Description of Various Factors Contributing to Traffic Accidents in Youth and Measures Proposed to Alleviate Recurrence

Vehicle Age and Driver Assistance Technologies in Fatal Crashes Involving Teen and Middle-Aged Drivers

Importance

Motor vehicle crashes are the leading cause of death for US teens. Newer vehicles and driver assistance technologies show promise in reducing crashes and injury severities; however, research on the age and technologies of vehicles driven by teens involved in fatal crashes is limited.

Objective

To examine the differences in vehicle age and driver assistance technologies between vehicles driven by teen and middle-aged drivers involved in fatal crashes and to investigate the associations among vehicle age, driver assistance technologies, and driver death in these crashes.

Design, Setting, and Participants

This retrospective cohort study used fatal crash data (2016-2021) obtained from the Fatality Analysis Reporting System. Data analysis was restricted to passenger vehicles. Participants included teen drivers (15-18 years old) and middle-aged drivers (31-55 years old). All analyses were performed between December 1, 2023, and July 25, 2024.

Exposures

Exposures include the vehicle age (≤5, 6-15, or >15 years) and the number of driver assistance technologies installed (0 to 4).

Main Outcomes and Measures

The main outcome was whether the driver died in fatal crashes. Multivariable logistic regressions examined the associations between vehicle age (or driver assistance technologies installed) and driver death in fatal crashes, adjusting for driver sex, restraint use, and crash year.

Results

Among 81 145 drivers (49 838 male [61.4%]) involved in fatal crashes, there were 9809 teen drivers (mean [SD] age, 17.2 [0.9] years) and 71 336 middle-aged drivers (mean [SD] age, 41.7 [7.3] years). A higher proportion of teen drivers were operating vehicles older than 15 years compared with middle-aged drivers (2706 drivers [27.6%] vs 16 239 drivers [22.8%]). Driving vehicles aged 6 to 15 years (adjusted risk ratio [aRR], 1.19; 95% CI, 1.17-1.22) or older than 15 years (aRR, 1.31; 95% CI, 1.28-1.34) was associated with significantly higher odds of driver death in fatal crashes compared with driving vehicles 5 years old or newer, independently of driver age. Additionally, each installed driver assistance technology was associated with a 6% reduction (aRR, 0.94; 95% CI, 0.90-0.98) in the risk of driver death in fatal crashes.

Conclusions and Relevance

These findings suggest that older vehicles and those with fewer driver assistance technologies are associated with increased risk of driver death in fatal crashes; thus, teens should drive the safest vehicles available, not older family cars. The findings underscore the urgent need to ensure teens drive safer vehicles to protect their lives.

The national and provincial burden of transport injuries in Iran between 1990 and 2021

Transport injuries (TIs) are a major cause of mortality and morbidity worldwide, and Iran, with its rapid demographic transitions in recent decades, is no exception. This study aimed to assess the burden of TIs in Iran and its provinces from 1990 to 2021. Estimates from the Global Burden of Diseases (GBD) 2021 were used to report age-standardized rates (ASRs) for the prevalence, incidence, mortality, and disability-adjusted life years (DALYs) of TIs by sex, age group, injury type, province, and Socio-demographic Index (SDI). In 2021, Iran recorded 1.147 million (95% uncertainty interval (UI): 1.014 to 1.287 million) incident cases of TIs with an age-standardized incident rate of 1341.9 per 100,000 (95% UI: 1193.7 to 1495.1). Compared with 1990, its prevalence, incidence, death, and DALY rates decreased by - 52% (95% UI: - 54% to - 50%), - 52% (95% UI: - 55% to - 50%), - 62% (95% UI: - 65% to - 58%), and - 64% (95% UI: - 67% to - 61%), respectively. At the provincial level, Tehran (233.1; 95% UI: 191.3 to 304) had the lowest age-standardized DALY rate, while the highest DALY rate was for Sistan-Baluchistan (2155.3; 95% UI: 1866.2 to 2478.3). In addition, age-standardized DALY rates were mainly higher for males, the 20-24 age group, and provinces with a lower SDI. Despite a significant decrease in TIs in Iran since 1990, they still pose a significant burden, with notable disparities across provinces and demographic groups. Targeted prevention programs focusing on high-risk populations, such as young adults and lower-SDI provinces with lower SDI, are recommended.

Factors associated with road traffic injury in a high-risk zone of Bangladesh: a mixed-method study

INTRODUCTION

Road traffic injuries are a significant public health issue in low-income and middle-income countries. This study was designed to explore the pattern and factors associated with road traffic injury in a high-risk zone of Bangladesh.

METHOD

This mixed-method study included a total of 363 road traffic injury victims for the quantitative component, and 10 traffic-related officials and 10 drivers for the qualitative element. Data were collected using a pretested questionnaire, key informant interviews and a focus group discussion using a focus group discussion guide. Quantitative and qualitative analyses were done using Stata V.17 and NVivo V.12, respectively.

RESULTS

Most participants were male, illiterate and young (<30 years) with age averaging 31.50±9.16 years. Of all road traffic injury victims, most had mild (45.18%) injuries, and the least had severe (5.79%) injuries, with head being the most common site (34.44%). The highest proportion of injuries were sustained by motor vehicle drivers (57.58%), followed by cyclists/rickshaw pullers (22.59%) and passengers (19.83%). Most vehicles were new (75.21%), and the rest were old (24.79%). Nearly one-third of the participants did not know about driving rules. The presence of knowledge was associated with less severe injury (p=0.031) compared with the absence of knowledge. The qualitative component of the study identified several factors related to road traffic injury, including driver factors (lack of sleep, bad driving habits and lack of helmets), driving activity factors (ignoring rules, overtaking, crossing speed limits and using bright headlights), road-related factors (broken roads, unplanned curves and angles, the need for spacious streets and the lack of appraisal of previous crash records) and traffic control factors (stringent traffic rules, effective implementation and training on using speed guns).

CONCLUSION

The factors related to road traffic injury identified in this study could be used to plan targeted interventions for road safety improvement.

How does attention deficit/hyperactivity disorder affect driving behavior components? Baseline findings from Persian traffic cohort

PURPOSE

Attention-deficit/hyperactivity disorder (ADHD) increases the risk of road traffic injuries through various mechanisms including higher risky driving behaviors. Therefore, drivers with ADHD are shown to be more prone to road traffic injuries. This study was conducted in a community-based sample of drivers to determine how ADHD affects driving behavior components.

METHODS

At the cross-sectional phase of a national population-based cohort, a representative sample of 1769 drivers were enrolled. Manchester driving behavior questionnaire and Conners' adult ADHD rating scales were used to assess driving behavior and ADHD symptom scores, respectively. Data were analyzed using Stata version 17. Multiple linear regression was used to investigate the association of driving behavior with ADHD while adjusting for the potential confounding role of age, sex, marital status, educational level, driving history, etc. RESULTS: According to the results, the normalized driving behavior score of drivers with ADHD was 4.64 points higher than drivers without ADHD. Having an academic compared to school education, increased the driving behavior score by 1.73 points. The normalized driving behavior score of drivers under 18 years of age was 6.27 points higher than drivers aged 31 - 45 years. The score of the aggressive violation subscale of drivers with ADHD was 7.33 points higher than drivers without ADHD compared to an increment of a range of 4.50-4.82 points for other driving subscales. The score of the ordinary violation subscale of female drivers was 2.23 points lower than that of male drivers. No significant relationship was found between sex and other subscales of driving.

CONCLUSION

Drivers with ADHD who are in adolescence or early adulthood exhibit more dangerous and aggressive driving behaviors than those who are older. Implementing training interventions to increase awareness of drivers with ADHD, their families, and psychologists regarding the effects of ADHD on driving is an essential step in preventing motor vehicle crashes among drivers with ADHD.

Alcohol perceptions and driving decisions among adolescents: Exploring the role of peer and parental influences in Virginia

OBJECTIVE

This study aims to explore the role of peer and parental influences on adolescent driving behaviors, particularly concerning distracted and alcohol-impaired driving, in light of the significant number of road accidents and fatalities involving young drivers.

METHODS

A cross-sectional study was conducted using data from the IMPACT program. Adolescents aged 14 to 19 in the Richmond area were recruited from local high schools through convenience sampling. Parental consent was obtained via media release forms provided by Virginia Commonwealth University (VCU), with students having the option to opt out of participation. Self-report surveys were administered during IMPACT program events and captured via REDCap. The surveys included demographic information, driving history, driving behaviors, alcohol attitudes, drinking and driving behaviors, and a driving knowledge section.

RESULTS

The mean age of participants was 15.230 years (SD = 1.545). Gender distribution was as follows: Female 53.1% and male 42.1%. Racial distribution included White/Caucasian (48.9%), Black/African American (22.4%), and multiple races (8.8%). Peer influence on drinking and driving was significant (P = .038). Driving under the influence was associated with both parental and peer influence (P < .050). A positive correlation was found between peer digital distraction and car crashes (coefficient = 0.038, P = .038). Additionally, parental alcohol-impaired driving was linked to decreased positive attitudes among adolescents toward driving under the influence (coefficient = -0.024, P = .000). Though parent distracted driving positively influenced adolescent driving behavior, this effect was not statistically significant (coefficient = 0.008, P = .320).

CONCLUSION

The findings indicate a significant reduction in risky behaviors such as drinking and driving and an increase in seat belt use among adolescents. There is heightened awareness regarding the dangers of texting and driving. A multifaceted approach was effective in improving attitudes and practices related to driving safety.

Mortality from external causes in late adolescence and early adulthood by gestational age and sex: a population-based cohort study in four Nordic countries

BACKGROUND

External causes of death, such as accidents, substance use, and suicide, contribute substantially to mortality during adolescence and early adulthood and show marked sex differences. Individuals born preterm are at increased risk of mental disorders, and impaired cognitive and executive functions, potentially increasing their vulnerability to death from external causes. We investigated sex-specific associations between gestational age at birth and mortality from external causes during late adolescence and early adulthood.

METHODS

Individual level data from national health registries in Denmark (1978-2001), Finland (1987-2003), Norway (1967-2002), and Sweden (1974-2001) were linked to form nationwide cohorts. In total, 6,924,697 participants were followed from age 15 years to a maximum of 50 years in 2016-2018. Gestational age was categorized as "very/moderately preterm" (23-33 weeks), "late preterm" (34-36 weeks), "early term" (37-38 weeks), "full term" (39-41 weeks), and "post term" (42-44 weeks). Outcomes were mortality from external causes overall and from the largest subgroups transport accidents, suicide, and drugs or alcohol. We estimated sex-specific hazard ratios (HRs), with full term as the reference, and pooled each country's estimates in meta-analyses.

RESULTS

Across gestational ages mortality was higher for males than females. Individuals born very/moderately preterm had higher mortality from external causes, with HRs 1.11 (95% confidence interval [CI] 0.99-1.24) for males and 1.55 (95% CI 1.28-1.88) for females. Corresponding estimates for late preterm born were 1.11 (95% CI 1.04-1.18) and 1.15 (95% CI 1.02-1.29), respectively. Those born very/moderately preterm had higher mortality from transport accidents, but precision was low. For females, suicide mortality was higher following very/moderately preterm birth (HR 1.76, 95% CI 1.34-2.32), but not for males. Mortality from drugs or alcohol was higher in very/moderately and late preterm born males (HRs 1.23 [95% CI 0.99-1.53] and 1.29 [95% CI 1.16-1.45], respectively) and females (HRs 1.53 [95% CI 0.97-2.41] and 1.35 [95% CI 1.07-1.71], respectively, with some heterogeneity across countries).

CONCLUSIONS

Mortality from external causes overall was higher in preterm than full term born among both males and females. A clear sex difference was seen for suicide, where preterm birth was a risk factor in females, but not in males.

Young novice drivers' road crash injuries and contributing factors: A crash data investigation

OBJECTIVE

Collisions are a significant cause of injury and fatality among young novice drivers. Using real crash data, this study further explores the multifaceted and complex nature of young novice drivers' crash injury risk by synthesizing different driver attributes and crash scenarios in order to update and validate previous research findings and provide more feasible recommendations for preventive measures.

METHODS

Detailed data on traffic crash of young novice drivers were extracted from the National Automobile Accident In-Depth Investigation System (NAIS) in China, and a mixed research methodology using a Random Forest and multinomial logit modeling framework was used in order to explore and study the important influences on traffic crash injuries of young novice drivers in Songjiang District, Shanghai, during the period from 2018 to 2022.

RESULTS

The results of the study showed that human, vehicle, road and environmental characteristics contributed 36.83%, 22.65%, 17.07% and 23.45% respectively to the prediction of crash injury level of novice drivers. Among the various single factors, driver negligence was the most important factor affecting the crash injury level of novice drivers. Age of the vehicle, crash location, road signal condition and time of crash all had a significant effect on the crash injury level of young novice drivers (95% of the confidence level).

CONCLUSIONS

The study comprehensively analyzed young novice driver crash data to reveal the crash injury risk and its severity faced by young novice drivers in different contexts, and suggested targeted safety improvements. There are similarities and differences with the results of previous studies, in which there are new contributions to understanding the driving risks of young novice drivers in daytime and nighttime.

A systematic review of risk factors associated with road traffic crashes and injuries among commercial motorcycle drivers

To effectively reduce road traffic crashes (RTCs) and injuries interventions should be based on firm evidence regarding risk factors of RTCs and injuries in that specific population. Therefore, we undertook a systematic review to determine risk factors of RTCs and injuries among commercial motorcycle drivers. Searches were performed from inception to May 2022 in Medline, Embase, Cochrane Library, Web of Science Core Collection, PsycINFO and Cinahl, along with registers and reference lists. Inclusion criteria were commercial motorcycle drivers, quantitative observational studies, and RTCs and injuries. The search resulted in 1546 articles, of which 20 met the relevance and quality criteria. Of the 20 articles, 17 were cross-sectional, 2 were case-control studies, and one was a cohort study. Close to half of all articles (9) came from sub-Saharan Africa. Risk factors with consistent association with RTCs and injuries were young age, low education level, alcohol consumption, speeding, mobile phone use, non-helmet use, risky driving behaviours and long working hours. There was inconclusive evidence for driver's training, work schedules, motorcycle ownership, experience, dependents number, and marital status. More robust designs such as case-control or longitudinal studies are required to gain a comprehensive understanding of the antecedents of RTCs among commercial motorcycle drivers.

High-risk event prone driver identification considering driving behavior temporal covariate shift

Drivers who perform frequent high-risk events (e.g., hard braking maneuvers) pose a significant threat to traffic safety. Existing studies commonly estimated high-risk event occurrence probabilities based upon the assumption that data collected from different time periods are independent and identically distributed (referred to as i.i.d. assumption). Such approach ignored the issue of driving behavior temporal covariate shift, where the distributions of driving behavior factors vary over time. To fill the gap, this study targets at obtaining time-invariant driving behavior features and establishing their relationships with high-risk event occurrence probability. Specifically, a generalized modeling framework consisting of distribution characterization (DC) and distribution matching (DM) modules was proposed. The DC module split the whole dataset into several segments with the largest distribution gaps, while the DM module identified time-invariant driving behavior features through learning common knowledge among different segments. Then, gated recurrent unit (GRU) was employed to conduct time-invariant driving behavior feature mining for high-risk event occurrence probability estimation. Moreover, modified loss functions were introduced for imbalanced data learning caused by the rarity of high-risk events. The empirical analyses were conducted utilizing online ride-hailing services data. Experiment results showed that the proposed generalized modeling framework provided a 7.2% higher average precision compared to the traditional i.i.d. assumption based approach. The modified loss functions further improved the model performance by 3.8%. Finally, benefits for the driver management program improvement have been explored by a case study, demonstrating a 33.34% enhancement in the identification precision of high-risk event prone drivers.

Critical safety management driver identification based upon temporal variation characteristics of driving behavior

Identifying critical safety management drivers with high driver-level risks is essential for traffic safety improvement. Previous studies commonly evaluated driver-level risks based upon aggregated statistical characteristics (e.g., driving exposure and driving behavior), which were obtained from long-period driving monitoring data. However, given the great advancements of the connected vehicle and in-vehicle data instrumentation technologies, there has been a notable increase in the collection of short-period driving data, which has emerged as a prominent data source for analysis. In this data environment, traditionally employed aggregated behavior characteristics are unstable due to the time-varying feature of driving behavior coupled with insufficient data sampling periods. Thus, traditional modeling methods based upon aggregated statistical characteristics are no longer feasible. Instead of utilizing such unreliable statistical information to represent driver-level risks, this study employed temporal variation characteristics of driving behavior to identify critical safety management drivers in the short-period driving data environment. Specifically, the relationships between driving behavior temporal variation characteristics and individual crash occurrence probability were developed. To eliminate the impacts of drivers' driving behavior heterogeneity on model performance, "traffic entropy" index that could quantify the abnormal degrees of driving behavior was proposed. Deep learning models including convolutional neural network (CNN) and long short-term memory (LSTM) were employed to conduct the temporal variation feature mining. Empirical analyses were conducted using data obtained from online ride-hailing services. Experiment results showed that temporal variation characteristics based models outperformed traditional aggregated statistical characteristics based models. The area under the curve (AUC) index was improved by 4.1%. And the proposed traffic entropy index further enhanced the model performance by 5.3%. The best model achieved an AUC of 0.754, comparable to existing approaches utilizing long-period driving data. Finally, applications of the proposed method in driver management program development and its further investigations have been discussed.

A Neuroergonomic Approach Fostered by Wearable EEG for the Multimodal Assessment of Drivers Trainees

When assessing trainees' progresses during a driving training program, instructors can only rely on the evaluation of a trainee's explicit behavior and their performance, without having any insight about the training effects at a cognitive level. However, being able to drive does not imply knowing how to drive safely in a complex scenario such as the road traffic. Indeed, the latter point involves mental aspects, such as the ability to manage and allocate one's mental effort appropriately, which are difficult to assess objectively. In this scenario, this study investigates the validity of deploying an electroencephalographic neurometric of mental effort, obtained through a wearable electroencephalographic device, to improve the assessment of the trainee. The study engaged 22 young people, without or with limited driving experience. They were asked to drive along five different but similar urban routes, while their brain activity was recorded through electroencephalography. Moreover, driving performance, subjective and reaction times measures were collected for a multimodal analysis. In terms of subjective and performance measures, no driving improvement could be detected either through the driver's subjective measures or through their driving performance. On the other side, through the electroencephalographic neurometric of mental effort, it was possible to catch their improvement in terms of mental performance, with a decrease in experienced mental demand after three repetitions of the driving training tasks. These results were confirmed by the analysis of reaction times, that significantly improved from the third repetition as well. Therefore, being able to measure when a task is less mentally demanding, and so more automatic, allows to deduce the degree of users training, becoming capable of handling additional tasks and reacting to unexpected events.

Current Epidemiological Trends of Pediatric Traffic Accidents at a Romanian Clinical Hospital

BACKGROUND

Pediatric road traffic accidents (RTAs) have a substantial impact on the worldwide youth population, resulting in a considerable burden of disability. According to the World Health Organization's (WHO) Global Status Report on Road Safety, around 1.35 million children die each year in RTAs around the world, having a big effect on health and financial costs. Today's high-income countries like the Netherlands have experienced a decrease in the incidence of fatal traffic accidents (TAs) in children compared to countries with higher-than-average scores, including Romania, where roughly one out of every two minor deaths was a pedestrian; however, there is a lack of comprehensive and up-to-date epidemiological data on non-fatal TAs regarding pediatric patients. The objective of this study is to perform a thorough examination of the epidemiological aspects of Tas in pediatric patients admitted to the Emergency Department (ED) of "St. Mary's" Emergency Clinical Hospital for Children in Iasi, Romania.

MATERIALS AND METHODS

A descriptive retrospective research study was conducted at the "St. Mary's" Emergency Clinical Hospital for Children in Iasi, Romania, from January 2015 to December 2022. The research population includes all pediatric trauma patients that were between the age range of 1 month and 18 years who were treated by the trauma department. A total of 358 cases met the inclusion criteria and fulfilled fulfilled fulfilled. Data concerning variables such as accident incidents, types of injuries, and length of hospitalization have been gathered.

RESULTS

The average age of the patients was 11.43 ± 4.07 years, with patients of both sexes, the representation of the male sex being 78.5%. The incidence occurred during the summer, representing 15.3% in June. Of the patients admitted to the ED, 55.5% (n = 196) did not require surgery. Most of the patients spent from a minimum of one day to a maximum of 28 days in the hospital, with an average of 8.50 hospital days. The most common injuries were fractures (n = 221), and the most frequent anatomical region affected was the upper limbs (n = 55.2%).

CONCLUSION

While the literature on fatal TA cases shows a declining trend, there is a lack of up-to-date information on non-fatal TAs involving children. The results of our study suggest that there is a high incidence of pediatric TAs due to the scale of "St. Mary's" Emergency Clinical Hospital for Children, from Iasi, which provides medical services to a considerable number of patients coming from both rural and urban areas of the seven counties of Moldova region, in Romania.

CBT program to reduce recidivism risk for road crashes among adolescents and young adults: Results of a randomized controlled study and prospects

Road crashes are the first cause of mortality for young adults aged 18-25 years and the human factor contributes to 90-95% of events. The present study was carried out to determine the efficacity of the ECARR2 recurrence prevention program among adolescents and young adults at high risk of having a new traffic crash in the following months. A total of 288 participants having had a traffic crash that required going to the emergency room, at high risk of accident recurrence (ECARR≥5) were randomly allocated to either the intervention group (n = 144) or the control group (n = 144).

Results

revealed that the risk of recurrence was highest during the first 6 months (66% of recurrences). In per-protocol analysis population, at 6 months after inclusion, the accident recurrence rate was 14.2% ± 3.3% in the intervention group, and 23.5% ± 4.0% in the control group. The intervention had an effect per se, independently of the other predictors (p = 0.020). This effect was mediated by the three interaction variables: BDI, Impulsive Behavior Scale lack of perseverance, and Orientation to Happiness engagement. It was therefore through these dimensions that the intervention had an effect. In conclusion, the ECARR score predicts the risk of recurrence, risk which is the highest during the first 6 months. Finally, results confirm the predictive validity of the ECARR scale. The ECARR score had an effect on the risk of recurrence regardless of group (p = 0.045) and was predictive of recurrence (p = 0.045).A brief psychological intervention such as ECARR2 program, offered to young people ar hight risk of having a new crash, just after the crash, seems to halve the risk of recurrence at 6 months. Future research should improve the brief psychological intervention and its access via a mobile application or few hours in high school or in a driving school given.

Traffic Accidents in Children and Adolescents: A Complex Orthopedic and Medico-Legal Approach

Traffic accidents involving children and adolescents present complex challenges from both the medico-legal and orthopedic standpoints. Despite the implementation of road traffic safety laws, pediatric road traffic injuries continue to be a significant contributor to mortality rates, physical harm, and hospitalization on a global scale. For children and young people, automobile accidents are considered to be the primary culprit of mortality in developed nations. Even in highly developed nations, trauma is a significant factor in infant mortality. Each age category, from childhood to young adulthood, has its fracture patterns, as their skeletons are considerably different from those of adults. The consequences of traffic accidents extend beyond the immediate physical trauma. The medico-legal aspects surrounding these incidents add another layer of complexity, as legal repercussions may affect the responsible adult or parent, particularly in cases involving child fatalities. To effectively address traffic accidents in children and adolescents, a comprehensive approach is necessary. This approach should involve not only medical professionals but also legal experts and policymakers. Collaboration between orthopedic specialists, medico-legal professionals, law enforcement agencies, and relevant government bodies can facilitate the development and implementation of strategies aimed at prevention, education, the enforcement of traffic laws, and improved infrastructure. By addressing both the medical and legal aspects, it is possible to enhance road safety for children and adolescents, reducing the incidence of injuries and their associated long-term consequences. In this review, we aimed to summarize traffic accidents in children and adolescents from a complex orthopedic and medico-legal approach.

Persistent effects of mobile phone conversation while driving after disconnect: Physiological evidence and driving performance

Cognitive workload has been known as a key factor in traffic accidents, which can be highly increased by talking on the phone while driving. A wide range of studies around the world investigated the effects of mobile phone conversations on driving performance and traffic accidents. But less noticed is the durability of cognitive effects of mobile phone conversations. This study aimed to determine the effects of different types of mobile phone conversations on physiological response and driving performance during and after the conversation. Heart rate, heart rate variability (physiological response), Standard deviation of lane position (SDLP), and the relative distance between two cars (driving performance) of 34 samples (male and female) in the driving simulator were recorded. In this study, three types of conversations (neutral, cognitive, and arousal) were used. Neutral conversation did not pursue specific purpose questions. Cognitive conversations were simple mathematical problem-solving questions and arousal conversations aimed at arousing participant emotions. Each conversation was used as a secondary task in a condition. The study had three conditions; in each condition the participant drove for 15 min. Each condition consisted of 5 min of driving (Background), 5 min of driving and conversation (dual tasks) and 5 min of driving after conversation to trace the effects of the conversation. Vehicle speed was 110 km/h in each of the three conditions using car-following scenario. The results showed that neutral conversations had no significant effects on physiological response. Though, arousal conversations had significant effects on physiological responsiveness and driving performance during conversations, where it was even more significant after disconnection. Therefore, the content of the conversation determines the amount of cognitive load imposed on the driver. Considering the persistence of cognitive effects caused by conversation, the risk of traffic accidents is still high even after disconnection.

Road traffic injuries in Tanzanian children and adolescents: A cross-sectional household survey

OBJECTIVE

To measure annual rates of road traffic injuries (RTI) and to describe the characteristics of road traffic crashes experienced by children and adolescents in Tanga, Tanzania.

METHODS

We conducted a cross-sectional household survey using geospatial population-weighted sampling in the city of Tanga in northern Tanzania. Data were collected in February and March of 2022. We report 12-month rates of road traffic crashes and RTI (reported by adult caregivers) among children and adolescents <18 years of age.

RESULTS

A total of 2,794 adult respondents reported data on 6563 children and adolescents, among whom, 180 were reported to have experienced road traffic crashes in the past 12 months (crash incidence: 27.4 per 1,000 children, 95%CI 23.5-31.4) and 158 sustained injuries (RTI incidence: 24.1 per 1000 children, 95%CI 20.4-27.8). Almost a quarter of RTI (23%) were reported to be major (resulting in ≥30 days of missed activities). RTI was higher among adolescents (13-17 years) than children <5 years (21.5 vs. 14.1 per 1,000, p=0.039). Few children always or sometimes wore helmets when riding on motorcycles/motorbikes (12.8%) or wore safety restraints/seat belts in cars or other vehicles (11.9%).

CONCLUSION

The high rate of road traffic crashes and RTI observed among children and adolescents in a medium-sized city in Tanzania underscores the urgent need to improve road safety and increase use of safety equipment in low resource settings.

The Role of Emotional Dysregulation, Impulsivity Traits and Aggressive Behaviors in Adolescents Who Sustain Multiple Motor-Vehicle Crashes

Adolescents tend to experience multiple motor-vehicle crashes (MVCs). Recent literature has thoroughly explored the psychological consequences following an MVC, but prior psychological functioning, the ability to regulate one's emotions and tendencies to impulsivity and aggressive behaviors have been far less explored. This study aims to explore the emotional-behavioral functioning, measured with the Youth Self-Report (YSR); emotional dysregulation, measured with the Difficulties in Emotional Regulation Scale (DERS); impulsivity traits, measured with the Barratt Impulsiveness Scale (BIS-11); and the capacity to be mindful, measured with the Mindful Attention Awareness Scale (MAAS), in adolescents that have experienced one or more MVCs in a year. N = 295 adolescents who visited an emergency department for MVCs were divided in two groups based on the number of MVCs they had sustained over the course of a year. The adolescents in Group 1 sustained more than three MVCs, and adolescents in Group 2 sustained only one. Participants were assessed through self-report questionnaires. Adolescents showed difficulties in emotional regulation, impulsivity traits, aggressive behaviors and a low capacity to be mindful. These results may be useful in the creation of intervention and prevention programs focused on emotional awareness targets for adolescents.

The guilty, the unlucky, or the unaware? Assessing self-reported behavioral contributors and attributions on pedestrian crashes through structural equation modeling and mixed methods

INTRODUCTION

Recent literature suggests that the causation of pedestrians' crashes and the contribution of safety-related behaviors within them may substantially differ compared to other road users. This study aimed to test the effect of individual factors and safety-related road behaviors on the self-reported walking crashes suffered by pedestrians and, complementarily, to analyze the causes that pedestrians attributed to the crashes they suffered as pedestrians during the previous five years.

METHOD

For this cross-sectional research performed in Spain, data from a nationwide sample of 2,499 pedestrians from the 17 regions of the country were collected. Participants had a mean age of 31 years. They responded to a questionnaire on demographics, safety-related walking behaviors, and self-reported pedestrian crashes and the causes attributed to them.

RESULTS

Utilizing Structural Equation Models (SEM), it was found that self-reported walking crashes can be predicted through unintentional risky behaviors (errors). However, violations and positive behaviors remain non-significant predictors, allowing to hypothesize that they might, rather, play a key role in the pedestrian's involvement in pre-crash scenarios (critical situations preceding crashes). Also, categorical analyses allowed to determine that the causes that pedestrians attributed to the walking crashes they had suffered were principally their own errors (44.6%), rather than their own traffic violations (8.5%). Nevertheless, this trend is inverse when they believe the responsibility of the crash weighs on the driver. That is to say, they usually attribute the crash to their traffic violations rather than errors. However, many biases could help explain these attributional findings.

PRACTICAL APPLICATIONS

The results of this study highlight key differences in behavioral features and crash predictors among pedestrians, with potentially relevant applications in the study and improvement of walking safety from behavioral-based approaches.

Psychological Functioning, Defense Strategies and the Contribution of Perceived Family Collaboration in Adolescents Who Experienced Multiple Motor Vehicle Crashes: A Descriptive Study

Adolescents frequently experience motor vehicle collisions (MVCs). Research has mostly underlined the psychological outcomes, rather than adolescents’ general emotional–behavioral functioning and the role played by family. This study aims to explore the emotional–behavioral functioning, measured with the Youth Self Report (YSR), difficulties to identify and describe emotions, measured with the Toronto Alexithymia Scale (TAS-20), the use of defense strategies, measured with the Response Evaluation Measure for Youth (REM-71), and perceived family collaboration, measured with the Perceived Collective Family scale, in adolescents that have experienced more than three MVCs in a year. N = 150 adolescents who visited an emergency department for MVCs were assessed through self-report questionnaires. Adolescents showed difficulties to identify and describe their emotions and a massive use of defense strategies. Moreover, lower perceived family collaboration predicted adolescents’ alexithymic traits and the massive use of maladaptive defense strategies. These results may be useful in assessing and creating prevention programs for risky driving behaviors in adolescence.

Effects of safe driving climate among friends on prosocial and aggressive driving behaviors of young drivers: The moderating role of traffic locus of control

INTRODUCTION

This study focused on the impact of safe driving climate among friends on prosocial and aggressive driving behaviors for young Chinese drivers, arguing for the moderating role of traffic locus of control.

METHOD

Three hundred and fifty-two young Chinese drivers aged 18 to 25 years agreed to participate in this study and completed the questionnaire, which included items related to safe driving climate among friends, traffic locus of control, and prosocial and aggressive driving behaviors.

RESULTS

Safe driving climate among friends and traffic locus of control had direct effects on prosocial and aggressive driving behaviors. More importantly, internal locus of control moderated the relationship between communication on prosocial driving behavior and the relationship between shared commitment to safe driving and aggressive driving behavior. External locus of control moderated the relationship between social costs and prosocial driving behavior and the relationships between shared commitment to safe driving and prosocial and aggressive driving behaviors. It can be inferred that the effects of safe driving climate on prosocial and aggressive driving behaviors varied with their levels of traffic locus of control.

PRACTICAL APPLICATIONS

This study enriches current theoretical frameworks and may be applied in the development of interventions and training for young drivers from the perspective of safe driving climate among friends and traffic locus of control.

Predictors of Frequent Emergency Department Use and Hospitalization among Patients with Substance-Related Disorders Recruited in Addiction Treatment Centers

Few studies have assessed the overall impact of outpatient service use on acute care use, comparing patients with different types of substance-related disorders (SRD) and multimorbidity. This study aimed to identify sociodemographic and clinical characteristics and outpatient service use that predicted both frequent ED use (3+ visits/year) and hospitalization among patients with SRD. Data emanated from 14 Quebec (Canada) addiction treatment centers. Quebec administrative health databases were analyzed for a cohort of 17,819 patients over a 7-year period. Multivariable logistic regression models were produced. Patients with polysubstance-related disorders, co-occurring SRD-mental disorders, severe chronic physical illnesses, and suicidal behaviors were at highest risk of both frequent ED use and hospitalization. Having a history of homelessness, residing in rural areas, and using more outpatient services also increased the risk of acute care use, whereas high continuity of physician care protected against acute care use. Serious health problems were the main predictor for increased risk of both frequent ED use and hospitalization among patients with SRD, whereas high continuity of care was a protective factor. Improved quality of care, motivational, outreach and crisis interventions, and more integrated and collaborative care are suggested for reducing acute care use.

The Road Safety Education Program for Adolescents Using Social Media, Proving Increasing Knowledge, Beliefs, Attitudes, Intentions and Behavior

Deaths due to road traffic accidents (RTA) accounted for 2.46% of deaths out of the total deaths in Indonesia. Road safety education (RSE), as an effort to prevent RTA, focuses on increasing knowledge; however, variations of techniques, methods, and media are less used. This study aims to analyze the application of RSE innovations that have been compiled based on interests and needs of adolescents, which are expected to be able to increase knowledge, beliefs, attitudes, intentions, and safe driving behavior. This research used a quasi-experimental approach with a non-randomized pre-test–post-test control group design approach. The Zainafree Program intervention model was conducted for 6 weeks on 362 students who were selected using purposive sampling technique at two schools with the same characteristics. The bivariate analysis was conducted to observe the effect of the model on changes in knowledge, beliefs, attitudes, intentions, and behavior. We analyzed multivariately using GLM-RMA to determine the effectiveness of the model from various confounding factors. The Mann–Whitney test in the intervention and control group demonstrated a significant difference in the average post-test score of two on all dependent variables (p = 0.000). The results of the GLM-RMA test demonstrated the effect of the Zainafree Program on knowledge (p = 0.000; ETA Square = 35.1), beliefs (p = 0.000; ETA Square = 32.0), attitudes (p = 0.000; ETA Square = 50.9), intentions (p = 0.000, ETA Square = 20.7), and behavior (p = 0.000; ETA Square = 28.2), after adjusting for involvement between confounding variables (p = 0.000; ETA Square = 16.2), which demonstrated that the intervention was able to explain 16.2 changes that occur in the scores of five aspects together. The RSE program was proven to be successful in increasing students’ knowledge, beliefs, attitudes, intentions, and behavior compared to those who did not receive the program.

Risk of Accidents or Chronic Disorders From Improper Use of Mobile Phones: A Systematic Review and Meta-analysis

Background

Mobile phone use has brought convenience, but the long or improper use of mobile phones can cause harm to the human body.

Objective

We aimed to assess the impact of improper mobile phone use on the risks of accidents and chronic disorders.

Methods

We systematically searched in PubMed, EMBASE, Cochrane, and Web of Science databases for studies published prior to April 5, 2019; relevant reviews were also searched to identify additional studies. A random-effects model was used to calculate the overall pooled estimates.

Results

Mobile phone users had a higher risk of accidents (relative risk [RR] 1.37, 95% CI 1.22 to 1.55). Long-term use of mobile phones increased accident risk relative to nonuse or short-term use (RR 2.10, 95% CI 1.63 to 2.70). Compared with nonuse, mobile phone use resulted in a higher risk for neoplasms (RR 1.07, 95% CI 1.01 to 1.14), eye diseases (RR 2.03, 95% CI 1.27 to 3.23), mental health disorders (RR 1.16, 95% CI 1.02 to 1.32), and headaches (RR 1.25, 95% CI 1.18 to 1.32); the pooled risk of other chronic disorders was 1.20 (95% CI 0.90 to 1.59). Subgroup analyses also confirmed the increased risk of accidents and chronic disorders.

Conclusions

Improper use of mobile phones can harm the human body. While enjoying the convenience brought by mobile phones, people have to use mobile phones properly and reasonably.

Multi-Factor Rear-End Collision Avoidance in Connected Autonomous Vehicles

According to World Health Organization (WHO), the leading cause of fatalities and injuries is rear-ending collision in vehicles. The critical challenge of the technologically rich transportation system is to reduce the chances of accidents between vehicles. For this purpose, it is especially important to analyze the factors that are the cause of accidents. Based on these factors’ results, this paper presents a driver assistance system for collision avoidance. There are many factors involved in collisions in the existing literature from which we identified some factors which can affect the accident occurrence probability. However, with advancements in the technologies of autonomous vehicles, these factors can be controlled using an onboard driver assistance system. We used MATLAB’s Fuzzy Inference System Tool to analyze the categories of accident contributing factors. Fuzzy results are validated using the VOMAS agent in the NetLogo simulation model. The proposed system can inform the vehicle’s automated system when chances of an accident are higher so that the vehicle may take control from the driver. The proposed research is extremely helpful in handling various kinds of factors involved in accidents. The results of the experiments demonstrated that multi-factor-enabled vehicles could better avoid collision as compared to other vehicles.

A proportional odds model of risk behaviors associated with recurrent road traffic crashes among young adults in Kuwait

Background

The aims of this cross-sectional study were to i) assess one-year period prevalence of one, two, three or more road traffic crashes (RTCs) as an ordinal outcome and ii) identify the drivers’ characteristics associated with this ordinal outcome among young adult drivers with propensity to recurrent RTCs in Kuwait.

Methods

During December 2016, 1465 students, 17 years old or older from 15 colleges of Kuwait University participated in this cross-sectional study. A self-administered questionnaire was used for data collection. One-year period prevalence (95% confidence interval (CI)) of one, two, three or more RTCs was computed. Multivariable proportional odds model was used to identify the drivers’ attributes associated with the ordinal outcome.

Results

One-year period prevalence (%) of one, two and three or more RTCs respectively was 23.1 (95% CI: 21.2, 25.6), 10.9 (95% CI: 9.4, 12.6), and 4.6 (95% CI: 3.6, 5.9). Participants were significantly (p < 0.05) more likely to be in higher RTCs count category than their current or lower RCTs count, if they habitually violated speed limit (adjusted proportional odds ratio (pOR_adjusted) = 1.40; 95% Cl: 1.13, 1.75), ran through red lights (pOR_adjusted = 1.64; 95%CI: 1.30, 2.06), frequently (≥ 3) received multiple (> 3) speeding tickets (pOR_adjusted = 1.63; 95% CI: 1.12, 2.38), frequently (> 10 times) violated no-parking zone during the past year (pOR_adjusted = 1.64; 95% CI: 1.06, 2.54) or being a patient with epilepsy (pOR_adjusted = 4.37; 95% CI: 1.63, 11.70).

Conclusion

High one-year period prevalence of one, two and three or more RTCs was recorded. Targeted education based on identified drivers’ attributes and stern enforcement of traffic laws may reduce the recurrent RTCs incidence in this and other similar populations in the region.

“Where Have I Heard It?” Assessing the Recall of Traffic Safety Campaigns in the Dominican Republic

Although traffic crashes are the eighth leading cause of death in the world, and are linked to vehicle and infrastructure-related factors, crash-related fatality rates are much higher in low-income countries. Particularly, the Dominican Republic is the country with the highest accident rate in the whole American continent. Therefore, in the past few years, public agencies have been developing different measures aimed at reducing traffic fatalities, including road safety campaigns. The aim of the present study was to assess the recalling of such campaigns among the Dominican population, which may serve as an additional indicator to evaluate their effectiveness in this and other countries of the region presenting similar traffic safety issues. For this cross-sectional study, a nationwide sample composed of 1260 people (50% males and 50% females) with a mean age of 39.3 years was used. The data were collected through personal interviews. Overall, the recall of traffic safety campaigns was found to be very low (9%); male drivers who were employed, possessed a driver’s license and habitually drove were the ones who could commonly remember these campaigns. The results of this study suggest that further evaluation and follow-up could help to maximize the impact of future traffic campaigns and advertisements in the Dominican Republic, as well as in other emerging countries of the region with similar characteristics. Further, key segments of the population such as the female, young, less formally educated and non-driving populations should be also targeted for further actions in this regard.

FACTORS ASSOCIATED WITH THE CARE OF CHILDREN AND ADOLESCENTS FOR EXTERNAL CAUSES IN EMERGENCY SERVICE

ABSTRACT Objective to analyze the characteristics of children and adolescents treated for external causes in an emergency service. Method this is a retrospective, analytical study, developed in the emergency department of a sentinel hospital in southern Brazil. Seventy-nine children and adolescents, victims of external causes, participated in June to December 2018. Data were collected through access to medical records in May 2019. Descriptive analysis, frequency comparison and Odds Ratio were used to measure the association between the variables studied. Confidence Interval (CI) of 95% and P value of 5% were used. Results approximately 9.3% of pediatric emergency and emergency care were due to external causes; of these, 57% of the victims are under 12 years old and most of them are male (67%). Accidents are the most frequent events (71%), but violence is more frequent (61%) among women (p=0.002). The chance of violence is four times higher in women, especially self-inflicted violence/suicide attempts. Conclusion one out of ten pediatric emergency care is due to external causes, and emerging situations of violence and self-inflicted injuries stand out, a direct implication for public policies.

Binge Eating and Binge Drinking: A Two-Way Road? An Integrative Review

Unhealthy diet and alcohol are serious health problems, especially in adolescents and young adults. "Binge" is defined as the excessive and uncontrolled consumption of food (binge eating) and alcohol (binge drinking). Both behaviors are frequent among young people and have a highly negative impact on health and quality of life. Several studies have explored the causes and risk factors of both behaviors, and the evidence concludes that there is a relationship between the two behaviors. In addition, some research postulates that binge eating is a precipitating factor in the onset and escalation of excessive alcohol consumption, while other studies suggest that alcohol consumption leads to excessive and uncontrollable food consumption. Given that no review has yet been published regarding the directionality between the two behaviors, we have set out to provide an upto- date overview of binge eating and binge drinking problems, analyzing their commonalities and differences, and their uni- and bidirectional associations. In addition, we explore the reasons why young people tend to engage in both behaviors and consider directions for future research and clinical implications.

Explaining the Association between Driver's Age and the Risk of Causing a Road Crash through Mediation Analysis

It has been widely reported that younger and older drivers have an excess risk of causing a road crash. Two casual hypotheses may coexist: the riskier driving behaviors and age-related mechanisms in extreme age groups (direct path) and the different environmental and vehicle circumstances (indirect path). Our aim was to quantify, through a mediation analysis, the percentage contribution of both paths. A case-control study was designed from the Spanish Register of Road Crashes with victims from 2014 to 2017. Assuming a quasi-induced exposure approach, controls were non-responsible drivers involved in clean collisions between two or more vehicles (n = 52,131). Responsible drivers for these collisions plus drivers involved in single crashes constituted the case group (n = 82,071). A logit model in which the outcome was the log (odds) of causing a road crash and the exposure was age groups was adjusted for driver, vehicle and environmental factors. The highest crash risk was observed in extreme age groups, compared to the 35-44 year old age group: the youngest (18-24 years old, odds ratio = 2.14, 95% confidence interval: 2.06-2.24) and the oldest drivers (>74 years old, odds ratio = 3.30, 95% confidence interval: 3.04-2.58). The mediation analysis identified the direct path as the main explanatory mechanism for these increases: 89% in the youngest and 93% in the oldest drivers. These data support the hypothesis that the excess crash risk observed for younger and older drivers is mainly related to their higher frequency of risky driving behaviors and age-related loss of capabilities. Preventive strategies in extreme-aged drivers should focus on decreasing these behaviors.

Explaining Sex Differences in Motorcyclist Riding Behavior: An Application of Multi-Group Structural Equation Modeling

Road accidents are caused by humans, vehicles, and road environments. Human attitudes affect behavioral changes and can lead to unsafe riding behavior. The sex of an individual is a key factor that affects their riding behavior. We aimed to use structural equation modeling (SEM) by analyzing the multi-group SEM between men and women and applying the theory of planned behavior (TPB) and the locus of control (LC) theory. The data used in the research were collected from all over Thailand, consisting of 1516 motorcycle riders (903 men and 613 women) aged over 20 years. A self-administered questionnaire was designed for data collection of the riding behavior using the Motorcycle Rider Behavior Questionnaire (MRBQ), including traffic errors, control errors, stunt frequency, and safety equipment. We found that riding behaviors between men and women were significantly different in both theories. For men, TPB showed that the main factors that highly influenced motorcycle riding behavior (MRB) were the attitudes based on health motivation (AHM) and perceived behavior control (PC); for women, AHM produced a stronger effect than in men. However, for the subjective norms (SN) factor, we found no direct effect on MRB, but did find an indirect effect through the attitudes based on severity (ASE) in both sexes. Particularly for women, the indirect influence value of the SN factor was higher. For women, the LC showed that internal factors had more influence than external factors. The same was found for men, but the effect in women was significantly stronger. We found that sex significantly affected the MRB. Therefore, policies must be implemented that address each group specifically as their attitudes and behaviors are different.

Age-related differences in driving behaviors among non-professional drivers in Egypt

Purpose

This study aimed to investigate whether young and old non-professional drivers in South Egypt have aberrant driving behaviors compared with their middle-aged counterparts.

Materials and methods

In this cross-sectional study, a total of 1764 non-professional drivers aged ≥ 19 years, residing in Beni-Suef in South Egypt, and having ≥ one year of driving experience were randomly selected. All drivers were asked to fill out a self-administered questionnaire, including personal information, driving habits, and the Arabic version of the Driver Behavior Questionnaire which evaluates driving violations, errors, and lapses.

Results

This study included 560 young drivers (19–25 years), 850 middle-aged drivers (26–59 years), and 354 old drivers (≥ 60 years). Compared with middle-aged drivers, young drivers reported more non-use of the seatbelt, eating while driving, and driving while feeling drowsy. Old drivers, in contrast, showed more careful driving behaviors including fewer violations, errors, and lapses and less likelihood of driving while feeling sleepy.

Conclusion

This study supports the conception that young drivers pose less careful driving habits. Initiating educational programs targeting young drivers to improve their driving habits and create a traffic safety culture in Egypt is highly warranted.

Road accidents in young adults with ADHD: Which factors can explain the occurrence of injuries in drivers with ADHD and how to prevent it?

Some 1.35 million people die and more than 50 million are injured or disabled from road accidents annually across the globe. Driving is a complex task with multiple complex cognitive functions, including perception, motor coordination, and executive function. Thus, driving can be a significant challenge for patients suffering from attention-deficit hyperactivity disorder (ADHD), a common neurodevelopmental disorder with cognitive symptoms such as inattention, impulsivity, and executive dysfunction. Undoubtedly, risk of car accidents is higher in people with ADHD. The aim of this article is to explore factors that could explain the occurrence of road accidents in patients with ADHD and to highlight prevention points. Indeed, reduction of risky driving is an important priority for public health.

Comparison of artificial neural network and logistic regression models for prediction of outcomes in trauma patients: A systematic review and meta-analysis

BACKGROUND

Currently, two models of artificial neural network (ANN) and logistic regression (LR) are known as models that extensively used in medical sciences. The aim of this study was to compare the ANN and LR models in prediction of Health-related outcomes in traumatic patients using a systematic review.

METHODS

The study was planned and conducted based on the Preferred Reporting Items for Systematic Reviews and Meta-Analysis (PRISMA) checklist. A literature search of published studies was conducted using PubMed, Embase, Web of knowledge, Scopus, and Google Scholar in May 2018. Joanna Briggs Institute (JBI) checklists was used for assessing the quality of the included articles.

RESULTS

The literature searches yielded 326 potentially relevant studies from the primary searches. Overall, the review included 10 unique studies. The results of this study showed that the area under curve (AUC) for the ANN was 0.91, (95% CI 0.89-0.83) and 0.89, (95% CI 0.87-90) for the LR in random effect model. The accuracy rate for ANN and LR in random effect models were 90.5, (95% CI, 87.6-94.2) and 83.2, (95% CI 75.1-91.2), respectively.

CONCLUSION

The results of our study showed that ANN has better performance than LR in predicting the terminal outcomes of traumatic patients in both the AUC and accuracy rate. Using an ANN to predict the final implications of trauma patients can provide more accurate clinical decisions.

Prevalence of risky driving behaviours on popular television series

Summary

Motor vehicle crashes are a leading cause of death among young adults. Social media and television have been shown to affect the likelihood that young adults will engage in risk-taking behaviour. We watched 216 episodes of five popular television series on Netflix and identified 333 separate driving scenes, of which 271 (81.4%) portrayed at least one risky driving behaviour. Unsafe driving (not wearing a seat belt) was the most common risky driving behaviour noted, occurring in 245 (73.6%) of driving scenes. Distracted driving (36 [18.8%]) and driving while using a cellphone (28 [8.4%]) were also noted. Popular television series model unsafe driving behaviours. Seat belts are infrequently used. As well, drivers are often distracted, looking away from the road to talk or talking on their cellphones. Television producers should be sensitive to modelling unsafe driving behaviours, particularly if the audience consists largely of young people.

Conductores profesionales y conductores particulares bogotanos: Diagnóstico de condiciones sociodemográficas y de bienestar general [análisis exploratorio]

A pesar de que los accidentes de tráfico son reconocidos mundialmente como un problema de salud pública y que en Colombia representan la segunda causa de muerte violenta, hay una falta de investigación en torno al tema, hecho que señala la importancia de iniciar acciones concretas. En consonancia con lo anterior, el objetivo de la presente investigación fue estudiar dos tipos de población de conductores, un sable, conductores profesionales y particulares en la ciudad de Bogotá, mediante un análisis y comparación de su situación sociodemográfica y de salud general. Con tales fines, una investigación de corte transversal  fue llevada a cabo, en la que participaron 500 conductores (250 profesionales y 250particulares) colombianos entre los 16 y los 72 años de edad. Los resultados revelan que los conductores profesionales tienen más edad, más experiencia de conducción, ingresos salariales inferiores, menores niveles educativos y reportan un mayor número de accidentes en comparación con los conductores particulares. Por su parte, los conductores particulares presentan peores índices de salud, bienestar y menos habilidades en la conducción. Estos hallazgos indican tendencias sociodemográficas y reportadas en la literatura para los conductores profesionales, pero divergen en cuanto a salud y bienestar. En conclusión, se requieren más estudios para aumentar el conocimiento sobre las diferencias entre los tipos de conductores y sobre el papel de los factores de riesgo y de protección con relación a la accidentalidad vial, con miras a su prevención y reducción.