Belt Use Rates Among Taxicab Drivers in a Jurisdiction with License Points for Nonuse

Ferguson, Susan A.; Wells, Joann K.; Williams, Allan F.; Feldman, Amy F.

doi:10.1016/s0022-4375(99)00002-x

Cited by 8 publications

(5 citation statements)

References 8 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Several studies included data on violations or accidents before and after introduction of a PS. However, in some of these cases, introduction of PS was combined with intensified police enforcement or higher fines, so that it is not possible to disentangle any effect of PS from the effect of the other measures (for example, Ferguson et al, 1999;Izquierdo et al, 2011;Mikulik, 2007;Montag, 2014;Sze et al, 2011).…”

Section: Introductionmentioning

confidence: 99%

Effects of a penalty point system on traffic violations

Sagberg

Ingebrigtsen

2018

Accident Analysis & Prevention

View full text Add to dashboard Cite

We analysed data from the Norwegian driver's licence penalty point register over a three-year period, in order to investigate whether the number of incurred penalty points in a given time period can predict the probability of incurring additional points in the subsequent period. Data for all category B drivers without penalty points at the start of the study period were included in the analyses. Norway's penalty point system implies that speeding and various other traffic violations result in two or three penalty points for full-license drivers and four or six points for probationary-license drivers. Eight points within a three-year period results in a six-month disqualification. Two hypotheses were formulated: 1) A "driving style effect" implying that drivers with previous penalty points have a higher probability of incurring new points than drivers without previous points; and 2) a "deterrence effect" implying that drivers with more than four points have a reduced probability of incurring new points, due to impending risk of license revocation. Results showed an inverted U-shaped relationship between number of penalty points incurred during a one-year period and the number of additional penalty points incurred in the subsequent year, with the highest number for drivers with four previous points. Thus, both hypotheses were clearly supported, and it is concluded that the penalty point system has a significant deterring effect for drivers who are at high risk of losing their license at the next infraction.

show abstract

Section: Introductionmentioning

confidence: 99%

Effects of a penalty point system on traffic violations

Sagberg

Ingebrigtsen

2018

Accident Analysis & Prevention

View full text Add to dashboard Cite

show abstract

“…There is little research on seat belt use by rear seat passengers in taxi cabs. Ferguson, Wells, Williams, & Feldman (1999) studied taxi driver seat belt use (not taxi passenger use) in Washington DC (primary seat belt law enforcement, with taxi drivers not exempt), Maryland (primary seat belt law enforcement, with taxi drivers exempt), and Virginia (secondary seat belt law enforcement, with taxi drivers exempt). Ferguson et al (1999) found that taxi drivers' seat belt use was higher in DC (74%) than in Maryland (20%) and in Virginia (38%).…”

Section: Introductionmentioning

confidence: 99%

Seat belt use by adult rear seat passengers in private passenger, taxi, and rideshare vehicles

Nemire¹

2017

Proceedings of the Human Factors and Ergonomics Society Annual

View full text Add to dashboard Cite

Using seat belts reduces traffic injuries and fatalities. There are no observational studies comparing use of seat belts by front and rear seat adult passengers in the United States (U.S.), and no comparisons of rear seat belt use by adult passengers in private, taxi, and rideshare vehicles. This observational study of drivers and adult passengers in two cities, one with a primary and the other with a secondary seat belt enforcement law, found the laws affected seat belt use by drivers but not by rear seat passengers, and that rear seat passengers wore seat belts more in private vehicles than in taxis. The latter result was not because of lack of seat belt availability in taxis. Results also showed that modeling of seat belt use by drivers had little effect on seat belt use by rear seat passengers. Results from rideshare vehicles was mixed. Implications for future research and countermeasures are discussed.

show abstract

“…Their safety belt use rate is 74%. 9 This prevalence was noted to be higher than that of other motor vehicle occupants in the district.…”

Section: Discussionmentioning

confidence: 87%

“…The prevalence of taxi driver safety belt use in those states is between 8% and 50% and 12% and 45%, respectively. 9 The variability in that study was due to differences in observed city-level safety belt use rates. In New York City, where a secondary seatbelt law exempts taxi drivers, safety belt use among drivers of taxicabs involved in motor vehicle crashes was 43% in 1999.…”

Section: Discussionmentioning

confidence: 91%