 has been selected for the study where six-laning is being done.ObjectivesTo examine characteristics of vehicle speeds in Advance Warning Zone (AWZ), Working Zone (WZ) and Terminal Transition Zone (TTZ) on eight selected sections of NH-8.To find the effectiveness of existing Traffic Management Plans (TMPs) implemented on Highways.MethodologySpeeds on AWZ, WZ and TTZ were recorded and individual as well as combined analysis has been done for different categories of vehicles.The mean speeds, SD, 85th percentile speeds and percentage of vehicles exceeding the speed limit were determined.ResultsIt was observed that the mean speed and 85th percentile speed of vehicles in all the three traffic control zones is more than the posted speed limit of 40 km/h. t-Test results show that there is no significant difference in the speed of vehicles in three traffic control zones at 95% CI.Significance/Contribution to the FieldThe results of the study would help transportation planners and engineers to understand the impact of existing TMPs on speed control in working zones.
Drivers' working conditions and private bus crashes in Kandy, Sri Lanka
Authors: Jayatilleke AU , Poudel KC , Dharmaratne SD , Jayatilleke AC , Jimba M 
Published: October 2012

BackgroundBuses are the main mode of passenger transport in Sri Lanka operated by both government and private sectors. However, private sector buses carry a greater risk of crashes than the government sector buses.ObjectivesThis study aimed to explore the driver factors for private bus crashes in Kandy District, Sri Lanka and the effects of working conditions of private bus drivers on bus crashes.MethodsA case-control study was carried out in the Kandy district of central province, Sri Lanka. Cases were the private bus drivers registered in the central province and involved in crashes between November 2005 and April 2006 (n=63). Two controls were matched for each case who participated in the study. Controls were the private bus drivers working on the same route of the case and working around the same time of the crash (n=90).ResultsA strong association was observed between drivers' disagreement on working hours and private bus crashes (OR 5.06, 95% CI 1.55 to 16.52). Also, a significant association was noted between self-reported traffic convictions and private bus crashes (OR 8.00, 95% CI 3.29 to 19.44). Age and driving experience were inversely related to the bus crashes.SignificanceDrivers' disagreement on working hours and traffic rule violations were significant risk factors for private bus crashes in Sri Lanka. Young, inexperienced drivers are more prone to involve in crashes. Hence, new legislations are recommended on working hours of the private bus drivers. Further, government should take stern actions against traffic rule violations.
Spatial analysis of fatal and injury crashes in Curitiba
Authors: Aguilera S , Krempel M , França B , Moysés ST , Moysés S 
Published: October 2012

BackgroundRoad accidents are an important cause of mortality in big cities in Brazil mainly in metropolitan areas like Curitiba.Aims/Objectives/PurposeThis study aims to analyse epidemiological characteristics of victims and traffic accidents and identify space distribution of traffic accident's occurrences.MethodsThe analysis of traffic accident's space distribution (georeferencial) was accomplished to enlarge the knowledge of occurrence standard's and its distribution regularity related to each Regional Administrative Office, neighbourhood and streets of Curitiba. An index of accidents by population and an index of accidents by demographic density were generated to determine criteria risk of accidents in each neighbourhood and allowing comparability. To characterise victims and accidents, a descriptive and analytical epidemiological study was accomplished, based on an institutional secondary data base evaluation supplied by Epidemiology Centre of Curitiba's Municipal Health Office.Results/OutcomesThe main findings reaffirm accident's predominance in the male young adult gender, but for each age group and each type of traffic user (pedestrian, cyclist, motorcyclist, driver, passenger) there are specificities which contribute to determine the risk of suffering a traffic accident and they need differentiated specific intervention strategies to become efficient. It's necessary to establish partnership with traffic related parts, registration standards, interaction among institutions which compose the system and to develop analyses and evaluation methodologies of generated data.Significance/Contribution to the FieldThis work supplies elements to the construction of a reliable information system which gives subsides to elaborate prevention and intervention actions, allowing better orientation of public policies of the sector.
Post-crash Management of road traffic injury victims in Iran. Stakeholders' views on current barriers and potential facilitators
Authors: Khorasani-Zavareh D , Khankeh H , Mohammadi R , Laflamme L , Bikmoradi A , Haglund B 
Published: October 2012

BackgroundRoad traffic injuries are a major public health problem, especially in low- and middleincome countries. Post-crash management can play a significant role in minimising crash consequences and saving lives. Iran has one of the highest mortality rates from road traffic injuries in the world. The present study attempts to fill the knowledge gap and explores stakeholders' perceptions of barriers to—and facilitators of—effective post-crash management in Iranian regions.MethodsThirty-six semi-structured interviews were conducted with medical services personnel, police officers, members of Red Crescent, firefighters, public-health professionals, road administrators; some road users and traffic injury victims. A qualitative approach using grounded theory method was employed to analyse the material gathered.ResultsThe core variable was identified as ‘poor quality of post crash management’. Barriers to effective post-crash management were identified as: involvement of laypeople; lack of coordination; inadequate pre-hospital services; shortcomings in infrastructure. Suggestions for laypeople included: (1) a public education campaign in first aid, the role of the emergency services, cooperation of the public at the crash site, and (2) target-group training for professional drivers, police officers and volunteers involved at the crash scene. An integrated trauma system and infrastructure improvement also is crucial to be considered for effective post-crash management.ConclusionsTo sum up, it seems that the involvement of laypeople could be a key factor in making post-crash management more effective. But system improvements are also crucial, including the integration of the trauma system and its development in terms of human resources (staffing and training) and physical resources as well as the infrastructure development.
Measuring non-fatal road trauma: how reliable are police and hospital temporal trends over time for road users by injury severity?
Authors: Mitchell R , Bambach M , Grzebieta R , Williamson A 
Published: October 2012

BackgroundRoad trauma identified using hospital admission records and/or police-reported crashes are susceptible to changes in policy and resourcing. Divergence between the incidence of police and hospital reported road trauma trends needs to be explored, as this may have an impact on the development and evaluation of road safety policy.AimTo compare the temporal trends in police, hospital, and linked police-hospital records for non-fatal road trauma for road users by injury severity.MethodTemporal trends for road users were examined in: (i) hospital admission, (ii) police-reported crashes, and (iii) linked police-hospital records during 2001–2009 in New South Wales, Australia by injury severity. Injury severity was identified using the International Classification of Diseases Injury Severity Scores (ICISS).ResultsHospital records showed significantly increasing injury trends for motorcyclists and pedal cyclists (6.3% and 5.5%) and significantly decreasing trends for motor vehicle occupants and pedestrians (1.7% and 2.2%) per year. These trends were similar for linked hospital-police data, except for pedal cyclists. In police-reported crashes, there were significant decreases for pedal cycle, motor vehicle and pedestrian casualty rates (1.5%, 3.8% and 5.2%), and a significant increase for motorcyclists (1.8%) each year. Serious injury (ICISS greater than 0.965) showed less fluctuation in injury trends over time than more minor injuries.SignificanceDifferences in the annual percent change over time between hospital and police-reported crashes are evident which may influence policymaking. Motorcycle trauma were increasing 3.5-fold using hospital admissions compared to police-reported crashes, while pedal cyclists showed divergent trends between data collections.
Socioeconomic Inequality in road traffic injuries in Tehran
Authors: Abbas Motevalian , Roya Safari , Mohsen Asadi-Lari 
Published: October 2012

BackgroundRoad Traffic Injuries are the first cause of burden of disease in Iran. There is increasing evidence on the inverse relationship of socioeconomic status and traffic injury incidence.ObjectivesThe objective of this study was to quantify the extent of socioeconomic inequality in traffic injuries in Tehran.MethodsThe study was carried out in 2008 and 81 418 inhabitants of Tehran were randomly selected by a three-stage cluster sampling scheme. In each household, the respondent was asked to describe injuries occurred for any of the household members during past 12 months which required medical intervention or caused 1 day loss of normal life. Household asset data was used to determine the socioeconomic status by applying principal component analysis. Concentration indices were calculated to measure inequalities.ResultsAnnual incidence rate for all types of traffic injuries was 16.2 (95% CI 15.1 to 17.3) per 1000 person year. Poorest to the richest OR was 1.7 (95% CI 1.36 to 2.13). The concentration index was −0.07 (95% CI −0.11 to −0.03) for all the population. Among age groups, the highest concentration index was −0.2 for less than 5 years, followed by 5–14 years which was −0.16. The concentration indices for motorcycle related injuries and pedestrian injuries were −0.24 and −0.18 respectively. There was no significant inequality in car passenger injuries.SignificanceThis study emphasised that traffic injuries are more concentrated among lower socioeconomic groups. The extent of this inequality is more among younger age groups, motorcyclists and pedestrians. Developing appropriate strategies to reduce the observed inequality is needed.
Decreasing driver speeding on a simulated drive with feedback and reinforcement
Authors: Mullen NW , Bédard M 
Published: October 2012

BackgroundResearch suggests that driver feedback combined with reinforcement can increase safe driving (ie, reduce speeding and tailgating). Although promising, it is currently unknown whether both feedback and reinforcement are required to increase safe driving or whether similar results could be achieved with just one of these components.Aims/Objectives/PurposeWe investigated the amount of speed reduction that could be achieved on a simulated drive with just one intervention component (ie, feedback alone or reinforcement alone) compared with feedback and reinforcement combined.MethodsTwenty-eight men (7 per group) aged 18–29 completed a 30-min simulated drive using a 2×2 design (feedback or not; reinforcement or not). Real-time feedback consisted of a dashboard device informing participants of their current speed relative to the speed limit using lights. Reinforcement consisted of drivers earning points for driving at or below the speed limit; points were later exchanged for a gift card, with its value determined by the number of points earned.Results/OutcomeCompared with control participants, drivers who received feedback combined with reinforcement spent less time driving above the speed limit, had a slower mean speed, and had a smaller SD of speed (all p values<0.05). Drivers exposed to reinforcement alone showed speed reductions similar to drivers who received both feedback and reinforcement. Drivers exposed to feedback alone drove at speeds similar to control participants.Significance/Contribution to the FieldReinforcement alone was necessary and sufficient to achieve a reduction in drivers' speed. This information could be used to inform policy-makers and car manufacturers.
Comparing road traffic injury datasets in the Dominican Republic with Health Organisation recommendations
Authors: Salmi LR , Puello A , Bhatti J 
Published: October 2012

BackgroundPolice datasets are commonly used to estimate Road Traffic Injury (RTI) burden. Nonetheless, newer health system—based datasets such as social security (SS) data are now becoming available in developing countries.Aims/Objectives/PurposeTo compare availability of information in police and health-based RTI datasets with WHO recommendations in a developing country.MethodsStudy setting was the Dominican Republic (DR) in 2010. Availability of RTI information was assessed in three datasets: Police, SS, and Forensic Agency. Content and quality were compared with definitions of the 21 recommended core variables of the WHO Road Safety Data Systems Manual.Results/OutcomesThe three databases included 14 266 records. Availability of age, sex, intent, location, nature and mechanism of injury, and hour and date was higher in the SS dataset (100%) than in police records, where availability varied from 56% for vehicle mark to 86% for age and 83% for road type. Essential identifier variables such as the national number was never recorded in Forensic records, or poorly documented (30%) in police data. Many variables related to human and exposure factors, such as alcohol consumption, seat-belt wearing, and helmet utilisation or traffic volume were not recorded.Significance/Contribution to the FieldMany relevant variables are available in SS records or could be added inexpensively into the current datasets. DR authorities should adopt urgently the entire WHO minimal data systems recommendation to develop a reliable, affordable and accurate RTI monitoring system.
‘The triangle that moves the mountain’: evaluation of road safety intervention model in Phuket, Thailand
Authors: Seetamanotch W 
Published: October 2012

BackgroundRoad traffic accident mortality rate in Phuket was very high. In 2006, it was the third highest in Thailand.Aims/Objectives/PurposeTo evaluate the impact of road safety intervention programmes in Phuket.MethodsRoad traffic accident mortality has been monitored in all Phuket's hospitals since 1997. In 2008, lack of solution of the problem prompted the development of a new model that can address the complex challenges arising from social development. There are three key elements in this model: (1) creation of relevant knowledge through research (2) social movement and (3) Political involvement. Providing the key evidence for example, number of injury cases in black spots, risk behaviours, and the evidence-based solutions in other countries to key stakeholders from various sectors and disciplines during regular meetings was essential to mobilise the social movement. The identified risks factors were corrected by the participants themselves or by advocated to the local authorities.Results/OutcomesSince 2008, there were 26 meetings among the key stakeholders for example, police, transportation authority and public health officer. Outcomes of the meeting included improvement of 20 black spots, three local regulations and helmet enforcement campaign. The average number of fatalities reduced 29% (192 to 136)Significance/Contribution to the FieldThis leverage model is effective and practical to solve the complex, interconnected and challenging problem such as traffic injury especially in the low and middle income countries.
Findings of the follow-up survey—GRSI Beijing project of improving vulnerable road user safety at junctions
Authors: Yuan A , Chen YY 
Published: October 2012

BackgroundDuring 2006–2009, Beijing Transportation Research Center, Beijing University of Technology (BJUT) and Global Road Safety Partnership (GRSP) worked together on a project to improve vulnerable road user (VRU) safety at junctions in Beijing.Six urban junctions were selected for improvement; the construction was undertaken during 2007–2008. Nowadays, the vehicle volume has increased significantly in China compared with 2006 when the project started. The environment has changed, are the facilities put at the junctions still in place? Do people still use them? Have those countermeasures helped to reduce the road crashes at the junctions? BJUT and GRSP carried out a follow up survey in 2010 to find these answers.ObjectivesFind out if the road crashes has been reduced since the countermeasures taken. Find out if the undertaken countermeasures/facilities are still in place and still in use; if they are still helping with reducing the traffic conflicts and changing behaviour of road users at the junctions. Make recommendations to the municipal government for further improvement.MethodsCrash data comparison between 2004–2005 and 2008–2009; Road observations and behaviour interview.Main FindingsThe numbers of casualty crashes were reduced at all selected junctions. Most of the facilities/countermeasures at the junctions are still in place and still being used. There are still a lot of rooms for improvement.Significance/Contribution to the FieldThe survey provides additional information after the project and some food for thoughts. It presents a systematic way of conducting the project.
Understanding for changing: how to design successful social marketing campaigns targeting unsafe behaviours. The experience of theroad safety in 10 countryproject, Russia
Authors: Zambon F , Sethi D , Orlov S , Polurotov P , Peden M 
Published: October 2012

BackgroundSocial marketing campaigns can be effective in inducing behavioural change. However, to better target the messages, it is necessary to thoroughly investigate motivations behind unsafe behaviours.AimsTo describe how social marketing campaigns on seat-belt use and speed control were developed in the Russian Federation under the framework of the projectRoad Safety in 10 Countries-RS10.MethodsThe development of the RS10 social marketing campaigns in Russia followed a 9-step process:1. Defining target audience by consulting existing data sources and reviewing national and international research.2. Conducting focus groups on target audience.3. Developing creative concepts, key messages, concepts for marketing material, media strategy.4. Testing creative concepts, key messages, and scenarios for video and audio material by means of focus groups.5. Conducting pre-campaign knowledge/attitude/practice-KAP survey to better target the audience and better explore the media use.6. Developing video/audio clips, outdoor advertisement, tailored gadgets, leaflets.7. Organising launch event, press conference.8. Conducting public relation initiatives in connection with strengthened enforcement.9. Assessing the campaign through KAP measuring the exposure to campaign.ResultsBoth campaigns proved to be successful. The seat-belt campaign led to an increase of 19% of seat-belt use among drivers and 24% among passengers compared to baseline measures. The campaign on speed led to an increase of 9% of compliance among drivers to posted speed limits compared to baseline measures.SignificanceUnderstanding which segments of the audience need to be targeted the most and what the contextualised motivations for unsafe behaviours are is key for inducing behavioural change.