宜兴市2010-2012年机动车驾乘人员安全带佩戴情况调查

目的了解宜兴市2010-2012年机动车驾乘人员安全带佩戴情况。方法采用分层整群随机抽样方法,按照道路的不同类型选取宜兴市内4个观察点,在不同时间段对出租车、小轿车（8座以内）、厢式小货车和皮卡4种车型的司机和前排乘车人安全带的佩戴情况进行观察。结果 2010-2012年期间共观察宜兴市机动车驾驶员47 311人和前排乘客15 505人,安全带佩戴率分别为53.39%和10.83%。对性别、时间段、车型等因素进行匹配后,2010-2012年的驾驶员安全带佩戴率之间具有差异,且呈上升趋势;同时,前排乘客不佩戴安全带与驾驶员不佩戴安全带有关（OR=5.40,P<0.001）。结论机动车驾驶员和前排乘车安全带佩戴率逐年上升,安全意识逐渐加强,但实际佩戴率还较低,需加强管理。     

宜兴市2009年机动车驾乘人员安全带佩戴情况调查

目的调查道路安全法规或条例出台5年后的2009年宜兴市机动车驾乘人员安全带佩戴情况及态度。方法在市区内选取4个观察点,在不同的时间段对出租车、小轿车、面包车和"皮卡"4种车型的司机和前排乘车人安全带的佩戴情况进行观察。结果 2009年共观察1816辆车辆和司机,以及661名前排乘车人。其中司机安全带佩戴率为31.1%,不佩戴率为68.9%;乘车人安全带佩戴率为6.1%,不佩戴率为93.9%。在调整了性别、车型等因素后,司机不佩戴安全带会增加前排乘车人不佩戴的风险(OR=2.19,P0.05)。调查了866名驾乘人员的认知态度,选择经常佩戴的占83.4%,有时佩戴的占10.5%,不佩戴的占6.2%;不佩戴的原因最多的是感到不舒服。认为最有效的措施是重金处罚和加强佩戴安全带者幸免于难的交通事故报道。结论目前该市驾乘人员司机和前排乘车人安全带的佩戴意识达到一定水平,但实际佩戴率还比较低,亟需加强管理。     

宜兴市2010年机动车驾乘人员安全带佩戴现况及态度调查

目的 了解宜兴市驾乘人员安全带佩戴现况及态度.方法 在市区内选取4个观察点,在不同的时间段对出租车、小轿车、面包车和“皮卡”4种车型的司机和前排乘车人安全带的佩戴情况进行观察.同一时期对驾驶人员进行有关安全带佩戴态度问卷调查.结果 共观察12 473辆车辆和司机以及4 182名前排乘车人.其中司机安全带佩戴率为19.9％;乘车人安全带佩戴率为3.5％.问卷调查了1 073名驾乘人员,选择经常佩戴的51.7％,有时佩戴的25.4％,不佩戴22.9％;不佩戴的原因最多的是感到束缚、感到不舒服.认为最有效的措施是重金处罚、交通事故报道佩戴安全带者幸免于难.在调整了性别、车型等因素后,司机不佩戴安全带会增加前排乘车人不佩戴的风险(OR=8.26,P＜0.001).结论 目前该市驾乘人员司机和前排乘车人安全带的佩戴意识达到一定水平,但实际佩戴率还比较低,亟需加强管理.     

广州、南宁市汽车安全带佩戴状况调查

目的 调查广州、南宁市汽车安全带佩戴情况。方法 采用随机抽样的方法，按照3种不同类型的道路选取观察点，在4个不同时间段对目标车辆进行观察。结果 司机安全带正确佩戴率南宁市（63．8％）高于广州市（49．3％），而不正确佩戴率广州市（22．9％）高于南宁市（8．1％）；乘客安全带佩戴率广州市高于南宁市，包括正确佩戴率和不正确佩戴率；安全带佩戴率受道路类型、时间、性别和车型等的影响，正确佩戴率高速路高于其他道路、白天高于晚上、女性高于男性、小型汽车高于其他车型，不正确佩戴率工作151高于周末。结论 广州市男性出租车司机安全带不正确佩戴率高；两地区周末和晚上佩戴安全带率较低，应加大执法力度；加强宣传教育，提高司乘人员佩戴安全带的意识。     

南京市2005-2007年机动车驾乘人员安全带佩戴情况调查

目的 调查道路安全法或条例出台3年后南京市机动车驾乘人员安全佩戴情况.方法 在市区内选取4个观察点,在不同时间段对出租车、小轿车(8座以内)、厢式小货车和"皮卡"4种车型的司机和前排乘车人安全带的佩戴情况进行观察.结果 2005-2007年共观察35 256辆车辆和司机,以及15 772名前排乘车人.其中司机安全带佩戴率为49.9%,不佩戴率和假戴率分别为44.1%和4.6%;乘车人安全带佩戴率为9.1%,不佩戴率90.9%.在调整了性别、车型等因素后,3年来无论是司机还是前排乘车人安全带佩戴率均呈现下降趋势(P<0.01),司机不佩戴安全带会增加前排乘车人不佩戴的风险(OR=8.10,P<0.01).结论 现有法律或条例在司机和乘牟人佩戴安全带方面并无具体的规定,妨碍了法律或条例的有效执行.     

合肥市出租车司乘人员安全带佩戴状况调查

目的 调查安徽省合肥市出租车司乘人员安全带的佩戴情况.方法 在合肥市区分别选择5个主干道和5个支路路段观察点,每个观察点于工作日、双休日各观察1 d.自07:00～19:00连续12 h的每1 h时间段内,累计观察前排有乘客乘坐的出租车50车次,共观察12 000车次.结果 合肥市出租车司机安全带正确、不正确佩戴率及未佩戴率分别为44.2%,3.4%,52.4%;前排乘客安全带的正确佩戴率及未佩戴率分别为0.5%和99.5%.司机安全带正确佩戴率工作日高于双休日,且自07:00.19:00呈增高-降低-增高-降低的变化趋势;上午10～11点、下年4～5点时间段较高,中午1点最低;主干道和支路路段上正确佩戴率差异无统计学意义;女司机正确佩戴率高于男司机.结论 .合肥市出租车司乘人员安全带的佩戴率较低,应结合司机佩戴安全带的时间变化规律加强交通监管力度,同时要充分重视对前排乘客安全带使用的干预.     

2010年我国成人道路交通伤害行为危险因素流行特点

目的了解我国不同成年人群道路交通伤害主要行为危险因素的流行特点。方法2010年在我国162个监测点,采用多阶段分层整群随机抽样,调查了98658名18岁及以上居民,通过面对面问卷调查收集道路交通伤害相关行为危险因素信息。对样本进行复杂加权后,分析不同成年人群头盔佩戴、安全带佩戴、酒后驾驶、疲劳驾驶和无证驾驶情况。结果2010年我国成人摩托车驾乘人员中,头盔经常佩戴率为20．03％（95％CI：16．98％～23．08％）,不佩戴率为59．52％（95％CI：55．80％～63．25％）,男性佩戴情况好于女性（P〈0．001）。机动车驾驶员安全带经常佩戴率为36．74％（95％CI：33．04％～40．45％）,不佩戴率为37．22％（95％CI：33．81％～40．62％）,女性佩戴情况好于男性（P=0．028）。机动车驾驶员酒后驾驶率为10．89％（95％CI：9．65％～12．13％）,45～54岁组驾驶员酒后驾驶率最高（P=0．010）。机动车驾驶员疲劳驾驶率为19．71％（95％CI：18．06％～21．37％）,35～44岁年龄组驾驶员疲劳驾驶率最高（P=0．003）。机动车驾驶员无证驾驶率为24．68％（95％CI：22．13％～27．23％）,65岁及以上年龄组驾驶员无证驾驶率最高（P〈0．001）。结论中国成年人道路交通危险行为问题较为严重。     

北京市房山区机动车驾驶人和副驾乘客安全带使用情况分析

目的了解北京市房山区机动车驾驶员、副驾乘客安全带使用情况及安全带不使用率在不同人群分布特点。方法采用多阶段分层整群随机抽样方法,选取2017年北京房山区24个乡镇的常住居民4 835人,进行问卷调查。结果北京市房山区机动车的驾驶员、副驾乘客安全带经常使用率分别为77.6%和64.1%。安全带不使用率农村高于城镇、文化程度低者高于文化程度高者、吸烟者高于不吸烟者,饮酒者高于不饮酒者。结论目前北京市房山区驾驶员和副驾乘客安全带的实际佩戴率还比较低,亟需加强宣传、管理。     

宝宝乘车安全注意啥

儿童乘客安全带佩戴情况堪忧,这是从浙江省发布的"道路交通伤害预防控制项目系列调查报告"中获得的信息。为此,专家倡议"儿童坐后排,稳坐安全椅",以确保儿童乘客的安全。浙江省疾病预防控制中心与交通管理局等部门进行的"浙江省道路交通伤害预防控制研究",内容包括机动车驾驶员酒后驾驶情况、摩托车驾乘人员安全头盔佩戴情况以及高速公路小     

陕西省成人道路交通伤害行为危险因素现况调查

目的了解陕西省成人道路交通伤害行为危险因素现况,为预防道路交通伤害提供科学依据。方法于2013年采用多阶段分层整群随机抽样方法,对陕西省17个监测点的10 166名18岁及以上居民进行面对面问卷调查,收集道路交通伤害行为危险因素信息。采用R 3.3.1软件对数据进行复杂抽样加权调整,率的比较采用基于抽样设计校正的Rao-scott χ~2检验。结果陕西省成人摩托车驾乘人员头盔总是佩戴率为9.45%(95%CI:5.42%~13.49%),从不佩戴率为45.33%(95%CI:35.05%~55.60%)。机动车乘坐人员安全带总是佩戴率为18.32%(95%CI:9.16%~27.49%),从不佩戴率为20.87%(95%CI:14.07%~27.66%)。陕西省成人机动车驾驶员安全带总是佩戴率为55.73%(95%CI:42.57%~68.88%),从不佩戴率为9.04%(95%CI:4.11%~13.98%),酒后驾驶率为7.14%(95%CI:4.40%~9.88%),疲劳驾驶率为24.39%(95%CI:19.87%~28.91%)。机动车乘坐人员未乘坐酒后驾驶车辆率为95.32%(95%CI:94.09%~96.55%),乘坐率为4.68%(95%CI:3.45%~5.91%)。结论陕西省成人机动车驾驶员的安全带佩戴情况良好,酒后驾驶情况较少,但机动车驾驶员的疲劳驾驶及摩托车驾驶员的头盔佩戴情况仍未改进。严格执法、广泛教育宣传是今后陕西省道路交通伤害预防的工作重点。     

Safety belt and mobile phone usage in vehicles in Barcelona (Spain)

Objectives

To describe the prevalence and correlates of safety belt and mobile phone usage in vehicles in the city of Barcelona (Spain).

Methods

We performed a study using direct observation with a cross-sectional design. We selected 2,442 private cars, commercial vehicles, and taxis from all districts of Barcelona.

Results

The prevalence of people not wearing safety belt was 10.5% among drivers, 4.6% among front seat passengers, and 32.2% among some of the rear passengers. It was higher among the passengers than among the drivers, regardless of the type of the vehicle. The prevalence of mobile phone usage while driving during a moment of the trip was 3.8%.

Conclusion

Our study shows noticeably high prevalence of people not wearing safety belt in the rear seats. Moreover, four out of one hundred drivers still use the mobile phone while driving during a moment of the trip.     

Evidence-based policy on road safety: the effect of the demerit points system on seat belt use and health outcomes

OBJECTIVE: To assess the effect of a demerit points system, introduced in Italy in July 2003, on the prevalence of seat belt use (intermediate outcome) and the number of road traffic deaths and injuries (health outcomes). DESIGN: Pre- and post-intervention regional observational study for seat belt investigation (April 2003, October 2004); national time-series analysis of road traffic deaths and injuries between 1999 and 2004 for health outcomes. SETTING: Veneto region, Italy. PARTICIPANTS: 19,551 drivers, 19,057 front passengers and 8,123 rear passengers estimated to be aged over 11 years were included in the investigation into seat belt use. 38,154 fatalities and 1,938,550 injured subjects were examined for the time-series analysis. INTERVENTIONS: Demerit points system. MAIN OUTCOME MEASURES: The proportions of drivers and front and rear passengers observed to be using seat belts before and after the intervention; estimates of lives and injuries saved through the implementation of a penalty points system. RESULTS: The demerit points system was followed by an increase in observed seat belt use of 51.8% (95% confidence interval 48.7% to 54.9%) among drivers, of 42.3% (95% confidence interval 39.2% to 45.5%) among front passengers and of 120.7% (95% confidence interval 99.4% to 144.3%) among rear passengers. It is estimated that 1,545 (95% confidence interval 1387 to 1703; p<0.0001) deaths and 91,772 (95% confidence interval 67,762 to 115,783; p<0.0001) injuries were prevented in the 18 months after the introduction of the legislation, i.e. an 18% reduction (1545/8570) in fatalities and a 19% reduction (91,772/473,048) in injuries. CONCLUSIONS: The demerit points system is effective both in encouraging drivers and passengers to adhere to the law and in terms of health outcomes, substantially contributing to road safety.     

The use of seat belts on British motorways.

Evidence demonstrating the advantages of seat belts in improving safety of road travel is overwhelming and has resulted in government legislation. This study was performed to investigate compliance with this legislation by fast-moving traffic on British motorways, for which no previous data exists. Analysis of seat belt use by 2564 travellers in 1526 cars in October 1992 revealed the following rates of use: drivers 98%; front passengers 96%; rear seat passengers with available belts 53%. The overall low rate of rear seat restraint use was seen in all age groups except babies. When the study was repeated 8 months later, the rates of restraint amongst 3910 travellers in 1881 cars had not increased. In view of the continuing heavy death toll on British motorways and roads, there is an obvious need for measures to improve rear seat belt use. This would be most appropriately achieved by both enforcing and publicizing the current legislation.     

Effectiveness of feedback and education in an employment based seat belt program

A 6 week employment based seat belt program, without incentives,was evaluated to determine if it would increase the seat beltuse of employees in an area with seat belt legislation. Theprogram included obtrusive seat belt use monitoring, a feedbacksign, an educational presentation, displays, and supportivememos from management. Seat belt use observations were madeon a daily basis at the program site and at a control site fora 3 week baseline period, during the program, and at 2 weekintervals for 6 weeks following the conclusion of the program.Analysis of the seat belt data indicated that a statisticallyreliable increase in the seat belt use of drivers and passengersoccurred as a result of the program. Belt use for drivers increasedfrom 65 to 82%, and for passengers from 46 to 76%. A declinein belt use was observed during the follow-up period, but itremained higher than during the baseline period. Results fromquestionnaires distributed to employees before and after theprogram indicated that attitudes towards seat belts changedvery little. The results demonstrated that a seat belt program,conducted in the work place without incentives, can significantlyincrease seat belt use. Implications of the findings for futureresearch are discussed.     

Seat belt use among drinking drivers in Minnesota.

OBJECTIVES. Among the reasons cited for recent declines in alcohol-related traffic fatalities is the enactment of seat belt use laws by most states. It is suspected that drinking drivers are less likely to comply with such laws, although evidence on the relationship between belt use and drinking by drivers is sparse and conflicting. The purpose of this study was to examine the relationship of drinking to driver seat belt use. METHODS. Observational, self-report, and chemical breath test data were collected on nighttime drivers in 16 Minnesota communities during September, 1990. RESULTS. Drivers with an illegal blood alcohol concentration (> or = 100 mg/dL) were substantially less likely to be wearing a seat belt (odds ratio [OR] = 2.17). Belt use was also more common among females (OR = 2.02) and before midnight (OR = 1.47). Males who had been drinking were less likely to be belted. Belt use was related to drinking before, but not after, midnight. Belt use was not related to drinking status among college graduates, but it was strongly related to drinking status among those with less education. CONCLUSIONS. The present findings provide further argument for rapid implementation of passive countermeasures (airbags) and for development of creative, carefully focused interventions to target high-risk populations.