1,720,973 research outputs found
Selvvalgte ulykker i veitrafikken: Å definere et dødsønske. En kvalitativ undersøkelse av ulykkesanalysegruppenes klassifiseringer av dødsulykker i veitrafikken
No full textEksisterende internasjonal forskning på selvmord i veitrafikken indikerer at et betydelig antall
dødsulykker kan ha vært skjulte selvmord. Det antas at det eksisterer mørketall i statistikken
rundt selvvalgte ulykker i Norge. Målet med denne studien er å undersøke sammenhenger
mellom ulike forståelser av selvmord og ulykkesanalysegruppenes vurderinger av
dødsulykker i veitrafikken. Forskningsspørsmålet for oppgaven er: Hvordan kan
ulykkesanalysegruppenes klassifiseringer av trafikkdødsulykker ha ført til mørketall i
statistikken rundt antall selvvalgte ulykker? Hvilke forståelser av selvmordet ligger til grunn
og hvordan operasjonaliserer UAG dette i sine analyser?
Studien omfatter seks semistrukturerte dybdeintervjuer, hvor fem av intervjuene er
gjort av lederne av ulykkesanalysegruppene i Norge. Et intervju er gjennomført med en
talsperson i politiet. Spørsmålene knyttes til det å definere en dødsulykke som et uhell eller
som et selvmord, og hvilke prosesser som bidrar til å skape gråsoner. Funnene presenteres
gjennom en tredeling i kategoriene ”sikker ulykke”, ”mistenkt selvvalgt ulykke” og ”sikker
selvvalgt ulykke”, hvor undertemaene belyser ulike aspekter ved klassifiseringsarbeidet.
Samlet bidrar denne kvalitative studien til å rette søkelyset mot selvmord som fenomen, men
også mot de rutiner som eksisterer innenfor klassifiseringsarbeidet til UAG og politiet. Det
hersker usikkerhet blant fagmiljøene rundt hvordan dødsulykker registreres i dag. Studien
bidrar til økt bevisstgjøring rundt selvvalgte ulykker i trafikken, sammen med hvilke
mekanismer som er med på å skape mørketall i statistikken. Arbeidet er et selvstendig
forskningsprosjekt, og alle deler av undersøkelsen er gjennomført av undertegnende
Driver behavior and monitoring of risk : Damasio and the role of emotions
No full textA key issue involved in driver behavior (and therefore one that should be involved in driver behavior models) is the role of emotions. Recent achievements in neurobiology should also be taken into account. Damasio (author of "Descartes' Error: Emotion, Reason and the Human Brain") distinguishes between emotions, defined as bodily responses and changes caused by external stimuli, and feelings, defined as the conscious experiences of these bodily changes; and argues that the emotions and feelings are the very instruments that make an organism capable of evaluating scenarios and making decisions in any given situation. This paper discusses the model put forward by Damasio and its implications for understanding risk monitoring, processing of information, and decision-making.</p
ITS and the effects on vulnerable road users [Elektronisk resurs] : the case of motorcyclists
No full textIntelligent Transport Systems (ITS) has existed as a generic concept for more than 20 years. In the beginning, the systems were adapted to personal vehicles, as with ABS and ESC, or part of infrastructure, as with Variable Message Signs (VMS). In more recent years, a generic trend of addressing traffic issues associated with the safety of vulnerable road users (VRUs), i.e. pedestrians, bicyclists and motorcyclists has emerged. In addition, a new VRU-group has entered the scene: E-bikes. A more specific part of this reorientation has been the development of ITS addressing safety issues of VRUs. Three categories of ITS addresing VRUs may be distinguished: ITS carried by the road user him-/herself, ITS as part of infrastructure of the road system, and ITS in vehicles aiming at detecting and warning the car driver of a vulnerable road user in the viscinity of the vehicle.</p
ITS and the effects on vulnerable road users : the case of motorcyclists
No full textIntelligent Transport Systems (ITS) has existed as a generic concept for more than 20 years. In the beginning, the systems were adapted to personal vehicles, as with ABS and ESC, or part of infrastructure, as with Variable Message Signs (VMS). In more recent years, a generic trend of addressing traffic issues associated with the safety of vulnerable road users (VRUs), i.e. pedestrians, bicyclists and motorcyclists has emerged. In addition, a new VRU-group has entered the scene: E-bikes. A more specific part of this reorientation has been the development of ITS addressing safety issues of VRUs. Three categories of ITS addresing VRUs may be distinguished: ITS carried by the road user him-/herself, ITS as part of infrastructure of the road system, and ITS in vehicles aiming at detecting and warning the car driver of a vulnerable road user in the viscinity of the vehicle
Some comments on the definition of aggression and aggressive driving behaviour
No full textAggression in traffic, aggressive driver behaviour and its association withroad accidents has definitely been put on the agenda in the recent.Considering these reports, however, some problems arise concerning thedefinition of aggression and aggressive driving behaviour. One question is towhat extent the definitions used are satisfactory in the understanding andstudy of aggressive driver behaviour. It is also difficult to give advice tothe police on what types of traffic behaviour they should address in theirenforcement efforts. European drivers do, however, admit that they engage inclose following, tailgating and chasing of other drivers. Considering theliterature on aggressive behaviour in traffic, it becomes quite clear thatthere are major differences between the USA and European countries,concerning what is regarded as the problem of aggressive incidents. While theUSA have been afflicted by shoot-outs and killings of drivers in the roadtraffic system for quite some time, such episodes seem quite rare in Europe,although some incidents are known in recent years. Judged from the reportsthe 'European problem' with aggressive driving behaviour seem to be moredirected towards less severe levels of aggression and violence. On the otherhand, no European data collection system or data base are known that recordsaggressive driving behaviour, or incidents of 'road rage'.</p
ITS and the effects on vulnerable road users : The case of pedestrians
No full textIntelligent Transport Systems (ITS) has existed as a generic concept for more than 20 years. After many years of focusing on vehicles only, a trend of addressing traffic issues associated with the safety of vulnerable road users (VRUs), i.e. pedestrians, bicyclists and motorcyclists, emerged. A specific part of this reorientation has been the development of ITS addressing safety issues of VRUs. However, the group of vulnerable road users is heterogenous: One group uses powered two-wheelers, the two others are un-powered road users. All these road-user groups are unprotected and vulnerable in a crash with a car, but some significant issues may be overlooked when treating these sub-groups as one, “homogenous” road-user group. Hence, individual studies, and an analysis of each of the groups separately, is justified (Vaa, 2015). One such study, the case of motorcyclists, has been elaborated and was presented at the RS5C-conference in Rio de Janeiro in 2016 (Vaa, 2016). The present paper will focus only on pedestrians, a vulnerable road user group which is completely unprotected, no passive safety system is developed to reduce the level of injuries if hit by a vehicle. The relative difference of speed, and the mass-difference between a pedestrian and a car, both cause the kinetic energy of a moving car with the higher mass to be transferred to the deformation of the human body. A driving speed of 30 km/h is regarded as the limit of what a human body can tolerate when hit by a car without being killed or inflicted by irreversible personal injuries (Anderson et al, 1997). The first study to consider the potential effects on accidents of what later would be labeled Advanced Driver Assistance Systems (ADAS), was the Marburger et al study of 1989. What we have observed since Marburger et als’ study in 1989, is a confusing landscape of what exactly has been achieved in the last 25-30 years, especially regarding the impact of ITS on behaviour and accidents. We still miss attempts to provide systematic overviews, which try to systematize these effects. One study, which addressed ITS in vehicles and infrastructure, was done in 2007 (Vaa et al, 2007). Two other comprehensive studies were done by Bayly et al (2007) and Linder et al (2007), the former describing a total of 138 ITS-systems
ADHD and relative risk of accidents in road traffic: A meta-analysis
Get PDFThe present meta-analysis is based on 16 studies comprising 32 results. These studies provide sufficient data to estimate relative accident risks of drivers with ADHD. The overall estimate of relative risk for drivers with ADHD is 1.36 (95% CI: 1.18; 1.57) without control for exposure, 1.29 (1.12; 1.49) when correcting for publication bias, and 1.23 (1.04; 1.46) when controlling for exposure. A relative risk (RR) of 1.23 is exactly the same as found for drivers with cardiovascular diseases. The long-lasting assertion that “ADHD-drivers have an almost fourfold risk of accident compared to non-ADHD-drivers”, which originated from Barkley et al.’s study of 1993, is rebutted. That estimate was associated with comorbid Oppositional Defiant Disorder (ODD) and/or Conduct Disorder (CD), not with ADHD, but the assertion has incorrectly been maintained for two decades. The present study provides some support for the hypothesis that the relative accident risk of ADHD-drivers with comorbid ODD, CD and/or other conduct problems, is higher than that of ADHD-drivers without these comorbidities. The estimated RRs were 1.86 (1.27; 2.75) in a sample of ADHD-drivers in which a majority had comorbid ODD and/or CD compared to 1.31 (0.96; 1.81) in a sample of ADHD-drivers with no comorbidity. Given that ADHD-drivers most often seem to drive more than controls, and the fact that a majority of the present studies lack information about exposure, it seems more probable that the true RR is lower rather than higher than 1.23. Also the assertion that ADHD-drivers violate traffic laws more often than other drivers should be modified: ADHD-drivers do have more speeding violations, but no more drunk or reckless driving citations than drivers without ADHD. All accident studies included in the meta-analysis fail to acknowledge the distinction between deliberate violations and driving errors. The former are known to be associated with accidents, the latter are not. A hypothesis that ADHD-drivers speed more frequently than controls because it stimulates attention and reaction time is suggested
ITS and the effects on vulnerable road users [Elektronisk resurs] : The case of pedestrians
No full textIntelligent Transport Systems (ITS) has existed as a generic concept for more than 20 years. After many years of focusing on vehicles only, a trend of addressing traffic issues associated with the safety of vulnerable road users (VRUs), i.e. pedestrians, bicyclists and motorcyclists, emerged. A specific part of this reorientation has been the development of ITS addressing safety issues of VRUs. However, the group of vulnerable road users is heterogenous: One group uses powered two-wheelers, the two others are un-powered road users. All these road-user groups are unprotected and vulnerable in a crash with a car, but some significant issues may be overlooked when treating these sub-groups as one, “homogenous” road-user group. Hence, individual studies, and an analysis of each of the groups separately, is justified (Vaa, 2015). One such study, the case of motorcyclists, has been elaborated and was presented at the RS5C-conference in Rio de Janeiro in 2016 (Vaa, 2016).The present paper will focus only on pedestrians, a vulnerable road user group which is completely unprotected, no passive safety system is developed to reduce the level of injuries if hit by a vehicle. The relative difference of speed, and the mass-difference between a pedestrian and a car, both cause the kinetic energy of a moving car with the higher mass to be transferred to the deformation of the human body. A driving speed of 30 km/h is regarded as the limit of what a human body can tolerate when hit by a car without being killed or inflicted by irreversible personal injuries (Anderson et al, 1997).The first study to consider the potential effects on accidents of what later would be labeled Advanced Driver Assistance Systems (ADAS), was the Marburger et al study of 1989. What we have observed since Marburger et als’ study in 1989, is a confusing landscape of what exactly has been achieved in the last 25-30 years, especially regarding the impact of ITS on behaviour and accidents. We still miss attempts to provide systematic overviews, which try to systematize these effects. One study, which addressed ITS in vehicles and infrastructure, was done in 2007 (Vaa et al, 2007). Two other comprehensive studies were done by Bayly et al (2007) and Linder et al (2007), the former describing a total of 138 ITS-systems.</p
Going Beyond Counting First Authors in Author Co-citation Analysis
Get PDFThe present study examines one of the fundamental aspects of author co-citation analysis (ACA) - the way co-citation
counts are defined. Co-citation counting provides the data on which all subsequent statistical analyses and mappings
are based, and we compare ACA results based on two different types of co-citation counting - the traditional type that
only counts the first one among a cited work's authors on the one hand and a non-traditional type that takes into
account the first 5 authors of a cited work on the other hand. Results indicate that the picture produced through this non-traditional author co-citation counting contains more coherent author groups and is therefore considerably clearer. However, this picture represents fewer specialties in the research field being studied than that produced through the traditional first-author co-citation counting when the same number of top-ranked authors is selected and analyzed. Reasons for these effects are discussed
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