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Liu, Z., Ahlström, C., Forsman, Å. & Kircher, K. (2019). Attentional Demand as a Function of Contextual Factors in Different Traffic Scenarios. Human Factors, Article ID UNSP 0018720819869099.
Open this publication in new window or tab >>Attentional Demand as a Function of Contextual Factors in Different Traffic Scenarios
2019 (English)In: Human Factors, ISSN 0018-7208, E-ISSN 1547-8181, article id UNSP 0018720819869099Article in journal (Refereed) Published
Abstract [en]

Objective: To assess the attentional demand of different contextual factors in driving.

Background: The attentional demand on the driver varies with the situation. One approach for estimating the attentional demand, via spare capacity, is to use visual occlusion.

Method: Using a 3 × 5 within-subjects design, 33 participants drove in a fixed-base simulator in three scenarios (i.e., urban, rural, and motorway), combined with five fixed occlusion durations (1.0, 1.4, 1.8, 2.2, and 2.6 s). By pressing a microswitch on a finger, the driver initiated each occlusion, which lasted for the same predetermined duration within each trial. Drivers were instructed to occlude their vision as often as possible while still driving safely.

Results: Stepwise logistic regression per scenario indicated that the occlusion predictors varied with scenario. In the urban environment, infrastructure-related variables had the biggest influence, whereas the distance to oncoming traffic played a major role on the rural road. On the motorway, occlusion duration and time since the last occlusion were the main determinants.

Conclusion: Spare capacity is dependent on the scenario, selected speed, and individual factors. This is important for developing workload managers, infrastructural design, and aspects related to transfer of control in automated driving.

Application: Better knowledge of the determinants of spare capacity in the road environment can help improve workload managers, thereby contributing to more efficient and safer interaction with additional tasks.

Place, publisher, year, edition, pages
SAGE PUBLICATIONS INC, 2019
National Category
Applied Psychology
Identifiers
urn:nbn:se:vti:diva-14118 (URN)10.1177/0018720819869099 (DOI)000483617400001 ()31424969 (PubMedID)2-s2.0-85071458285 (Scopus ID)
Available from: 2019-10-01 Created: 2019-10-01 Last updated: 2019-10-01Bibliographically approved
Forsman, Å. & Wallhagen, S. (2019). Drink drivers’ views of a voluntary alcohol interlock programme for drink driving offenders in Sweden. Accident Analysis and Prevention, 124, 210-218
Open this publication in new window or tab >>Drink drivers’ views of a voluntary alcohol interlock programme for drink driving offenders in Sweden
2019 (English)In: Accident Analysis and Prevention, ISSN 0001-4575, E-ISSN 1879-2057, Vol. 124, p. 210-218Article in journal (Refereed) Published
Abstract [en]

A permanent alcohol interlock programme was introduced in Sweden in 2012. The programme is voluntary and allows drink driving offenders to keep their driving licenses if they install alcohol interlocks in their vehicles. The duration of the programme is one or two years, depending on the severity of the drink driving offence. This study aims to improve our knowledge of drink drivers’ views of the programme, among both participants and those who chose not to participate. These views were collected through paper questionnaires mailed to the drink drivers’ residences. Of 1550 questionnaires mailed to participants and 1492 to non-participants, 689 and 408 were completed, for response rates of 45% among participants and 28% among non-participants. For participants who were employed or had their own business (n = 513), the main reasons for choosing the alcohol interlock were the need to operate a vehicle at work (69.6%, 95% CI: 65.6–73.6%) and to get to/from work (69.4%, 95% CI: 65.4–73.4%). For those not working (n = 153), the main reasons for participating were that the driving license was required to have a social life and meaningful leisure time (79.7%, 95% CI: 73.3–86.2%) and for shopping (65.4%, 95% CI: 57.7–73.0%). For non-participants, the main reasons for not applying were programme costs (64.4%, 95% CI: 59.5–69.3%), being afraid of being considered alcoholics (37.1%, 95% CI: 32.2–42.1%), and doing well without a license (26.5%, 95% CI: 22.0–31.0%). The results also indicate improved health after the drink driving offence. The largest improvement was found in participants in the two-year programme, in which the proportion of respondents who felt good or very good increased by 39.4% (95% CI: 34.2–44.5%) compared to before the drink driving offence.

Place, publisher, year, edition, pages
Elsevier Ltd, 2019
Keywords
Offender, Alcolock, Drunken driving, Driving licence, Questionnaire, Attitude (psychol), Health, Motivation
National Category
Applied Psychology
Research subject
80 Road: Traffic safety and accidents, 842 Road: Alcohol and drugs
Identifiers
urn:nbn:se:vti:diva-13464 (URN)10.1016/j.aap.2019.01.010 (DOI)2-s2.0-85060237998 (Scopus ID)
Available from: 2019-01-30 Created: 2019-01-30 Last updated: 2019-03-15Bibliographically approved
Eriksson, J., Forsman, Å., Niska, A. & Karlström, J. (2019). Enhetlig metod för cykelflödesmätningar: en förberedande studie. Linköping: Statens väg- och transportforskningsinstitut
Open this publication in new window or tab >>Enhetlig metod för cykelflödesmätningar: en förberedande studie
2019 (Swedish)Report (Other academic)
Alternative title[en]
Systematic method for bicycle flow measurements : a preparatory study
Abstract [sv]

Nationellt, regionalt och i många av Sveriges kommuner finns målsättningar om ökad cykling. Dessa målsättningar är dock svåra att följa upp, då cykeltrafikens storlek inte mäts och följs upp i samma omfattning som exempelvis biltrafiken. Myndigheten Trafikanalys fick i uppdrag av regeringen att utveckla och föreslå en enhetlig metod för systematiska mätningar av cykeltrafik på lokal och regional nivå och det arbetet avrapporterades i januari 2018. Cykeltrafiken kan mätas på olika sätt och de två vanligaste metoderna är via flödesmätningar i gaturummet eller via resvaneundersökningar. I denna rapport fokuserar vi enbart på cykelflödesmätningar i gaturummet. Nuvarande upplägg av cykelflödesmätningar gör det inte möjligt att skatta cykeltrafikarbetet i kommunen, då det inte genomförs några flödesmätningar på systemnivå för hela det cykelbara vägnätet. För att nå en bred tillämpning, behöver det utredas vilka eventuella hinder som finns för att använda Trafikanalys enhetliga metod vilket förslagsvis görs i följande tre steg, där steg 1 beskrivs i denna rapport:

1. Förberedande studie: Föreslå ett upplägg av en pilotstudie.

2. Genomföra en pilotstudie för att kunna fastställa en enhetlig metod.

3. Fastställande av den slutliga enhetliga metoden.

Syftet med den förberedande studie som presenteras i den här rapporten, är att utifrån kommunala förutsättningar anpassa Trafikanalys enhetliga metod för att skatta cykeltrafikarbetet genom flödesmätningar i kommuner. Den förberedande studien ska också mynna ut i ett förslag till upplägg av en pilotstudie där den anpassade metoden testas och frågeställningar gällande avgränsningar och definitioner kan avgöras. Tanken är att pilotstudien ska genomföras i ett uppföljande projekt i ett antal kommuner för att resultera i ett slutligt fastställande av en enhetlig metod för att skatta cykeltrafikarbetet som får en bredare tillämpning och kan användas för uppföljning av såväl lokala som nationella målformuleringar gällande cykling.

Abstract [en]

There is an objective of increasing cycling nationally, regionally and in many Swedish municipalities. The extent of cycling can be followed up with either travel surveys (TSs) or by measuring the bicycle flow. The Traffic Analysis Authority was commissioned by the Government to develop and propose a uniform method for systematic measurements of bicycle traffic at a local and regional level and their report was published in January 2018. Bicycle traffic can be measured in different ways and the two most common methods are (1) measurements by counting bicycles (manually or with detecting equipment) in the street area or (2) travel surveys (TSs). In this report, we focus only on counting cyclists in the street area. Today, the methods of counting bicyclists are limited, and they do not enable estimations of kilometers travelled by bicycle per average day in a municipality.

In order to achieve a broad application, it is necessary to investigate the possible obstacles that exist to use the Traffic Analysis's proposal for a uniform method, and this will be done in the following steps, where step 1 is described in this report:

1. A preparatory study: Suggest a set-up of a pilot study

2. Conduct a pilot study to establish a uniform and systematic approach, and finally

3. Determine the final uniform and systematic method.

The purpose of the preparatory study presented in this report is to adapt the Traffic Analysis's proposal to a uniform method for estimating the kilometers travelled by bicycle per average day, based on municipal conditions. The preparatory study will also lead to a proposal for a pilot study in which the adapted method is tested, and issues related to delimitations and definitions can be decided. The pilot study will be carried out in a follow-up project with a number of municipalities. This will result in a final determination of a uniform method for estimating the kilometers travelled by bicycle per average day.

Place, publisher, year, edition, pages
Linköping: Statens väg- och transportforskningsinstitut, 2019. p. 49
Series
VTI notat ; 16-2019
National Category
Infrastructure Engineering
Identifiers
urn:nbn:se:vti:diva-14100 (URN)
Available from: 2019-09-19 Created: 2019-09-19 Last updated: 2019-09-19Bibliographically approved
Silvano, A. P., Vadeby, A. & Forsman, Å. (2018). A pilot study aiming to increase speed compliance of taxi drivers in Sweden. In: : . Paper presented at 18th International Conference Road Safety on Five Continents (RS5C 2018), Jeju Island, South Korea, May 16-18, 2018. Linköping: Statens väg- och transportforskningsinstitut
Open this publication in new window or tab >>A pilot study aiming to increase speed compliance of taxi drivers in Sweden
2018 (English)Conference paper, Poster (with or without abstract) (Refereed)
Abstract [en]

Speed is one of the most key factor that increases the accident risk and injury severity (Nilsson, 2004). Therefore, speed limits are set to guide to choose the right speed based on the road environment. However, compliance level is in general low which means that many drivers choose to drive faster than the speed limit when traffic condition is not congested. Mannering (2009) points out that there is a general disrespect to keep speed limits worldwide. An increase in the compliance level of taxi drivers could potentially influence the chosen speed of other drivers on the roads. It is therefore important to study and quantify compliance level of taxi drivers.

Public authorities (e.g., police, road administration offices) aim to enforce speed compliance levels on public roads. Speed enforcement campaigns can include police speed control interventions, speed camera surveillance, education campaigns. As a part of this pilot study, police officers plan to meet taxi company representatives to discuss current speed compliance levels an agree on new approaches which can increase compliance levels of taxi drivers

The aim of the study is thus to investigate a new method aiming to increase speed compliance of taxi drivers involving an agreement between the police and taxi representatives.

Place, publisher, year, edition, pages
Linköping: Statens väg- och transportforskningsinstitut, 2018
National Category
Transport Systems and Logistics
Research subject
X RSXC
Identifiers
urn:nbn:se:vti:diva-12883 (URN)
Conference
18th International Conference Road Safety on Five Continents (RS5C 2018), Jeju Island, South Korea, May 16-18, 2018
Available from: 2018-05-16 Created: 2018-05-04 Last updated: 2018-05-25Bibliographically approved
Flannagan, C. A. A., Bálint, A., Klinich, K. D. D., Sander, U., Manary, M. A., Cuny, S., . . . Fagerlind, H. (2018). Comparing motor-vehicle crash risk of EU and US vehicles. Accident Analysis and Prevention
Open this publication in new window or tab >>Comparing motor-vehicle crash risk of EU and US vehicles
Show others...
2018 (English)In: Accident Analysis and Prevention, ISSN 0001-4575, E-ISSN 1879-2057Article in journal (Refereed) Published
Abstract [en]

This study examined the hypotheses that passenger vehicles meeting European Union (EU) safety standards have similar crashworthiness to United States (US) -regulated vehicles in the US driving environment, and vice versa. The first step involved identifying appropriate databases of US and EU crashes that include in-depth crash information, such as estimation of crash severity using Delta-V and injury outcome based on medical records. The next step was to harmonize variable definitions and sampling criteria so that the EU data could be combined and compared to the US data using the same or equivalent parameters. Logistic regression models of the risk of a Maximum injury according to the Abbreviated Injury Scale of 3 or greater, or fatality (MAIS3+F) in EU-regulated and US-regulated vehicles were constructed. The injury risk predictions of the EU model and the US model were each applied to both the US and EU standard crash populations. Frontal, near-side, and far-side crashes were analyzed together (termed "front/side crashes") and a separate model was developed for rollover crashes.

For the front/side model applied to the US standard population, the mean estimated risk for the US-vehicle model is 0.035 (sd = 0.012), and the mean estimated risk for the EU-vehicle model is 0.023 (sd = 0.016). When applied to the EU front/side population, the US model predicted a 0.065 risk (sd = 0.027), and the EU model predicted a 0.052 risk (sd = 0.025). For the rollover model applied to the US standard population, the US model predicted a risk of 0.071 (sd = 0.024), and the EU model predicted 0.128 risk (sd = 0.057). When applied to the EU rollover standard population, the US model predicted a 0.067 risk (sd = 0.024), and the EU model predicted 0.103 risk (sd = 0.040).

The results based on these methods indicate that EU vehicles most likely have a lower risk of MAIS3+F injury in front/side impacts, while US vehicles most likely have a lower risk of MAIS3+F injury in llroovers. These results should be interpreted with an understanding of the uncertainty of the estimates, the study limitations, and our recommendations for further study detailed in the report.

Place, publisher, year, edition, pages
Elsevier Ltd, 2018
Keywords
Specifications, USA, Europe, Collision, Database, Accident, Severity (accid, injury), Vehicle, Risk, Prediction
National Category
Vehicle Engineering
Research subject
90 Road: Vehicles and vehicle technology, 91 Road: Vehicle design and construction; 80 Road: Traffic safety and accidents, 81 Road: Accidents
Identifiers
urn:nbn:se:vti:diva-12866 (URN)10.1016/j.aap.2018.01.003 (DOI)2-s2.0-85042384461 (Scopus ID)
Available from: 2018-04-05 Created: 2018-04-05 Last updated: 2018-06-11Bibliographically approved
Forsman, Å. & Gustafsson, S. (2018). Drink drivers' views of a voluntary alcohol interlock program for drink driving offenders in Sweden. In: : . Paper presented at 18th International Conference Road Safety on Five Continents (RS5C 2018), Jeju Island, South Korea, May 16-18, 2018. Linköping: Statens väg- och transportforskningsinstitut
Open this publication in new window or tab >>Drink drivers' views of a voluntary alcohol interlock program for drink driving offenders in Sweden
2018 (English)Conference paper, Published paper (Refereed)
Abstract [en]

A permanent alcohol interlock program was introduced in Sweden in 2012. The program is voluntary and makes it possible for drivers that are apprehended by the police to keep their driver’s license if they install an alcohol interlock in their vehicle. The Swedish Transport Agency is responsible for the program and it applies to all types of driver’s licenses. The duration of the program is one or two years, depending on the severity of the drink driving offence. A previous study showed that about 30 percent of all drivers that had their license withdrawn due to drink driving applied for and was granted participation in the program, 10 percent were assigned to the one-year program and 20 percent to the two-year program. Moreover, the age groups 35–44, 45–54 and 55–64 have the highest participation rates (in relation to the total number of drink drivers), about 35 percent, while the youngest (≤24) and oldest (≥75) have participation rates of about 20 and 10 percent, respectively.

The aim of this study was to increase the knowledge of the drink drivers’ views of the program, both participants and those who chose not to participate. More specifically, we were interested in why they have chosen or not chosen to participate in the program and their views on the application process, doctor visits and the handling of the interlocks. We also wanted to know if their health and drinking habits had changed after the drink driving offence.

Place, publisher, year, edition, pages
Linköping: Statens väg- och transportforskningsinstitut, 2018
Research subject
X RSXC
Identifiers
urn:nbn:se:vti:diva-12907 (URN)
Conference
18th International Conference Road Safety on Five Continents (RS5C 2018), Jeju Island, South Korea, May 16-18, 2018
Available from: 2018-05-16 Created: 2018-05-05Bibliographically approved
Vadeby, A., Forsman, Å. & Sörensen, G. (2018). Evaluation of intensified speed enforcement in Police Region West in Sweden. Linköping: Statens väg- och transportforskningsinstitut
Open this publication in new window or tab >>Evaluation of intensified speed enforcement in Police Region West in Sweden
2018 (English)Report (Other academic)
Alternative title[en]
Utvärdering av intensiferad hastighetsövervakning i Polisregion Väst
Abstract [en]

The aim of the present study is to evaluate the new methods for increased speed compliance. Both the police's experience, as well as internal and external communication as effects on mean speeds and speed violations are studied. Police in the western region tested a new method during three autumn weeks in 2016.

The intervention entailed intensified speed enforcement on 13 designated routes and the aim was to reduce mean speed. The intervention focused on three different actions:

  • short manual speed controls (20 minutes) on roads with high speeds and a high accident record
  • civil police cars (so-called pilot cars) focusing on aggressive driving
  • monitoring with mobile speed cameras as a complement to the manual speed controls.

According to the police’s experiences, the results show that most policemen involved were positive to the intervention overall. It was appreciated that traffic issues appeared on the agenda and the Police received a positive response from the citizens. Basically, they experienced that the 20-minutes method was a good way of working which leads to increased visibility of the Police. The effort also led to more controls than what would have been done otherwise, which was considered as important by the police. Suggestions for improvements are that local police men should be more involved in the selection of roads for enforcement and it was suggested to have several shorter interventions instead of one long.

Abstract [sv]

Syftet med föreliggande projekt är att utvärdera de nya arbetsmetoder som testades i polisområde väst. Såväl polisens upplevelse, som intern och extern kommunikation och effekter på medelhastigheter och hastighetsöverträdelser studeras i projektet.

Insatsen innebar intensifierad hastighetsövervakning på 13 utpekade vägsträckor och syftet var att sänka medelhastigheten på utvalda vägavsnitt. Insatsen innebar fokus på tre olika åtgärder:

  • korta hastighetskontroller (20 minuter, rapportering från 6 km/tim över hastighetsgräns) på olycksdrabbade vägar
  • civila polisbilar (så kallade pilotbilar) som fokuserade på aggressiv körning
  • övervakning med mobil ATK (Automatisk trafiksäkerhetskamera) som komplement till de manuella kontrollerna.

Resultat avseende polisens upplevelser visar att de flesta är positiva till insatsen som helhet. Man tyckte det var bra att trafikfrågorna kommit på agendan och man har fått positiv respons från medborgarna. I grunden tycker man också att 20-minutersmetoden är ett bra arbetssätt som får acceptans bland personalen och kan leda till ökad synlighet. Insatsen ledde också till fler kontroller än vad som annars hade skett, vilket polisen tyckte var viktigt. Som förbättringsmöjligheter till kommande insatser lyftes att man önskar att medarbetarna skulle vara mer delaktiga vid val av sträckor samt att man hellre såg fler kortare insatser än en lång.

Place, publisher, year, edition, pages
Linköping: Statens väg- och transportforskningsinstitut, 2018. p. 49
Series
VTI notat ; 13A-2018
Keywords
Enforcement (law), Speed, Speeding, Police, Method, Evaluation (assessment)
National Category
Applied Psychology
Research subject
80 Road: Traffic safety and accidents, 845 Road: Traffic law enforcement
Identifiers
urn:nbn:se:vti:diva-13237 (URN)
Note

Engelsk översättning av VTI notat 13-2018 "Utvärdering av intensiferad hastighetsövervakning i Polisregion Väst"

Available from: 2018-09-04 Created: 2018-09-04 Last updated: 2019-05-29Bibliographically approved
Ekström, C. & Forsman, Å. (2018). Förekomst av alkohol och droger hos förare av lastbil och buss som varit inblandade i dödsolyckor och olyckor med svåra personskador. Linköping: Statens väg- och transportforskningsinstitut
Open this publication in new window or tab >>Förekomst av alkohol och droger hos förare av lastbil och buss som varit inblandade i dödsolyckor och olyckor med svåra personskador
2018 (Swedish)Report (Other academic)
Alternative title[en]
Presence of alcohol and drugs among drivers of trucks and busses involved in fatal accidents and accidents with severe injuries
Abstract [sv]

Syftet med den här studien är att förbättra kunskapen om alkohol-, drog- och läkemedelsförekomst hos förare av lastbil och buss som är inblandade i dödsolyckor eller olyckor med svåra personskador. Studien baseras på material från två olika databaser; Trafikverkets djupstudiedatabas och olycksdatabasen Strada. Kartläggning av substanser och bakgrundsvariabler hos påverkade förare presenteras. Studien är baserad på olyckor som inträffat under tidsperioden 2008–2015. Totalt inkluderar studien 614 dödsolyckor från djupstudiedatabasen och 3 381 olyckor med svåra personskador och omkomna från Strada.

Resultat från Trafikverkets djupstudiedatabas som avser omkomna förare av lastbil och buss, visar att alkohol förekom hos 15 procent, illegala droger hos 6 procent och narkotikaklassade läkemedel hos 9 procent av förarna. Jämfört med personbilsförare är förekomsten lägre när det gäller alkohol medan förekomsten av illegala droger och narkotiska läkemedel ligger på ungefär samma nivåer. Om man studerar alla förare av lastbil och buss som varit inblandade i en dödsolycka, och inte endast de som omkommit, är förekomsten betydligt lägre. Bland dessa förekom alkohol hos cirka 2 procent av förarna, och illegala droger och narkotikaklassade läkemedel förekom hos cirka 1 procent vardera. Det finns också skillnader mellan fordonstyper. Bland förare av lätta lastbilar har man kunnat påvisa förekomst av alkohol och/eller illegala droger hos 16 av 156 förare (10 %). Detta kan jämföras med 4 av 369 (1 %) förare av tunga lastbilar och 0 av 96 (0 %) bussförare.

Abstract [en]

The aim of this study was to improve the knowledge about the presence of alcohol, drugs and medicine among drivers of trucks or busses involved in fatal accidents and accidents with severe injuries. The study is based on material from two different databases, the Swedish Transport Administrations in-depth study database and the Swedish Traffic Accident Data Acquisition (Strada), owned by The Swedish Transport Agency. The survey of the presence of substances and background variables such as gender, age and type of accident among drivers under influence is presented in this study and based on accidents that occurred 2008–2015. The study includes 614 fatal accidents from the in-depth study database and 3381 accidents with severe injuries from Strada.

For fatally injured drivers of trucks and busses in the in-depth database presence of alcohol was found in 15 percent, illegal drugs in 6 percent and medicine in 9 percent. Compared to the corresponding figure for drivers of cars, the presence of alcohol is lower, whereas the presence for illegal drugs and medicine, is at the same level. The presence is much lower when studying all drivers of trucks and busses involved in fatal accidents disregarding the drivers level of injury. The presence of alcohol among the drivers were 2 percent and 1 percent for illegal drugs respectively medicine. There are though differences between the type of vehicle driven. Among drivers of lighter trucks 16 of 156 drivers (10%) had presence of alcohol and/or illegal drugs. For drivers of trucks 4 of 369 (1%) and drivers of busses 0 of 96 drivers (0%) where under the influence of alcohol and/or illegal drugs.

Place, publisher, year, edition, pages
Linköping: Statens väg- och transportforskningsinstitut, 2018. p. 42
Series
VTI notat ; 22-2018
Keywords
Drunken driving, Blood alcohol content, Drugs, Driver, Articulated lorry, Bus, Accident, Fatality, Statistical analysis
National Category
Substance Abuse
Research subject
80 Road: Traffic safety and accidents, 842 Road: Alcohol and drugs
Identifiers
urn:nbn:se:vti:diva-13446 (URN)
Available from: 2018-12-14 Created: 2018-12-14 Last updated: 2019-06-10Bibliographically approved
Forsman, Å. & Vadeby, A. (2018). Injured motorcyclists in Sweden: Where do the crashes occur and what factors influence the injury severity?. In: Proceedings of 7th Transport Research Arena TRA 2018, April 16-19, 2018, Vienna, Austria: . Paper presented at 7th Transport Research Arena TRA 2018 (TRA 2018) (TRA2018), Vienna, 16-19 April 2018.
Open this publication in new window or tab >>Injured motorcyclists in Sweden: Where do the crashes occur and what factors influence the injury severity?
2018 (Swedish)In: Proceedings of 7th Transport Research Arena TRA 2018, April 16-19, 2018, Vienna, Austria, 2018Conference paper, Published paper (Refereed)
Abstract [en]

Trends in traffic fatalities show that the development for motorcyclists has fallen behind other road users. It is therefore crucial to improve traffic safety for this road user group. The study analyses where in the road network motorcyclists are injured and whether injury severity differs between parts of the network. Injury severity is also examined in relation to other variables such as age, gender, and motorcycle engine performance (i.e., power-to-weight ratio). The results indicate that motorcyclists, relatively more often than passenger car occupants, are injured on low-volume roads that are not subject to any major safety improvements. It is therefore crucial to also encourage other safety measures targeting rider behaviour and vehicle safety. Moreover, analyses of injury severity indicate that, in multiple-vehicle crashes involving motorcycles, the odds of being killed or severely injured are lower on roads with median barriers (i.e., motorways and 2+1 roads) than on two-lane roads.

Keywords
Motorcyclist, Fatality, Location, Injury, Age, Road network, Motorcycle, Engine
National Category
Infrastructure Engineering
Research subject
80 Road: Traffic safety and accidents, 812 Road: Collation of accident statistics
Identifiers
urn:nbn:se:vti:diva-13449 (URN)10.5281/zenodo.1456449 (DOI)
Conference
7th Transport Research Arena TRA 2018 (TRA 2018) (TRA2018), Vienna, 16-19 April 2018
Available from: 2018-12-20 Created: 2018-12-20 Last updated: 2019-03-14Bibliographically approved
Skyving, M., Forsman, Å. & Dukic Willstrand, T. (2018). Samband mellan sjukdomar och äldre bilförares inblandning i trafikolyckor. Norrköping: Transportstyrelsen
Open this publication in new window or tab >>Samband mellan sjukdomar och äldre bilförares inblandning i trafikolyckor
2018 (Swedish)Report (Other academic)
Abstract [sv]

Sverige är ett av få länder inom EU som inte har obligatoriska hälsokontroller för förare över en viss ålder. Vår motivering är att man inte kunnat påvisa positiva trafiksäkerhetseffekter av sådana kontroller. Den här studien utreder om personbilsförare som är 65 år eller äldre och som har en sjukdomsdiagnos oftare är inblandade i trafikolyckor jämfört med förare i samma ålder och utan diagnos. 

Forskningsstudien har sin utgångspunkt i de trafikmedicinska föreskrifterna och de 13 diagnosgrupperna som beskrivs i föreskrifternas olika kapitel. För att undersöka om äldre bilförare med en sjukdomsdiagnos har högre olycksrisk än äldre bilförare utan diagnos har vi matchat en fallpopulation på 13 700 olycksinblandade förare som var 65 år eller äldre med en kontrollgrupp. Kontrollgruppen bestod av 26 500 åldersmatchade personer som skulle uppfylla tre krav: ha giltigt B-körkort (personbil), vara bilägare och inte ha varit inblandade i någon trafikolycka. 

De register som vi använt oss av är 

 Transportstyrelsens olycksdatabas Strada

 Statistiska centralbyråns befolkningsregister

 Socialstyrelsens patientregister.

Studien begränsas av ett antal faktorer, till exempel att vi saknar uppgift om exponering i trafik och föreskrivna läkemedel, för att nämna några. Det här innebär bland annat att vi inte kan säga om en t. ex. förhöjd sannolikhet för olycka beror på försämrad körförmåga eller att man kör mer bil och att man därmed är mer exponerad i trafiken. 

Place, publisher, year, edition, pages
Norrköping: Transportstyrelsen, 2018. p. 74
National Category
Geriatrics
Identifiers
urn:nbn:se:vti:diva-13445 (URN)
Note

Dnr TSV 2018-4875

Available from: 2018-12-12 Created: 2018-12-12 Last updated: 2018-12-12Bibliographically approved
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ORCID iD: ORCID iD iconorcid.org/0000-0003-4680-4795

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