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.     

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47311人和前排乘客15505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。     

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.     

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。     

嘉兴市中学生交通伤害相关行为调查

了解嘉兴市中学生交通伤害相关行为流行现状,为预防和控制中学生交通伤害的发生提供科学依据.方法 采用分层整群抽样的方法,抽取嘉兴市3个县(市、区)26所学校,50个班级的1 968名初一至高三学生,采用自我管理式问卷进行调查.结果 在过去30 d中,中学生报告机动车驾驶率为10.47%,男、女生机动车驾驶率分别为14.24%,6.42%,差异有统计学意义(x2=32.09,P<0.01).乘坐过小型汽车或出租车前排的中学生中,从不佩戴安全带发生率为47.36%,男、女生分别为48.36%,46.24%,差异无统计学意义(x2=0.72,P>0.05).在过去12个月骑过自行车的中学生中,报告骑自行车违章发生率为22.54%,男、女生分别为28.96%和15.61%,差异有统计学意义(x2=49.25,P<0.01).结论 嘉兴市中学生存在交通违规现象,应加强交通安全教育,强化监管,减少交通伤害的发生.     

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。     

上海市中心地区0～3岁儿童安全座椅使用状况分析

目的探讨上海市儿童安全座椅使用现状和影响因素,为本市儿童安全座椅推广和应用提供依据。方法 2018年5—6月,采用多阶段分层抽样方法在上海市范围内抽取20个社区中0～3岁儿童家长共1 303人,通过问卷调查个人情况、家庭情况、出行习惯、儿童安全座椅使用、法律知晓等,采用多水平模型从个体层面和社区层面分别研究儿童安全座椅拥有和使用的影响因素。结果上海市0～3岁儿童安全座椅拥有率为81.58%(95%CI=79.37～83.65),使用率为42.90%(95%CI=40.19～45.64)。在拥有率影响因素中,父母文化程度为本科的人群是初中及以下人群的3.32倍(t=3.388,P=0.001),出行频次每月1次或更少的人群是每天出行人群的0.36倍(t=–3.002,P=0.003),驾驶员出行很少佩戴安全带的人群是出行总是佩戴人群的0.30倍(t=–2.221,P=0.026),知晓道路交通条例儿童安全座椅条款的人群是不知晓人群的2.26倍(t=3.546,P=0.001),社区平均拥有率高的人群是平均拥有率低人群的1.04倍(t=6.335,P 0.001)。在儿童安全座椅使用率影响因素中,女性儿童是男性的0.69倍(t=–2.828,P=0.005),年龄越大越倾向于使用儿童安全座椅,3岁儿童是0岁组的2.75倍(t=2.967,P=0.004),出行频率每个月出行1次或更少的人群是每天出行人群的0.24倍(t=–4.619,P 0.001),驾驶员安全带佩戴率越高越倾向于使用儿童安全座椅,从不佩戴安全带的人群是总是佩戴人群的0.10倍(t=–2.172,P 0.03),知晓道路交通条例儿童安全座椅条款的人群是不知晓人群的1.66倍(t=3.245,P=0.002),社区平均使用率高的人群是平均使用率低人群的1.04倍(t=8.227,P 0.001)。结论儿童安全座椅的推广应从提高家长认知、养成良好交通出行习惯、营造社区支持性环境3方面共同推进,才能切实有效地提高儿童安全座椅的使用。     

广东省居民不安全驾驶行为影响因素分析

目的 了解机动车驾驶员不安全驾驶行为流行情况及相关影响因素,为道路交通伤害预防提供信息.方法 通过分层随机抽样抽取15～69岁人群进行问卷调查,收集不安全驾驶行为及其相关因素.结果 过去1个月内不安全驾驶率农村(88.3%)高于城市(57.8%),男性(76.4%)高于女性(66.7%);其中不佩带安全带、酒后驾驶、疲劳驾驶和无证驾驶的比例分别为35.2%,12.2%,9.3%和26.6%;多因素Logistic回归分析表明,农村(OR=1.9)、生活和工作压力较大(OR=2.2)不佩戴安全带危险性较大,大专以上文化程度(OR=0.3)不佩戴安全带的危险性小;男性(OR=6.4)、饮酒者(OR=9.1)酒后驾驶的危险性大;男性疲劳驾驶的危险性是女性的4.6倍;农村地区(OR=5.9),精神状态较差(OR=1.9)无证驾驶概率大;男性(OR=0.3)、大专以上文化程度(OR=0.3)、收入高(OR=0.22)无证驾驶概率小.结论 居民普遍存在不安全驾驶行为;社会经济和个人因素是不安全驾驶的危险因素,降低不安全驾驶行为需要采取综合防治措施.     

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.     

A program to increase seat belt use along the Texas-Mexico border

A school-based, bilingual intervention was developed to increase seat belt use among families living along the Texas-Mexico border. The intervention sought to increase seat belt use by changing perceived norms within the community (i.e., making the nonuse of seat belts less socially acceptable). The intervention was implemented in more than 110 classrooms and involved more than 2100 children. Blind coding, validity checks, and reliability estimates contributed to a rigorous program evaluation. Seat belt use increased by 10% among children riding in the front seat of motor vehicles in the intervention community, as compared with a small but nonsignificant decline in use among control community children. Seat belt use among drivers did not increase.     

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.     

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.