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In 1986, our first seat belt survey discovered that only 18% of Utah motorists used seat belts! Since then, occupant protection programs have been developed, implemented and evaluated, saving countless lives by encouraging individuals to do the number one thing they can do to protect themselves in a crash…wear a seat belt.

Producción Científica, The European DRUID (Drive Under the Influence of drugs, alcohol, and medicines) program classifies medications into three categories according to their effect on one’s fitness to drive. The trend in the use of driving-impairing medicines (DIMs) in a region of Spain between 2015 and 2019 was analyzed through a population-based registry study. Pharmacy dispensing records for DIMs are provided. The use of DIMs on drivers was weighted according to the national driver’s license census. The analysis was performed considering the population distribution by age and sex, treatment length, and the three DRUID categories. DIMs were used by 36.46% of the population and 27.91% of drivers, mainly chronically, with considerable daily use (8.04% and 5.34%, respectively). Use was more common in females than in males (42.28% vs. 30.44%) and increased with age. Among drivers, consumption decreases after 60 years of age for females and after 75 years of age for males. There was a 34% increase in the use of DIMs between 2015 and 2019, with a focus on daily use (>60%). The general population took 2.27 ± 1.76 DIMs, fundamentally category II (moderate influence on fitness to drive) (20.3%) and category III (severe influence on fitness to drive) (19.08%). The use of DIMs by the general population and drivers is significant and has increased in recent years. The integration of the DRUID classification into electronic prescription tools would assist physicians and pharmacists in providing adequate information to the patient about the effects of prescribed medications on their fitness to drive., Instituto de Salud Carlos III y Fondo Europeo de Desarrollo Regional (FEDER) - (grant RD16/0017/0006)

Need to merge while driving in Utah? Use the zipper merge. It helps reduce congestion by as much as 40 percent.

Background and purpose: Parkinson's disease (PD) and multiple sclerosis (MS) can impair driving. However, we lack evidence on car accidents associated with these diseases. The aims of this study were to examine what types of car accident were associated with drivers with PD and MS, compared to individuals with ulcerative colitis (UC; the comparison group), and to evaluate the occurrence of car accidents in relation to years since diagnosis. Methods: This retrospective nationwide, registry-based study included drivers involved in car accidents between 2010 and 2019, based on the Swedish Traffic Accident Data Acquisition database. Data on pre-existing diagnoses were retrieved retrospectively from the National Patient Registry. Data analyses included group comparisons, time-to-event analysis, and binary logistic regression. Results: In total, 1491 drivers, including 199 with PD, 385 with MS, and 907 with UC, were registered to have been involved in a car accident. The mean time from diagnosis to the car accident was 5.6 years for PD, 8.0 years for MS, and 9.4 years for UC. Time to car accident since diagnosis differed significantly (p < 0.001) among groups (adjusted for age). Drivers with PD had more than twice the odds of a single-car accident than drivers with MS or UC, but no differences were observed between MS and UC. Conclusions: Drivers with PD were older and experienced the car accident within a shorter timeframe after disease diagnosis. Although several factors may cause a car accident, fitness to drive could be more thoroughly evaluated for patients with PD by physicians, even early after the diagnosis.

Background and purpose: Parkinson's disease (PD) and multiple sclerosis (MS) can impair driving. However, we lack evidence on car accidents associated with these diseases. The aims of this study were to examine what types of car accident were associated with drivers with PD and MS, compared to individuals with ulcerative colitis (UC; the comparison group), and to evaluate the occurrence of car accidents in relation to years since diagnosis. Methods: This retrospective nationwide, registry-based study included drivers involved in car accidents between 2010 and 2019, based on the Swedish Traffic Accident Data Acquisition database. Data on pre-existing diagnoses were retrieved retrospectively from the National Patient Registry. Data analyses included group comparisons, time-to-event analysis, and binary logistic regression. Results: In total, 1491 drivers, including 199 with PD, 385 with MS, and 907 with UC, were registered to have been involved in a car accident. The mean time from diagnosis to the car accident was 5.6 years for PD, 8.0 years for MS, and 9.4 years for UC. Time to car accident since diagnosis differed significantly (p < 0.001) among groups (adjusted for age). Drivers with PD had more than twice the odds of a single-car accident than drivers with MS or UC, but no differences were observed between MS and UC. Conclusions: Drivers with PD were older and experienced the car accident within a shorter timeframe after disease diagnosis. Although several factors may cause a car accident, fitness to drive could be more thoroughly evaluated for patients with PD by physicians, even early after the diagnosis.

BackgroundCannabis is increasingly used both medically and recreationally. With widespread use, there is growing concern about how to identify cannabis-impaired drivers.MethodsA placebo-controlled randomized double-blinded protocol was conducted to study the effects of cannabis on driving performance. One hundred ninety-one participants were randomized to smoke ad libitum a cannabis cigarette containing placebo or delta-9-tetrahydrocannabinol (THC) (5.9% or 13.4%). Blood, oral fluid (OF), and breath samples were collected along with longitudinal driving performance on a simulator (standard deviation of lateral position [SDLP] and car following [coherence]) over a 5-hour period. Law enforcement officers performed field sobriety tests (FSTs) to determine if participants were impaired.ResultsThere was no relationship between THC concentrations measured in blood, OF, or breath and SDLP or coherence at any of the timepoints studied (P > 0.05). FSTs were significant (P < 0.05) for classifying participants into the THC group vs the placebo group up to 188 minutes after smoking. Seventy-one minutes after smoking, FSTs classified 81% of the participants who received active drug as being impaired. However, 49% of participants who smoked placebo (controls) were also deemed impaired at this same timepoint. Combining a 2 ng/mL THC cutoff in OF with positive findings on FSTs reduced the number of controls classified as impaired to zero, 86 minutes after smoking the placebo.ConclusionsRequiring a positive toxicology result in addition to the FST observations substantially improved the classification accuracy regarding possible driving under the influence of THC by decreasing the percentage of controls classified as impaired.

Objective: An intervention was designed and carried out to increase awareness during the activity of simulated driving, in a case of a person with a stroke. Methods: based on the dynamic awareness model, the intervention was based on self-experience and visual feedback through performance videos. Results: An improvement in awareness immediately after the performance (subsequent self-assessment) was achieved by the user, but not in anticipatory awareness before the activity. Conclusions: subsequent self-assessment improves after the experience and feedback, but anticipatory awareness does not, perhaps because of memory disorders. Future studies should address how to achieve effects on the advance of the activity performance., Objetivos: diseñar y llevar a cabo una intervención para aumentar la conciencia durante el desempeño de la actividad de conducir un simulador, en un caso de una persona con un accidente cerebrovascular. Métodos: basándose en el modelo de conciencia dinámica, la intervención se centró en la propia experiencia y en el feedback visual a través de vídeos sobre el desempeño. Resultados: el usuario obtuvo una mejoría en la conciencia inmediatamente después del desempeño (autoevaluación posterior), pero no en la conciencia anticipatoria antes de la actividad. Conclusiones: la autoevaluación posterior mejora tras la experiencia y el feedback, pero no lo hace la conciencia anticipatoria, quizás debido a alteraciones en la memoria. Estudios futuros deberán abordar cómo conseguir efectos sobre la anticipación del desempeño de la actividad.

Need to merge while driving in Utah? Use the zipper merge. It helps reduce congestion by as much as 40 percent.

BACKGROUND: Motor vehicle crashes among teen drivers often involve passengers in the teens vehicle and occupants of other vehicles, and the full cost burden for all individuals is largely unknown. This analysis estimated direct hospitalisation and emergency department charges for teen-involved crashes by teen culpability, comparing charges for the teen driver, passengers and occupants of other vehicles. METHODS: Probabilistic linkage was performed to link the Iowa police crash reports with Iowa emergency department and Iowa hospital inpatient data. Teen drivers aged 14-17 involved in a crash from 2016 through 2020 were included. Teen culpability was determined through the crash report and examined by teen and crash characteristics. Direct medical charges were estimated from charges through linkage to the Iowa hospital inpatient and the Iowa emergency department databases. RESULTS: Among the 28 062 teen drivers involved in vehicle crashes in Iowa between 2016 and 2020, 62.1% were culpable and 37.9% were not culpable. For all parties involved, the inpatient charges were $20.5 million in culpable crashes and $7.2 million in non-culpable crashes. The emergency department charges were $18.7 million in teen culpable crashes and $6.8 million in teen non-culpable crashes. Of the $20.5 million total inpatient charges in which a teen driver was culpable, charges of $9.5 million (46.3%) were for the injured teen driver and $11.0 million (53.7%) for other involved parties. CONCLUSIONS: Culpable teen-involved crashes lead to higher proportions of injury and higher medical charges, with most of these charges covering other individuals in the crash.

This handbook is a collaborative effort between AAMVA and the Utah Driver License Division and contains the rules which should be followed when operating any vehicle on Utah roads. The operator of a bicycle must obey the same rules of the road, and has the same rights and duties as the operator of a motor vehicle or other vehicle.

Don’t risk hurting someone by driving impaired. If you feel different, you drive different. So, plan a sober ride.

Don’t risk losing your job — or worse — over a DUI. If you feel different, you drive different. So, plan a sober ride.

Don’t risk losing your license — or worse — over a DUI. If you feel different, you drive different. So, plan a sober ride.

Don’t risk a $10,000 fine over a DUI. If you feel different, you drive different. So, plan a sober ride.

Skip that date with death. Make sure you always wear your seat belt whenever you’re in a vehicle. Buckle up every trip.

You never know when death is going to strike, but you can do something to avoid it. Buckle up every trip.

Need to remember the basics of safe driving? Keep at least two seconds of following distance between you and other cars.

Need to remember the basics of safe driving? Be sure to stop or yield to pedestrians in crosswalks.

Death loves public displays of affection. But you can avoid it by wearing your seat belt properly. Buckle up every trip.

Autonomous driving is a growing research field, that still has many challenges. The main challenges are related to decision‑making algorithms, human‑machine interaction, and acceptance of the technology. Also, the absence of human drivers in autonomous vehicles creates a gap between users and pedestrians interacting with the vehicle. This article aims to define vehicle awareness, which eases the collaboration with users to improve safety and have a more human‑like driving to increase technology acceptance. In addition, our approach can be extended to express vehicle social awareness towards pedestrians and road users. Our approach is based on affective computing. Affective computing is a tool to grant computers to genuinely become intelligent and interact better with humans. Moreover, one of its components is the generation of emotions, of which two of the most important elements are cognitive emotions and primary emotions. The article’s objective is to design the model of a primary emotion component, based on safety that can be personalized depending on the user’s driving style. This component is called the stress factor. The stress factor is correlated with the probability of an accident. The vehicle stress factors contain parameters that can be personalized as a function of a driving style. The stress factor is then attached to an existing cognitive emotion system (CarE) in the automotive domain which we called CarEs. The results of the system behavior showed promising results. The stress factor showed to be useful as a safety indicator. Also, the stress factor can be personalized with the vehicle operation state component. In conclusion, the new system known as CarEs generates vehicle awareness, by improving the vehicle’s collaboration with the driver. The collaboration has a positive impact on the vehicle’s safety and comfort, and people’s reliance on automated vehicles.

Objectives: Driving is an activity of daily living that significantly affects independence, and driving cessation is associated with poor health, lower quality of life, cognitive decline and early entry into care facilities. There is no consensus regarding the best off-road tool to assess driving safety. Therefore, this review explored the diagnostic accuracy, reliability and clinical utility of DriveSafe DriveAware (DSDA) compared with an on-road driving assessment. Methods: This review adhered to the PRISMA guidelines. Electronic databases for all English language articles published prior to December 2021 were searched. Studies were assessed for methodological quality and results were synthesised using a narrative descriptive approach. Results: Six studies were reviewed, consisting of 1332 participants. Four studies assessed diagnostic accuracy, two studies assessed reliability and three were relevant to clinical utility since they used DSDA as a standalone tool. Some studies demonstrated high levels of diagnostic accuracy, with specificity and sensitivity above 90% for those who fall into the safe and unsafe categories (50% of those assessed). Inter-rater reliability showed substantial agreement, and test–retest reliability was demonstrated for all age groups. DSDA was assessed as having high clinical utility (as a standalone tool) based on time taken to conduct, cost effectiveness and equipment required to complete the assessment. Conclusions: DriveSafe DriveAware appears to be an ideal tool for the subacute setting; however, at present, inadequate evidence exists to support its use as a standalone tool for directing driving decisions. Further research is required.

OBJECTIVE: To evaluate the impact of solriamfetol, a dopamine and norepinephrine reuptake inhibitor, on on-the-road driving performance in participants with narcolepsy.METHODS: In this randomised, double-blind, placebo-controlled, crossover study, driving performance during a 1 h on-road driving test was assessed at 2 and 6 h post-dose following 7 days of treatment with solriamfetol (150 mg/day for 3 days, followed by 300 mg/day for 4 days) or placebo. The primary endpoint was standard deviation of lateral position (SDLP) at 2 h post-dose.RESULTS: The study included 24 participants (54% male; mean age, 40 years); 22 had evaluable SDLP data. At 2 h post-dose, median SDLP was significantly lower (improved) with solriamfetol compared with placebo (19.08 vs. 20.46 cm [median difference, -1.9 cm], p = 0.002). Four participants on solriamfetol and 7 on placebo had incomplete driving tests. At 6 h post-dose, median SDLP was not statistically significantly different with solriamfetol compared with placebo (19.59 vs. 19.78 cm [median difference, -1.1 cm], p = 0.125). Three participants on solriamfetol and 10 on placebo had incomplete driving tests. Common adverse events (≥5%) included headache, decreased appetite, and somnolence.CONCLUSIONS: Solriamfetol 300 mg/day improved on-the-road driving performance, at 2 h post-administration in participants with narcolepsy.

Since 1986, the Utah Department of Public Safety's Highway Safety Office has conducted an annual seat belt observational study to determine the percentage of motorists who buckle up. This study has been the cornerstone for developing, implementing and evaluating occupant protection programs in the state. The first study revealed that only 18% of Utah motorists used seat belts. For over three decades, safety advocates have worked to increase the use of this life-saving device by implementing a multi-faceted and comprehensive program. As a result, seat belt use has climbed and lives have been saved.

This handbook is a collaborative effort between AAMVA and the Utah Driver License Division and contains the rules which should be followed when operating any vehicle on Utah roads. The operator of a bicycle must obey the same rules of the road, and has the same rights and duties as the operator of a motor vehicle or other vehicle.

Road rage is an issue that affects countless drivers, leading to dangerous situations and negative outcomes. Our video aims to raise awareness about the impact of aggressive driving behaviors and inspire viewers to break the cycle of escalating tension on the road. As we unfold real-life scenarios and showcase the potential dangers of succumbing to road rage, we encourage viewers to reflect on their own driving habits. Remember that a momentary lapse of control can have far-reaching consequences, affecting not only our own well-being but also the safety of others sharing the road. Watch, share, and be part of the movement to drive calm. Together, let's create a safer and more considerate road experience for everyone.

Know the Graduated Driver Licensing (GDL) laws for your teen driving and follow them.

Zero Fatalities has partnered with the Children's Hospital of Philadelphia and has resources to help you teach your teen safe driving skills in different driving environments.

Utah Graduating Driver Licensing Laws protect your teen driver. Follow them.

As your child develops, so should their car seat. The right seat is the safe seat. Safe Seats Save Lives is a program directed to pediatricians and family practice doctors.

In order to explore the determinants of vacant taxi drivers' customer-search behavior, this paper intends to calibrate a time-dependent Multinomial Logit (MNL) model by mining over 1.6 billion GPS records from about 8,400 taxis in Shanghai, China. First, based on the ordering points to identify the clustering structure (OPTICS) algorithm, the downtown area of Shanghai city is divided into 47 hotspots to identify the hot areas of customer delivery and searching. Then, by investigating a typical search delivery process of a vacant taxi, five candidate factors that may affect the customer-search behavior are summarized and defined. Using the maximum likelihood method, the significant factors are finally found. The results reveal that the relative passenger demand, the regional likelihood of pick-ups as well as the expected rate of return are the most significant factors influencing customer-search behavior. Although the impact of traffic situation (i.e., the en-route delay and traffic condition of the target hotspot) is not particularly significant, service providers and policymakers should still take full advantage of it to schedule taxi service and mitigate the traffic congestion caused by the circulation of vacant taxis. Besides, this paper also shows that the customer-search behavior of a vacant taxi driver varies with the time of day. Findings in this paper are expected to provide comprehensive insights about factors that should be considered in the future operation pattern of a taxi service system where human driver taxis and self-driving taxis are mixed.

BACKGROUND: Approximately 30% of Swedish urban bus drivers report having been exposed to threats or violence. As 50% of drivers have voiced concerns about the occurrences, threats and violence also represent contributing factors to driver stress and fatigue. OBJECTIVE: The aim of this study was to explore bus drivers' experience of threats and violence; how threats and violence manifests and how the problem is handled by drivers. Gaining understanding of the circumstances is important to reduce the number of threats and violent incidents to provide healthy and attractive working conditions for drivers. METHODS: This study is based on in-depth interviews with 12 urban bus drivers in the City of Malmö in Sweden. RESULTS: Urban bus drivers experience threats daily from passengers, although physical violence occurs less often. The most common situations resulting in threats involve asking passengers to show valid tickets, denying child carriages onboard and running late to a bus stop. The drivers have not received clear guidelines as to strategic handling of the invalid ticket situation. CONCLUSIONS: Recommendations include a clear policy and consensus with regard to handling invalid tickets, providing drivers with guidelines for appropriate procedures for passengers refusing to pay, improving reporting routines and establishing a strategy for the Public Transportation provider and operator to follow with regard to reports, in-vehicle surveillance cameras including informing passengers that they are being video recorded as well as harmonizing the location of alarm buttons on buses.

The awareness of individuals’ biological status is critical for creating interactive and adaptive environments that can actively assist the users to achieve optimal outcomes. Accordingly, specialized human–machine interfaces—equipped with bioperception and interpretation capabilities—are required. To this end, we devised a multimodal cryptographic bio-human–machine interface (CB-HMI), which seamlessly translates the user’s touch-based entries into encrypted biochemical, biophysical, and biometric indices. As its central component, the CB-HMI features thin hydrogel-coated chemical sensors and inference algorithms to noninvasively and inconspicuously acquire biochemical indices such as circulating molecules that partition onto the skin (here, ethanol and acetaminophen). Additionally, the CB-HMI hosts physical sensors and associated algorithms to simultaneously acquire the user’s heart rate, blood oxygen level, and fingerprint minutiae pattern. Supported by human subject studies, we demonstrated the CB-HMI’s capability in terms of acquiring physiologically relevant readouts of target bioindices, as well as user-identifying and biometrically encrypting/decrypting these indices in situ (leveraging the fingerprint feature). By upgrading the common surrounding objects with the CB-HMI, we created interactive solutions for driving safety and medication use. Specifically, we demonstrated a vehicle-activation system and a medication-dispensing system, where the integrated CB-HMI uniquely enabled user bioauthentication (on the basis of the user’s biological state and identity) prior to rendering the intended services. Harnessing the levels of bioperception achieved by the CB-HMI and other intelligent HMIs, we can equip our surroundings with a comprehensive and deep awareness of individuals’ psychophysiological state and needs.

Even with Parker's experience in driving high speeds on closed courses, excessive speeding on a two-lane road is what ultimately caused a crash and the death of his closest friend. Parker and his parents talk about what can and should be done to prevent speed-related crashes like this from happening in the future.

Speeding is dangerous. It can lead to car crashes, serious injuries and even death. When you earn your driver license, one of the most important things to remember is to obey the speed limit.

2" x 3" print-ready business card to promote that most adults in our county have a family rule about always wearing a seat belt. Together for Life Utah is a pilot project to address the significant disparities that exist between urban and rural rates of seat belt use among citizens of Utah.

2" x 3" print-ready business card to promote that most adults in our county have a family rule about always wearing a seat belt. Together for Life Utah is a pilot project to address the significant disparities that exist between urban and rural rates of seat belt use among citizens of Utah.

2" x 3" print-ready business card to promote that most adults in our county have a family rule about always wearing a seat belt. Together for Life Utah is a pilot project to address the significant disparities that exist between urban and rural rates of seat belt use among citizens of Utah.

A 60-second inspirational video highlighting most adults agree they want people they care about to always wear a seat belt.

Together for Life Utah is a pilot project to address the significant disparities that exist between urban and rural rates of seat belt use among citizens of Utah.

As your child develops, so should their car seat. The right seat is the safe seat. Safe Seats Save Lives is a program directed to pediatricians and family practice doctors.

Diles ponte el cinturón cada vez que estén en el automóvil.

This video (4 of 4) will prepare you to pass the Utah Traffic Safety and Trends Exam for licensing.

This video (1 of 4) will prepare you to pass the Utah Traffic Safety and Trends Exam for licensing.

In 2022, approximately 85% of wrong way driving fatal crashes in Utah were caused by impaired drivers.

This video (3 of 4) will prepare you to pass the Utah Traffic Safety and Trends Exam for licensing.

This video (2 of 4) will prepare you to pass the Utah Traffic Safety and Trends Exam for licensing.

Fatalities (all crashes) by county for 2020.

Car seat and seat belt fit guide flier.

Over the last five years, nearly 30% of people who died in a crash on Utah roads were unrestrained. So, buckle up every trip.

Before you go anywhere, make sure you and your vehicle are prepared for winter conditions.