Studiens syfte var att mata effekter av den utbildning i sparsam korning som ingar i korkortsutbildningen for B-behorighet pa bransleforbrukning och olika korbeteenden typiska for sparsam korning b ...

Det overgripande syftet med den har undersokningen ar att oka kunskaperna om de processer som leder fram till olyckor genom en kunskapsoversikt, djupstudier av mopedolyckor med svar skada och analy ...

The overall aim of this study is to contribute to a better understanding of the importance of parents in young moped riders’ behaviour in traffic. The study consists of three parts; a literature review, a survey and an interview study. In the survey, 440 parents of teenagers (who had passed their test for mopeds) participated. In the interview study, 10 of the parents who took part in the survey were interviewed. The results from the literature review show that parents play an important role in young people’s perceptions, attitudes, norms, and behaviours associated with moped driving. Parents can also get involved in different ways to help in improving their teenagers’ knowledge and behaviour in traffic. In general, the review show that parents need support in order to be able to take control, and they also need support from other parents. The main results of the survey show that parents have great faith in the teenager when it comes to their knowledge and behaviour in traffic. In general, the results show that moped driving is not a topic being discussed very much. Some parents have implemented restrictions and the most common ones are related to alcohol and the usage of a helmet. In this study, less than ten percent wanted some form of support from others. Those who need help do not to the same extent as the others, believe that their teenager behave properly in traffic and they also believe that they are more influenced by social media. The study also found that the perception of boys and girls differ. Girls are considered to be safer on the roads but despite this, they have more restrictions placed on them than boys. Even if women value the teen’s knowledge and behaviour in traffic higher than men, they also have imposed more restrictions. In the family, women are talking more about risks in traffic than men are. The results from the interview study show that very few parents are in need of support when it comes to their children’s moped use. More detailed analyses of the interviews, however, reveals that parents would appreciate various forms of assistance, such as written information, training and/or information sessions as well as Internet-based parental forums. Implications of the current finding for the development of methods to increase parental commitment and engagement are presented.

This report outlines possible means to reduce the dangerous usage of mobile phones and other communication devices while driving. An important aspect of this commission was to demonstrate alternatives to legislation. The suggested countermeasures cover several areas. One is technical solutions, including countermeasures directed towards the infrastructure, the vehicle and the communication device. Another area includes education and information and describes different ways to increase knowledge and understanding. Furthermore, there are different possibilities for how society can influence the behaviour of individuals, both via bans, recommendations and incentives. The usage of communication devices while driving has both advantages and disadvantages. How to deal with device usage is a complex problem, and it is unlikely that one single countermeasure can provide a complete solution. One countermeasure may even depend on the implementation of others. The exact effect of most countermeasures is hard to predict, and possible side effects may occur. It is therefore necessary to be pragmatic, meaning that countermeasures whose advantages outweigh their disadvantages should be implemented. Also, different countermeasures can reinforce each other which may attenuate negative side effects. It is our opinion that a combination of different countermeasures – which educate and inform the driver while at the same time support him or her in a safe usage of communication devices – is preferable to a law against communication device usage while driving. Continuous follow-ups are necessary to ensure the outcome of implemented countermeasures.

Denna rapport behandlar tankbara atgarder for att reducera farligt anvandande av mobiltelefon och annan kommunikationsutrustning under korning. En viktig del i uppdraget var att belysa alternativ t ...

In order to reduce the monetary and personal costs of driver training for persons with cerebral palsy, it is of interest to find a predictor that is able to select potential license holders. Previous research has shown that such a predictor could be one that assesses visual perception. In the present study, the Test of Visual Perceptual Skills (non-motor) Upper Level, was validated for predicting the outcome of driver education. It was found that using the test for this purpose could not be recommended. The findings of the present study were not in accordance with the results of other studies on the predictive value of perceptual tests regarding the ability to drive, owing to the use of different methods. Future studies should focus on cross-validation of perceptual tests for different types of independent variables, such as driving license or not, accident involvement and driving ability.

Problem: Young male novice drivers are overrepresented in injury motor-vehicle crashes compared to females in the same category. This difference in crash involvement is often assumed to include factors such as overestimation, risk acceptance, and sensation seeking, but it can also be related to acquisition of knowledge, skills, insight, and driving experience. Therefore, this study explored possible gender differences among 18-24-year-olds in Sweden regarding practicing as learners, outcome of the driver's tests, and crash involvement during the first year after licensure. Method: Data for 2005 from different sources (e.g., questionnaires, license test, and crash statistics) were examined. It was not possible to follow individual subjects through all stages or in all analyses. Nevertheless, the study design did enable scrutinization and discussion of gender differences between younger inexperienced drivers with respect to education and training, license test results, and initial period of licensure. Results: Males and females assimilated tuition in different ways. Females studied more theory, pursued training in a more structured manner, practiced more elements of driving in several different environments, and participated more extensively in driving school instruction. National statistics showed that females did better on the written test but not on the driving test. Males were involved in 1.9 more injury crashes per 1,000 drivers than females during their first year of licensed driving. The proportional distribution of crash types was the same for both sexes during the first period as novice drivers, but the circumstances surrounding the accidents varied (e.g., males were involved in more night crashes). Impact on traffic safety More structured training while learning appears to be one of the reasons why females initially do better than males as novice drivers. Therefore, in the future, driver education should focus not only on matters such as the amount of time spent on training and preconditioning, but also on the importance of the organization and content of the learning process. (c) 2007 National Safety Council and Elsevier Ltd. All rights reserved.

This study examined the relation between risk-taking behaviour while driving, the psychosocial function of driving, leisure time activities, car oriented peer group interaction and educational attainment. Two thousand four hundred seventeen drivers aged 18-25, randomly selected from the Danish Driving Licence Register, participated in the study. Data was collected through a mail survey. The response rate was 60.4%. A positive significant effect on risk-taking behaviour based on the score on the psychosocial function of driving was found (p<0.001). A positive significant effect on risk-taking behaviour was also found based on driving related interaction with friends. Low structure/high impulsivity leisure time activities such as playing PC-games, doing body building and partying with friends were found to be related to increased risk-taking behaviour (p<0.01). Although risk-taking behaviour is generally condemned by society results show that risk-taking behaviour while driving can also be functional in the lives of the young drivers. Consequently, other motives than safety motives are at stake when engaging in risk-taking behaviour. Implications for preventive efforts are discussed.

Studies have shown that the effect of passengers on accident propensity among young drivers is ambiguous—in some cases positive and some negative. In Sweden, various kinds of information are compiled in registers, including a national accident database and exposure data collected in a national investigation of the driving habits of license holders. Access to such data offers a good opportunity to study crash risks related to driving with and without passengers. This was done for drivers in three different age groups (18–24, 25–64 and >65 years) accompanied by one, two or three or more passengers. Differences in crash risk were estimated using incidence density ratios (IDRs) and 95% confidence intervals. The results show that passengers had an overall protective effect, that is, the crash risk was higher for those who drove alone, regardless of their age or gender. This protective effect increased with every extra passenger (up to eight), indicating that the more passengers in the vehicle, the safer the driving. The influence of passengers was weakest (albeit still positive) among the youngest drivers (ages 18–24 years), especially the males in that group. The protective impact showed the same pattern on all days of the week, but was most marked from Friday to Sunday for most of the drivers, regardless of age.

In Sweden, a written and a driving test must be passed for licensure, and these two examinations are the only means of verifying that learner drivers have acquired the competencies stipulated in the national curriculum. The present study investigated 18–24-year olds regarding the effects of personal background and mode of driver education instruction on the outcome of the driving test. This was done by analysing the following for individual subjects: data on practicing obtained using a questionnaire, and test results of license tests. The results suggest that among the candidates under study, there are equal opportunities in the context of obtaining a driver's license independent of a person's background. The rate of passing was higher for those who started behind-the-wheel training at 16 and applied to take the driving test via a driving school, than for those who started the training at an older age and applied to take the test in person. It was also found that the probability of passing the test was greater if there is successful cooperation between learner and driving school instructor, and if a large proportion of the training been devoted to the task speed adaptation.

The study shows that a driving licence tuition system should be produced which would ensure that all those who obtain a driving licence have practised all items included as test items in the driving test. This can (apart from the awaited changes in the introductory tuition, new curriculum B and enhanced skid training) mean changing the existing driving test. One reason for this is that analyses of tuition patterns and driving test results show that those who have a larger proportion of their tuition covering certain items (for example, hard braking during private tuition and overtaking on 70 km/h roads and 90 km/h roads during driving school lessons) have a greater chance of not passing instead of passing the driving test. Another reason is that several of the items which the greatest proportion of those who have recently passed the test have never practised, either privately or with a driving school, also belong to the items that are included only to a small extent in the driving test. Examples of this are the items efficient braking, overtaking and driving in a roadwork's area. This should indicate that learner drivers and/or lay instructors, and also driving instructors/driving schools, in some way are aware of this fact, for which reason they conduct less tuition covering these items. The study was carried out with three aims; to describe how people aged 18-24 who have recently got their driving licence (category B driving licence) went through their driving instruction; to investigate, whether it can be explained why certain 18-24-year-olds passed the category B driving licence test, or did not pass it, respectively; and to describe what deficiencies of competence there are with 18-24-yearolds who did not pass the category B driving licence test.URL 2: http: //www.vv.se/fud-resultat/Publikationer_000001_000100/Publikation_000020/R509.pdf

Problem: In most countries, drivers licensing systems usually include teaching some aspects of using safety equipment (e.g., airbags and seat belts). However, there is now evidence worldwide that such education is inadequate, as indicated by, for example, the overrepresentation of Young drivers who do not use seat belts. Method: A randomized controlled study was conducted in Sweden to evaluate the effects of visiting a facility known as a "safety hall" in combination with the mandatory skid training. The results were assessed to determine the effects of the knowledge and attitudes of learner drivers in the following subjects: airbags, securing loads, seat belts, sitting posture, speed, and tires. An experimental group and a control group Comprising 658 and 668 learners, respectively, answered identical questionnaires on three different occasions (pretest, posttest 1, and posttest 2). Results: The results show that, for most of the topics considered, knowledge and attitudes in both groups were better at posttest 2 than at the pretest, and in general, the best knowledge and attitudes were found in the experimental group. The combined safety/skid training seem, to have had the greatest effect oil seat belts and loads. The findings also indicate that the safety halls call be further improved to achieve an even better effect. Impact on Traffic Safety: The use of safety halls has improved the knowledge and attitudes of learner drivers concerning several important areas related to traffic safety. Since knowledge and attitudes are important predictors of behavior, implementing safety halls can be expected to lead to improvements, especially regarding the use of safety belts and securing loads. (c) 2005 National Safety Council and Elsevier Ltd. All rights reserved.

TRAINER - results from a pan-European driver training project with focus on hazardous situations and risk awareness

Evaluation of the TRAINER Tools through Assessment of Learner Drivers' Hazard Perception in Real Traffic Environments.

One important part of driver education is to convince the candidates to usethe safety equipment in the car such as safety belts and airbags in a correctmanner. If there is an accident, the injuries ...