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Impact analysis, MEASURES AND EFFECTS OF THESERISK BEHAVIOR: NO USE OF BELT, NO USE OF HELMETAND USE OF MOBILE PHONE. DISTRACTION AS A RISK

FACTOR. Fatigue, and somnolence AS RISK FACTORS

1. INTRODUCTION

Risk behaviors are defined as those driving behavior that increase the likelihood ofan accident. There is considerable agreement that most traffic accidents occur as aresult of such conduct, which can be more or less voluntarily assumed.

The approaches of the drivers, their valuations and beliefs as well as their physicaland mental conditions make their way to function in a complex like the driving means.In fact, certain psychological and physical conditions that pose an enormous increase

of risk involved in the activity of driving are fairly well known, but we still have a lot tounderstand about attitudes, values and feelings that are the basis of particularlyrisky behaviors.

From this point of view, this issue is organized into three distinct blocks of contentthat attempt to describe the phenomenon of driving risk from different perspectives, amore focused attitudinal assessment of the benefits-harms of using security elementsPassive reduce the severity of the accident consequences (use of safety belts and /or hull), another based attentional capacity assessment subject to sustain dividedattention processes driving (distractions and use ZTE Star 1 Mobile phone), andanother related to the driver's psychophysical conditions that limit the activation of the

various processes needed for the task of driving (sleepiness and fatigue).

2. ANALYSIS OF IMPACTS, MEASURES AND EFFECTS OF THESE RISKBEHAVIOR: NO USE OF BELT, NO USE OF HELMET AND USE OF MOBILEPHONE.

21. INTRODUCTION

Among other changes, the Royal Decree 965/2006, of September 1, amendingArticle 116 of the General Traffic Regulations regulate the legal mandatory use of

seat belt, helmet and other protection systems both drivers and passengers of motorvehicles and motorcycles in certain cases and conditions in Chapter II of RoyalDecree 1428/2003, of November 21, amending the Rules of the road for theapplication and development of articulated text of the Act approved traffic, motorvehicle circulation and road safety.

On the other hand, Law 19/2001 of 19 December, reforming the articulated text of theLaw on Traffic, Motor Vehicle Traffic and Road Safety regard modifies Article 11concerning the ban on driving or using helmets connected to receivers or audioplayers, headphones by adding an explicit ban on the use of mobile devices and anyother medium or communication system while driving, except when the development

of communication takes place without using hands or wear helmets, headset orsimilar instruments.
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Although the percentages of compliance with these standards are becoming higherand more stable over time (in Spain, from 2003 to 2009, seat belt use has increasedfrom 70% to 90.6%, and the use of Hull has risen from 73% to 98.9%), the fact is thatthere are still certain groups and certain aspects on which action is needed toimprove risk indicators (the breach is deemed to be serious offenses).

Among the latest indicators of risk include those recorded in the latest barometer ofopinion on road safety (Instituto Opina, 2011):

El 96.9% of respondents use a seat belt while driving, 97.2% when circulating ascompanions and only 85.2% in the rear seats. 96.2% used properly strollers andchild safety systems.

El 99% regularly used a helmet when driving a motorcycle (a remarkable increasefrom 2003 when the town was always or almost always used in 94.5% of drivers).

El 20.3% of respondents using mobile while driving and only 54.5% of thoseinterviewed use it hands-free. Furthermore 7.1% of respondents say they use their

Elephone M3 Mobile phones to send text messages while driving.Slo 2.4% of motorcycle drivers surveyed use mobile driving and of these, 57.1%

use with adapter, while the remaining 42.9% use the phone directly.

In general, studies on legislative attempts to influence the behavior of the road user,the following guidelines suggest when introducing new legislation (Loreno, et. Al.,1995), which could well be applicable to any regulated measures discussed in thischapter:

Comunicar clearly, the public and the media, the reasons and the expectedbenefits of the legislation. Do not assume that people understand the reasons fordoing so.

Establecer continuous improvement of the influence and deterrence of legislationexplicitly planning to implementation and evaluation.

Mejorar the deterrence initiatives supported by the control and police supervisionand advertising, developed after analysis of the target population and its currentbehavior.

Atender values and individual controls in relation to issues of health and socialcosts of irresponsible behavior and careless use of the road.

Ir beyond the short-term effectiveness of the new legislation with interventionsdesigned for long-term maintenance of positive behaviors.

Fomentar the development of social norms that encourage the safe use of the roadthat will lead to the development of processes of self-regulation in users.

2.2. NO USE OF BELT

One of the most effective ways to protect occupants from injury in the event of anaccident is the incorporation and use of seat belts and child restraints. These havebeen shown to save lives and reduce the severity of injuries, so that all occupants ofvehicles should be subject properly when traveling in a motor vehicle.

There are three "collisions" that occur in each crash that occupants are subjected.The first collision involves the vehicle and another object, eg other (s) vehicle (s), a


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stationary object (tree, sign, ditch) or a human or animal. The second collision occursbetween the occupant is secured and not inside the vehicle, eg the driver hits hischest against the steering wheel or the head against the windscreen. Finally, the thirdcollision occurs when the internal organs of the body hit against the chest wall or theskeletal structure. The second collision is generally responsible for the wounds, and

can be significantly reduced by using seat belts and child restraint systems (WHO,2009a).

The regulations governing the cases, conditions and exceptions in the use of seatbelts or other approved restraint systems is written in Articles 117 and 119 of theRoyal Decree 965/2006, of September 1, showing a modification of the Royal Decree1428/2003 of 21 November (see Annex)

However, despite the obligation to use in both urban and inter-urban, not all userscomply with this obligation, there sometimes mistaken beliefs that the belt has moredrawbacks than benefits when, as a simple measure of great effectiveness andeveryone plays a very outstanding role in reducing the number and severity of

injuries in traffic accidents.

The seat belt protects both thrown from the cockpit, as to impact against thewindshield. The simple act of buckling causes are reduced by more than 40% thenumber of deaths and injuries in traffic accidents.

Do not forget that hard braking or a collision cause a boost ahead of the occupants,as hard as the speed at which it circulates and the intensity at which the brake isdepressed. For example, 60 km. / H, the force of impact against the windshieldequivalent to 30 times the weight of the driver or passengers. The consequences willbe more severe if the rear seat passengers are thrown, as they impact with the forceprescribed against the occupants of the front seats.

In fact, it actually complicates the rescue of injured people is not the belt but themultiple fractures that may have been the driver or passenger, caused by hitting thevehicle interior.

Although the overall level of use of this device is quite acceptable levels fallconsiderably in the rear seat users (almost 11% barely used) and when it comes tofasten for short trips in town. However differences were observed in terms of distinctgroups:

Factors related to the use of seat (Barometer, 2011)

Mientras no differences between men and women are seen in the non-use of seat

as drivers and passengers, women become more cautious when traveling in the backseat or in the case of the use of child restraint elements (almost 3% Men never usedor rarely belt or appropriate for children and nearly 7% do not take it in rear seats)seats. However they valued as more dangerous than men behaviors not use belt orchild restraint systems.

El belt use is lower among young people, but also highlights the low use of seatbelts or child seats in the group of drivers over 59 years.

Los groups with low education use less belts as drivers and passengers, and childrestraint systems, but does not differ from other groups in the rear seats.


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In terms of accidents, according to the DGT (2009), road 22% of the deceased touristusers not using a seat belt (this value has decreased from 37% in 2003). In urbanareas this percentage has fallen to 34% (39% in 2003).

Effects

On impact, it is not enough that the deformable structure of a car crash energyabsorbing and safety cell forming the passenger compartment remains intact, butalso takes passengers miss yours. In other words, if passengers do not "hold back" insolidarity with the car, will continue at the same rate it, even after the impact begins.A clear example is what happens in a city bus when braking: if the people who arestanding not grab, not while decelerating the vehicle and fall forward.

Crash tests carried out in laboratory conditions at 50 km / h. mannequins of 1.74 m.tall and 76 kg. weight, show that the strength of such a body weight on the belt canbe up to 1000 kg. If we count the length between two anchors, a belted over a normalperson only stretching the belt can cause the body to move about 25 cms. forward.

The benefits of seat belts are striking: three to one reduces the probability of death ina traffic accident and is most effective in overturning a 77% reduction in risk of death.Without this device, a collision at 80 mph against a rigid object is fatal to the car'soccupants, who are thrown forward with a force 80 times its weight.

Measures

Intervention measures should be directed to:

Aumentar frequency of use and keep it stable over time. This is important work inthe context of developing the habits of safe behavior and change attitudes throughinformation, awareness and sensitization directed to certain (young men and olderwho transport children in the rear seats users groups, etc.).

Utilizar belt properly, both in placement and in its proper anchoring. It is importantto respect the characteristics of body fit and limit the clearance (avoid clips orelements that expand the space between the belt and body)

Realizar proper maintenance of individual restraints

The strategic road safety plan 2011-2020 considers itself one of the issues on whichpolicies should continue to work with road safety, the use of seat belts especially inurban areas. In fact, one of the objectives to be achieved by 2020 is to reduce to 0the number of deaths in urban areas, is considered achievable objective to improvingthe use of front and rear belt safety and circulation 50 Km / h:

Promover the use of seat belts and restraint systems on school buses.

Realizar information and awareness campaigns on the proper use of childrestraints. Driving change in behavior regarding the use of Child Restraint Systems(CRS), creating good habits, because the effectiveness of these systems depends ontheir proper use.

Realizar campaigns monitoring and control of safety belts and child restraints.

Extender the use of seat belts in cities

WHO (2009a) has developed a manual for legislators and professionals in roadsafety aimed at providing advice and examples that will lead to greater use of seatbelts and child restraints as safety devices nationwide. It includes recommendationsfor developing and implementing technical standards and legislation, advice on how


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to monitor and evaluate progress, and suggestions for other multidisciplinarias.2.3measures. NO USE OF HELMET

The hull efficiency in the prevention and reduction of head injuries has been widelystudied (Deutermann, 2004; Lawrence, Max and Millar, 2002; Majdzadeh et al.,2008). All studies agree in affirming the benefits derived from the use of helmets byusers of motorcycles and mopeds, becoming a simple measure that if adopted by alldrivers and passengers of these vehicles get significantly reduce the number andharmfulness of the victims of accidents in which they saw involved (DGT, 2003).

Not wearing a helmet is a risky practice that accounts for most of motorcycleaccidents resulting in injury (Lin and Kraus, 2009;. Oluwadiya et al, 2009; Savolainenand Mannering, 2007). The incidence of head injuries among motorcyclists isreduced by 33% with the use of helmets (Peden et al., 2004). The results are similaraccording to the NHTSA (Iowa Hihway Comprehensive Safety Plan, 2006), whichstates that the probability of an accident with serious head injuries triples whenmotorists do not wear helmets. In Spain, Donate-Lopez et al. (2010) found that the

consequences of not wearing a helmet were worse in the occupants.

The regulations governing the cases, conditions and exceptions helmet drafted inArticles 118 and 119.3 of Royal Decree 965/2006, of September 1, showing amodification of Royal Decree 1428/2003, of November 21 (SEE ANNEX).

Factors related to helmet use

The results for the helmet collected in the Road Safety Barometer 2011 show thatrespondents generally recognized motorcycle users a very high use of this securityfeature. This is related to the fact that the behavior is considered the most dangerousof the respondents set for users.

However some slight differences between some groups are observed:

Hay a slight difference in helmet use among men and women being the ones whorecognize 100% of use of this element of passive safety.

Aunque in all cases we speak of very high percentages, helmet use is lower in thegroup of young but the most risky is that over 59 years (more than 6% said theynever used or almost never).

Los groups with low education are those with lower rates of helmet use (3% neveror almost never use it).

El average percentage of motorcycle use is 99.8% by road and 98.5% in urban

areas. In the case of moped, the average percentages are 94% and 93.3% roadsidein urban areas.

Sin But the size of population, geographical area and type of road are factors thataffect the level of helmet use can bring it down to 70.4% in drivers and 41.3% inpassengers.

The Annual Bike Barometer 2010 (ECA Bureau Veritas Foundation, 2010) hasdetected an area that needs improvement in terms of the issue of helmet: bicycleusers. Thus, almost half of cyclists recognize that do not use a helmet when riding onintercity roads, although this behavior is considered a serious offense. Womensignificantly violate this rule (only 26% said they used interurban zone), and the

group of over 69 years and the youngest group. It is noteworthy that there is arelationship between the frequency of bicycle use and increasing helmet use in


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interurban zone. In fact, the "safest" group is one that only uses the bike onweekends.

However, if you retrieve data collected in the study on traffic of cyclists on the roadsin some Spanish provinces (Quota Research, 2009), the percentage of helmet use ismuch higher (97.4% as commonly used). This result is explained that this survey hasbeen carried out very sensitive groups (clubs and associations federated cyclists andthe Spanish Cycling Federation) so that the results are biased in this regard.

On the other hand, considering the statistics of accidents, some studies indicate DGTthe lowest percentage of helmet use as one of the factors explaining the highaccident rate recorded in the group of young moped drivers (14-17 years old).According to figures for 2009, 27% of users not using helmet moped died in road and18% in urban areas. In the case of motorcycles, road deaths were not using helmetin 3% of cases while in urban areas the percentage rises to 13%.

Effects

For the helmet is effective in addition to withstand shocks, you should absorb them,so it is essential that it is well placed; or leaning forward or backward, the safety strapfastened, because, otherwise, if fired will fall, and adjusted, but not squeeze any areaof the head.

In addition, you should never use a helmet that has already suffered a blow. Theeffectiveness of motorcycle helmets in reducing serious head injuries depends in parton its quality. Requiring that helmets meet safety standards is important to ensurethey can effectively reduce the impact of a blow to the head in case of accident

Thus, research shows that the use of crash helmet by users of motor vehicles withtwo wheels halved the risk of fatal or serious head injury. Compliance with these

regulations, according to the European Union would save 1,000 lives a year in thewhole Union. And according to the WHO (2009b) successfully carry on a motorcyclehelmet can reduce the risk of death by almost 40% and serious injuries by more than70%.

In Spain it is estimated that their use reduces deaths by one third and two thirds ofpreventing brain damage, especially in urban areas, since three quarters ofmotorcycle and moped accidents occur in this environment. This type of brain injuryproduces 85% of the dead and wounded half of motorcycles and mopeds.

Measures

From the strategic plan 2011-2020 road safety is considered that despite the positiveresults being obtained through the measures to control this risk behavior isnecessary to keep these results and intervene on areas that can be improved(affecting especially in risk behaviors bicycle users):

Promover helmet use among cyclists. Information campaigns and awareness tothe public about the risks of riding a bicycle without a helmet.

Fomentar the use of safety equipment for motorcyclists. Conduct information andawareness campaigns to explain the protection provided safety equipment (helmets,trellises, quality boots and elbow pads) and encourage daily use.


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The catalog of experiences in urban traffic (ONSV, 2011) outlines some actionstaken by some municipalities in which it affects the control and promotion of helmetuse (mainly motorcycles and mopeds):

Sensibilizacin direct users of motorcycles and mopeds.

Difusin programs through the local media (press-radio-television) and informationleaflets.

Information on high schools Sesiones, by police monitors driver education andvoluntary associations of victims of road accidents, by introducing positivereinforcement for early helmet (helmets and drawing workshops airbrushing todecorate) .

Medidas disciplinary increasing the number of police checkpoints dedicated todetect the use of helmets and punish violations. Immobilising vehicles when thedriver and / or occupant of the motorcycle / moped not wearing a helmet.

Refuerzos positive safe behavior during police checks (gifts for drivers compliant).

Observational to assess the extent of helmet use by users before and after theimplementation of programs promoting the use of helmets Estudios.

Acciones communication aimed at users of these vehicles during the summer of2009 (stop in this season drivers helmet dispense heat).

Realizacin survey on driving habits and exposure in adolescents.

Prcticas circuits playgrounds and bicycle users and / or influencing karts helmetuse in these vehicles. Use of systems using point loss penalty if they commitoffenses.

Cursos driver education for seniors.Campaas awareness and information on helmet use through the web, tables and

workshops with neighborhood associations and through illuminated panels installed.

In some municipalities, through some of these measures they have managed toincrease helmet use in the city from 48% in 2001 to 98% in 2008.

2.4. MOBILE PHONE USE

The focus becomes a complex mechanism that depends largely on proper driving.Only good care allow adequate processing and a tight decision, which will be

reflected in appropriate executions for driving within acceptable safety margins. Thatis why distractions while driving, among which Letv Le 1 Pro Mobile phone use, areamong the most common human errors that are related to accidents.

The rules governing the conditions and exceptions that the use of mobile devices inthe conduct prohibited is written in Article 11 of Law 19/2001, of 19 December, whichrepresents a modification of Royal Decree 339/1990, March 2 (see Annex).

Factors related to mobile phone use on driving (Barometer, 2011)

Given the worrying results we have already commented on the use of mobile in theoverall conduct (41% use it while driving with or without hands free) analyzed the

differences between the groups:


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Los men recognize further the usual ZTE Star 1 Mobile phone use while driving(6% versus 2.5% for women).

El most problematic age group is that of young adults followed.

For this En risk behavior they change educational profiles being highly educated

group that makes a greater proportional use of Elephone M3 Mobile phone whiledriving.

This high on the risk profiles compared with not using a seat belt or helmet change isprobably explained by the habits of behavior and lifestyle of these groups that causeincreased use of mobile in contexts not adequate (greater exposure hours driving,work stress, ...).

In addition, some social permissiveness of this kind of behavior is observed: drivingtalking on the phone with handsfree is regarded as the least dangerous behaviorwhich respondents were asked (on a scale of 0-10 only give a 6.17 average) valuewithout handsfree is located only in the ninth most dangerous behavior.

In 2009 the Traffic Civil Guard made 138 107 complaints for using your Letv Le 1 ProMobile phone, this figure represents a 12% increase over the previous year and threetimes those made in 2003 (45,407).

Effects

In a first approach we can say that there are many dangers of ZTE Star 1 Mobilephones in motor vehicles, which could be grouped under the general name oftechnological hazards and those who can highlight the following:

Si the phone is not hands-free and carries no external antenna, some interferencemay be created with the electronics of the car, and even lead to damage to healthfrom radiation emitted and received inside the vehicle.

Es also dangerous to use mobile at petrol stations and in certain circumstancescould cause sparks, resulting in fire. And sometimes they can affect electronic fuelvending machines.

El and more serious risk is fully found its distracting effect, increasing the chanceof having an accident. Some studies suggest that when combined mobile and drivingthe risk of loss can increase between 5 and 10 times. It is claimed that Elephone M3

Mobile phone use increases the risk of accidents to levels similar to those that woulddrive with a BAC of 1.0 g / l.

Alterations and most common problems encountered when using mobile andincrease the risk of accident are:

Hay clear interference in motor vehicle handling, for example, are less likely to bewell controlled steering wheel, intermittent or gearshift.

Aumentan considerably distractions for drivers, resulting in frequent collisions withother vehicles or objects.

En often the driver does not know exactly where it is or what its position in traffic.

They are, in this sense, very frequent confusion itineraries.Se alter the safety distance which usually results in frequent scopes in the city.
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Se also alters the speed with strong and sudden changes though, curiously, with atendency to go more slowly than usual, perhaps because the subject is aware of theirrisk behavior.

Aumenta sensitively reaction time of the driver.

Son also very common off the road because there are many sharp turns anddeviations from the path.

Se commit more offenses than usual, especially for lack of uptake of signaling.Some studies have found that if not normally perceive between 5-15% of trafficsignals, when used mobile can fail to capture up to 50%.

Altera very significantly executions driver (simulator experiments have evaluatedparameters such as speed, trajectory, visual exploration and reaction time).

Regarding the moments of greatest risk when the Letv Le 1 Pro Mobile phone isused various investigations have allowed to reach the following conclusions:

El first dangerous moment is when a call is received. There is an element thatalters the pulse surprise, brain activity and electrical conductivity of the skin. In thiscase no danger even with hands free. Studies also tell us that many drivers leave thephone in an inaccessible place and to receive the call traffic can throw severalseconds while you seek. The risk is extremely high when a call comes in or nearcurves ahead.

El second time when risk is being dialed. Usually this action in a regular phone,requires 5-10 seconds. That means that if you are driving at 120 km / h can bereached to travel between 180 and 350 meters without proper control of the vehicle.

El third dangerous time is when you are talking. The risk increases with each

passing seconds and is especially serious in the second minute of talk. We know thatduring the first two minutes of conversation, the driver still has an acceptableattention to the road. Then, little by little is more involved in the conversation,cognitive the talk and attention away from the traffic with the risk representations.The danger here is similar to the speakerphone.

But the issue of mobile traffic not only affects drivers; It is also serious for pedestrians.Among the most common errors and violations of pedestrians talking on the phonestand out:

Frequently Distracciones

No respect the traffic light

Pararse abruptly without justification

I look at the road No

I No perceive the arrival of a vehicle

Cruzar for an inappropriate place

Finally, it should be clarified that a good used in ZTE Star 1 Mobile phone traffic isrecommended and can be very useful, for example, for providing early warning of anaccident or to report a fault or an emergency.

Measures
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The catalog of experiences in urban traffic (ONSV, 2011) outlines some actionstaken by some municipalities in which it affects discourage dangerous practices suchas using mobile phone on driving:

Realizacin communication campaigns and driver education on the effects ofmobile phone use on driving

Campaas police control and road safety (diffusion through the press and localradio).

3. DISTRACTION AS A RISK FACTOR.

3.1. INTRODUCTION

All studies agree that between 70 and 90 percent of accidents are caused by the so-called human factor. Among the most important, according to statistics, they are

certainly related to poor attention and distractions.

The definition of driving insists that this is a complex activity that requires thecompletion of many different tasks simultaneously. The skilled driver can, in mostcases, carry out various tasks successfully because it has automated much of it.However, for the less skilled drivers, novice, the elderly or in cases where theexternal domestic traffic (traffic density, stimulation on the road, driver internal states,concerns, feelings, ...) or conditions exceed the cognitive abilities, it may malfunctionor failure in the runtime. This is mainly because you can not make a distribution ofattentional resources optimally.

Distractions are failures of our focused attention. They occur because we are

incapable of focusing on a source of environmental information. Or, because theenvironment requires us to simultaneemos attention to various sources of information(in this case we speak of problems of our divided attention).

Accidents due to distractions have three important characteristics for what isconsidered a major risk factor in traffic.

First, they are very common as they come to represent about 38% of accidents in ourcountry (data from the DGT for 2009). Roadside distraction comes as associated withcrash in 44% of cases in urban areas and 34% factor. For some time it appears firstin the "ranking" of violations of the driver who in the opinion of the agents werecausally related to the accident (although you must be aware that this classificationcategory of offenses has significant quality problems used in many cases as "disasterdrawer" before the indecision of police officers when determining the specific reasonswhy the accident occurred).

Secondly the consequences of accidents by distraction are particularly serious, sinceit involves disregarding the traffic situation during a time period in which they cantravel hundreds of meters without control.

Third follow an ascending line in recent years. This is due in part to the sophisticationof the vehicles that require less management effort than in the past and improvingthe roads being so safe that lower the level of activation and driver's attention.


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Therefore, if the distraction is diversion of a driver's attention to other objectives ofthe task of guiding the vehicle, then one could say that the latter is referreddistracting.

3.2. CLASSIFICATION DISTRACTERS

There is thus a wide range of factors that can lead to inadequate care or cause theappearance of distractions. Some stem from the environment surrounding theconductor (external) and others come from the individual himself (internal).

Agents provocateurs external distractions

Una wrong signals, or signals an excessive concentration on the road, whichprevents proper distribution of care, while allowing for the emergence of fatigue.

El background surrounding the stimulus to which we serve. It is known, forexample, a signal which is surrounded by a complex perceptual field is poorlycaptured and usually attracts little attention from drivers

Las calls interfering behaviors, that is, the inordinate attention to some stranger todriving, such as landscape, advertisements or other surrounding objects of the roador the vehicle, smoking, etc., removing the attention of element signals, road or othervehicles. In this sense, the use of Elephone M3 Mobile phones (even hands-free) onthe vehicle becomes especially dangerous, as there may be an attentional overloadin a precise moment in which a selective focus on the driving task required.

La search for information outside the driving bars, hotels, a telephone booth, etc.,usually one of the frequent causes of the appearance of distractions.

El degree of brightness and its variations, changes in environment or light,especially at night, which call for a attentional sensory and fast adaptation, for

example at the entrance to tunnels or at sunset.Una too familiar road, driving confidence or followed route, which can also lead to

a reduction of attentional alert. According to the statistics off the road, especially instraight without danger they are one of the leading causes of accidents. Experienceand familiarity leads to late detection of any conflict or obstacle eventuality that couldbe given suddenly on the road.

La location stimulus to the driver also has great importance. Level crossings, forexample, are much more dangerous seven times more-when the train is approachingfrom the rear of the driver's view or right, thus being further away from the attentionalfield that driving a vehicle.

Temperaturas high in the vehicle interior monitoring affect redistributing attention tothe outermost traffic signals. In addition, they can affect significantly the driver'sreaction time.

La novedosidad or rarity of stimuli on the road, its color-brightness, size, repeatinga signal, etc., will help to attract and hold the attention of the driver, to a greater orlesser extent.

Internal factors that cause distractions


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Determinadas personality characteristics. Extroverts drivers may have moredifficulty sustaining attention and are more prone to distractions.

Estados transitory psychological due to fatigue, depression, stress, anxiety, sleep,etc. If the driver is especially attentive to their inner world, its problems, etc., you cansubtract ability to perceive and analyze external stimuli, with the consequent riskdriving.

Mantener interfering behaviors, such as putting a tape, light up, look for somethingin the glove compartment or to buckle up.

La motivation or lack of something. For example, when driving hungry and isespecially helpful in finding a restaurant on the road, it decreases attention to otherstimuli, harnessing distractions.

Tener certain physical problems such as brain damage or sensory disturbances.

Advanced Edad, which makes less control is taken care by accelerating the onsetof fatigue and distractions.

Estar under the influence of some substances like alcohol and certain drugs alterthe level of alertness and reduces the degree of activation is needed to addressproperly.

3.3. Implications of distracted driving

Driving distractions may have different consequences. The most common anddangerous are related to the control of the vehicle. Below are listed the most relevant:

Dificultad to control the lateral position.

Deficiente control driving speed.

Disminucin of the safety distance.

Reduccin safety practices (eg direct the steering wheel with one hand).

Aumento of cognitive load.

Incremento reaction time.

In this sense, the scientific evidence shows that the brake reaction time increaseswith the degree of complexity of the distraction and age of drivers. For example,select the track of a CD (which has already been introduced in the reader) may

increase the braking time by 29.4%, speaking by phone handsfree 18.6% or 15.6 talkto other passengers

In any case, the danger of distractions depends on three factors: the complexity ofthe distracting task, its duration and frequency.

Complexity refers to the intensity of diverting attention involving the distractingactivity, be it visual, auditory, biomechanical or cognitive. For example, turn on theradio may take his eyes off the road briefly and easy handling of the radio while todial a phone number should divert attention from the road longer and generallyrequires more handling complex or protracted.

The duration may vary significantly depending on the type of distraction: talking to

passengers, listening to the radio or stereo, talking on the Letv Le 1 Pro Mobile


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phone, eating and drinking are some of the simultaneous driving activities that oftenhave longer life .

Regarding frequency, the available evidence shows that the most frequentdistractions are related to the use of technological devices. For example, somestudies have classified some of the distractions that occur more frequently ineveryday driving:

4. fatigue, and somnolence AS RISK FACTORS.

4.1. INTRODUCTION

It is an undoubted fact that a person is not always in the best psycho-physicalconditions while driving. The ideal disposition in terms of fitness and ability,qualifications and experience enable him to this complex task.

However, there is another set of factors, disorders and mental and physical disorderthat more or less temporarily, will impair their ability to drive. These risk factors referto alcohol, drugs, drugs, stress, depression, sleep, fatigue ... and has provendamaging effect perceptual abilities (increasing the time of recognition or preventingit, ...), deteriorating response capabilities relevant to the driving activity (slowingreaction times, increasing the braking distance, ...) and producing an erroneousdecision making (reducing the generation of alternatives, causing a bad choice orreducing the perceived risk).

In this section we describe some aspects of two of these factors: fatigue and sleep.

4.2. FATIGUE

To drive safely nervous system has to be fairly active, but the driver does not havean unlimited flow of energy, so you should ration. Fatigue is precisely psychophysicalstate that produces a decrease in energy capacity by the action of fatigue.

Tiredness or fatigue (either physical or mental) is considered one of the mostdangerous states when a vehicle because he is known to interfere with the properprocessing of information and the adjusted decision making is conducted, which willbe reflected in runtime errors for driving within acceptable safety margins.

4.2.1. Factors that enhance the onset of fatigue

Many of the errors (both the search and selection of relevant information, as in thesubsequent decision-making process and implementation of the response) that canlead to an accident, have at their base that peculiar psychophysical state transitorycalled fatigue . These states can be facilitated or enhanced by several factors:

External or situational Factores as the monotony of the road and the lack ofexternal stimuli, firm defective, high traffic density and downs, the road works,changes in light of dawn or dusk, rain, fog or snow, etc.

Factores related vehicle: excessive engine noise, poor ergonomic design of thecontrols and seats, steering problems or suspension, poor ventilation, excessive

heating, accumulation caused by cigarette smoke or exhaust, poor lighting, vibrationin the vehicle, etc.


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Factores related to the driver himself as a permanent attention and concentration,long periods of driving, poor placement in the vehicle seat, prolonged periods ofexcessive activation and alert, constantly maintain a high speed, pressing need tomeet a schedule, there physical or psychological disorders, driving hungry or sleepdisturbances habitual rhythm of life, prior to driving or monotonous tasks requiring a

high energy expenditure or mental-physical implementation, drink alcohol or takeheavy meals, etc.

4.2.2. EXPRESSIONS OF FATIGUE DRIVING

The main manifestations and negative symptoms of fatigue on driving are:

disminucin level of vigilance and attention,

disminucin precision and speed of responses,

aparicin a slow and weakened perception,

incremento reaction time to brake,

disminucin motivation,

tendencia to accept lower own precision and performance levels,

aceptacin riskier,

deficiencias in the interpretation of certain news items,

reduccin of attention span and decreased ability to perform two taskssimultaneously

A first indicator of the presence of fatigue involves the appearance of postural

changes, postural adjustments and some stereotyping of movements. In a secondstage difficult to maintain the level of implementation arise, which can be experiencedas clumsiness, difficulty concentrating or motor problems. Finally, it is important tonote that in a third stage or level, many of the symptoms of the previous period andthe subject perceives an intense fatigue, boredom, anxiety, and even cholera andacute sleep, which may further predispose to the accident or incident if you keepdriving.

4.3. SLEEP AND Drowsiness

According to statistics, nighttime accidents usually result in relative terms in moredeaths and serious injuries.

There are many causes that can cause, but among them you could highlight the drivewithout having slept long enough. This is because the dream produced a series ofnegative changes in complex mental and physical abilities required for the activity ofdriving. Thus, according to the General Directorate of Traffic it is estimated that sleepis responsible for 20% of fatal accidents in Spain.

A typical accident involving the dream could have the following characteristics: itwould occur during the final hours of the night / early morning or late afternoon, itwould be a serious accident in a single vehicle leaves the roadway, would rise to high

speeds, the driver does not try to avoid the accident and the driver would go alone inthe vehicle.


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4.3.1. Factors that increase the risk of drowsy driving

A set of chronic predisposing factors and occasional situational factors that increasethe risk of driving under the influence of sleep and thus an accident due to this cause:

La deprivation or sleep loss

El fragmented sleep

Restrictive labor Patrones sleep and circadian factors

Los driving patterns

El use of sedating medications

Enfermedades sleep (apnea)

Alcohol Consumo

4.3.2. EFFECTS OF THE LACK OF SLEEP IN THE CAR

Numbness or lack of sleep can lead to an accident due to resulting in a change insome aspects of human performance they are critical to driving safety. The mostsignificant damage include:

Enlentecimiento reaction time

Reduccin monitoring: the performance declines, increases periods of no responseor delayed response and favors the appearance of distractions.

Dficits in information processing: Process and integrate information takes longer,the reliability of short-term memory performance declines and declines

Alteraciones drive: Detriment of motor response and increased slow reactions.Appearance of mild tremors or other members of the body, with the risk that thisentails.

Aparicin of Microsleeps: For a very short period of time consciousness, for roadsigns or other vehicles is lost.

Alteracin of sensory functions: Rise sensory thresholds, reducing its carryingcapacity, so that higher than normal stimuli are needed, so they can be captured.Visual impairment (impaired binocular convergence, difficulty focusing vision, blurredpvisin and greater eyestrain).

Alteraciones perception: Captan worse or more incorrectly signals, lights, sounds,etc., particularly altering the perception of depth, distance, speed and time.

Studies on the effect of sleep deprivation make it clear that after 24 hours withoutsleep is becoming difficult to prevent sleep, signs of irritability, fatigue, burning anddry eyes and elation and hilarity to neutral stimuli. At 48 hours start to be alterationsin perception, attention and reflexes, vision becomes blurred, and even some visualillusions occur. From 48 hours is greatly exacerbates the condition of the individualpresenting hallucinatory processes and sleepiness becomes anguish, with the firstsigns of what is called "psychosis of sleep deprivation."

The negative aspects of sleep can be affected and enhanced by a whole set of

variables:


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Age: People of advanced age have much less control of sleep and its negativeeffects at the wheel, that younger people.

The psychophysical state: When the driver suffer some form of physical orpsychological disorder which stipulate that their state may accelerate more thanusual negative effects of sleep.

The type of road: The very straight and monotonous way, favor a decrease of careand lower the nervous system activity, promoting relaxation and thereby facilitatingsleep.

Drugs and other substances: Many drugs have hypnotic or relaxing effects added toits specific action. In addition, some stimulants (used frequently by some to remainactive and awake) often produce a "rebound effect" that makes his last action, sleepensues with greater intensity.

Environmental variables: Lack of adequate oxygenation and ventilation in the cabinof the vehicle being driven, the entry of gases in the cabin or the accumulation of

cigarette smoke and heat.Fatigue: A greater fatigue and more sleep more sleep is often given greater fatigue.

Behaviors and habits during the day: any conduct which causes activation, anxiety orstress have a negative effect on sleep.

4.3. SLEEP AND Drowsiness

According to statistics, nighttime accidents usually result in relative terms in moredeaths and serious injuries.

There are many causes that can cause, but among them you could highlight the drivewithout having slept long enough. This is because the dream produced a series ofnegative changes in complex mental and physical abilities required for the activity ofdriving. Thus, according to the General Directorate of Traffic it is estimated that sleepis responsible for 20% of fatal accidents in Spain.

A typical accident involving the dream could have the following characteristics: itwould occur during the final hours of the night / early morning or late afternoon, itwould be a serious accident in a single vehicle leaves the roadway, would rise to highspeeds, the driver does not try to avoid the accident and the driver would go alone inthe vehicle.

4.3.1. Factors that increase the risk of drowsy driving

A set of chronic predisposing factors and occasional situational factors that increasethe risk of driving under the influence of sleep and thus an accident due to this cause:

La deprivation or sleep loss

El fragmented sleep

Restrictive labor Patrones sleep and circadian factors

Los driving patterns

El use of sedating medications

Enfermedades sleep (apnea)


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Alcohol Consumo

4.3.2. EFFECTS OF THE LACK OF SLEEP IN THE CAR

Numbness or lack of sleep can lead to an accident due to resulting in a change insome aspects of human performance they are critical to driving safety. The most

significant damage include:Enlentecimiento reaction time

Reduccin monitoring: the performance declines, increases periods of no responseor delayed response and favors the appearance of distractions.

Dficits in information processing: Process and integrate information takes longer,the reliability of short-term memory performance declines and declines

Alteraciones drive: Detriment of motor response and increased slow reactions.Appearance of mild tremors or other members of the body, with the risk that thisentails.

Aparicin of Microsleeps: For a very short period of time consciousness, for roadsigns or other vehicles is lost.

Alteracin of sensory functions: Rise sensory thresholds, reducing its carryingcapacity, so that higher than normal stimuli are needed, so they can be captured.Visual impairment (impaired binocular convergence, difficulty focusing vision, blurredpvisin and greater eyestrain).

Alteraciones perception: Captan worse or more incorrectly signals, lights, sounds,etc., particularly altering the perception of depth, distance, speed and time.

Studies on the effect of sleep deprivation make it clear that after 24 hours without

sleep is becoming difficult to prevent sleep, signs of irritability, fatigue, burning anddry eyes and elation and hilarity to neutral stimuli. At 48 hours start to be alterationsin perception, attention and reflexes, vision becomes blurred, and even some visualillusions occur. From 48 hours is greatly exacerbates the condition of the individualpresenting hallucinatory processes and sleepiness becomes anguish, with the firstsigns of what is called "psychosis of sleep deprivation."

The negative aspects of sleep can be affected and enhanced by a whole set ofvariables:

Age: People of advanced age have much less control of sleep and its negativeeffects at the wheel, that younger people.

The psychophysical state: When the driver suffer some form of physical orpsychological disorder which stipulate that their state may accelerate more thanusual negative effects of sleep.

The type of road: The very straight and monotonous way, favor a decrease of careand lower the nervous system activity, promoting relaxation and thereby facilitatingsleep.

Drugs and other substances: Many drugs have hypnotic or relaxing effects added toits specific action. In addition, some stimulants (used frequently by some to remainactive and awake) often produce a "rebound effect" that makes his last action, sleepensues with greater intensity.


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Environmental variables: Lack of adequate oxygenation and ventilation in the cabinof the vehicle being driven, the entry of gases in the cabin or the accumulation ofcigarette smoke and heat.

Fatigue: A greater fatigue and more sleep more sleep is often given greater fatigue.

Behaviors and habits during the day: any conduct which causes activation, anxiety orstress have a negative effect on sleep.

4.3. HOW TO AVOID THE EFFECTS OF FATIGUE AND SLEEP

The best way to avoid fatigue and lack of sleep is rest and, in any case, know thatthere is a wide range of factors and strategies that can mitigate the harmful effects offatigue include:

Realizar adequate food, not to promote fatigue or promote sleep. Do not carryheavy, heavy or rich in calories and fat meals.

Beber abundantly water, because dehydration causes muscle fatigue andsometimes sleepiness. Take a coffee or moderately stimulating not harmful to health.Do not resort to ingestion of toxic as alcohol, snuff, stimulants, etc.

Realizar frequent stops (approximately every 200 kms), especially on overnighttrips in order to break the monotony and revive muscles. Wash face and arms withcold water.

Si driving at night should go well rested. It is also considered dangerous drivinglast hour of the workday. Do not perform heavy physical exercise before you startdriving.

Tener the vehicle cabin at a good temperature, or in any case well ventilated.Avoid noise and vibrations in the vehicle, especially the wheels.

Procurar converse with a companion to keep activated the CNS.

Procurar not change the beat, regular hours and sleep duration.

Tener note that certain emotional states like trouble, excitement, worries, etc.,facilitate the onset of fatigue.

Tener care with long journeys to which one is not accustomed. Speed changefrequently and take appropriate positions

Evitar eyestrain by crystal glasses with polarized lenses, preferably brown, serve to

eliminate flicker and absorb light waves.

In any case, if you do not have absolute confidence to overcome the dream or thefatigue, it is best to stop the vehicle and rest time to recover all the driving skillsrequired. Because like the these risk factors make quickly lost a whole range of skillsneeded to drive, adequate rest also allows rapid recovery of the same.

TEMA 27 Parte Comun Mov Segura12e

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