No strategy for countermeasure design or future directions of research in the areas of human behavior which leads to traffic accidents or lifestyle-related diseases can be rationally developed without an acceptable working theory of human behavior in these domains. For this purpose, an attempt has been made to conceptually integrate the available evidence with respect to the role of human behavior in the causation of road accidents. From this integrative effort it would seem that the accident rate is ultimately dependent on one factor only, the target level of risk in the population concerned which acts as the reference variable in a homeostatic process relating accident rate to human motivation. Various policy tactics for the purpose of modifying this target level of risk have been pointed out and the theory of risk homeostasis has been speculatively extended to the areas of lifestyle-dependent morbidity and mortality. KEY WORDS risk homeostasis; traffic accident risk; health risk; lifestyle risk; risk management policies.
There is an odd coexistence between two conflicting safety policies that may well be pursued by the same accident prevention agency. The first seeks to improve safety by alleviating the consequences of risky behaviour. It may take the form of seat belt installation and wearing, airbags, crashworthy vehicle design, or forgiving roads (collapsible lamp posts and barriers). This policy oVers forgiveness for a moment of inattention or carelessness. The second policy seeks to improve safety by making the consequences of imprudent behaviour more severe and includes things such as speed bumps, narrow street passages, and fines for violations. Here, people are threatened into adopting a safe behaviour; a moment of inattention or carelessness may have a dire outcome.While these two policies seem logically contradictory, neither is likely to reduce the injury rate, because people adapt their behaviour to changes in environmental conditions. Both theory and data indicate that safety and lifestyle dependent health is unlikely to improve unless the amount of risk people are willing to take is reduced.
There is abundant evidence showing that technological innovations have led to major reductions in the accident loss per unit distance of mobility, in certain road sections, on certain roads as well as in the road network as a whole. However, the accident loss per time unit of road-user exposure and per head of population have not shown equally favourable downward trends. In order to explain this contrast, as well as many other findings regarding road-user behaviour, the theory of risk homeostasis (RHT) has been put forward. This posits that accident loss per capita and road-user behaviour are mutually related in a closed-loop regulation process, with the level of preferred risk as the controlling variable outside the closed loop.There is evidence also that the per capita traffic accidents can be reduced by morivati~~nal inrervenlions that are effective in lowering road users' preferred level of accident risk. RHT has received support as well as opposition from other researchers. The purpose of the present paper is to identify what appear to be the major sources of disagreement. It will be argued that the opposition to RHT is largely due to misapprehension of its essential propositions and their derivations and that the allegedly contradictory empirical data drawn into the debate by some commentators are either inconclusive, compatible with, o r in support of the theory in question.
The separate and combined effects of prolonged wakefulness and alcohol were compared on measures of subjective sleepiness, simulated driving performance and drivers' ability to judge impairment. Twenty-two males aged between 19 and 35 years were tested on four occasions. Subjects drove for 30 min on a simulated driving task under conditions determined by the factorial combination of 16 and 20 h of wakefulness and blood alcohol concentrations of 0.00 and 0.08%. The simulated driving session took place 30 min postingestion; subjects in the two alcohol conditions participated in a second 30-min driving session 90-min postingestion. Subjects made simultaneous ratings of their impairment while driving and retrospective ratings at the end of each test session. Subjective sleepiness measures were completed before and after each driving session. The combination of 20 h of prolonged wakefulness and alcohol produced significantly lower ratings of subjective sleepiness and driving performance that was worse, but not significantly so, than would be expected from the additive effects of each condition alone. Driving performance was always worse in the second driving session, during the elimination phase of alcohol metabolism, despite blood alcohol concentrations being lower than during the first driving session. There was a modest association between perceived and actual impairments in driving performance following prolonged wakefulness and alcohol. The findings suggest that the combination of prolonged wakefulness and alcohol consumption produced greater decrements in simulated driving performance than each condition alone and that drivers have only a modest ability to appreciate the magnitude of their impairment.
scite is a Brooklyn-based organization that helps researchers better discover and understand research articles through Smart Citations–citations that display the context of the citation and describe whether the article provides supporting or contrasting evidence. scite is used by students and researchers from around the world and is funded in part by the National Science Foundation and the National Institute on Drug Abuse of the National Institutes of Health.
hi@scite.ai
10624 S. Eastern Ave., Ste. A-614
Henderson, NV 89052, USA
Copyright © 2024 scite LLC. All rights reserved.
Made with 💙 for researchers
Part of the Research Solutions Family.