Impact analysis, MEASURES AND EFFECTS OF THESE

RISK BEHAVIOR: NO USE OF BELT, NO USE OF HELMET

AND 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 of
an accident. There is considerable agreement that most traffic accidents occur as a
result of such conduct, which can be more or less voluntarily assumed.
The approaches of the drivers, their valuations and beliefs as well as their physical
and 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 to
understand about attitudes, values
and feelings that are the basis of particularly
risky behaviors.
From this point of view, this issue is organized into three distinct blocks of content
that attempt to describe the phenomenon of driving risk from different perspectives, a
more focused attitudinal assessment of the benefits-harms of using security elements
Passive reduce the severity of the accident consequences (use of safety belts and /
or hull), another based attentional capacity assessment subject to sustain divided
attention processes driving (distractions and use ZTE Star 1 Mobile phone), and
another 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 RISK
BEHAVIOR: NO USE OF BELT, NO USE OF HELMET AND USE OF MOBILE
PHONE.
21. INTRODUCTION
Among other changes, the Royal Decree 965/2006, of September 1, amending
Article 116 of the General Traffic Regulations regulate the legal mandatory use of
seat belt, helmet and other protection systems both drivers and passengers of motor
vehicles and motorcycles in certain cases and conditions in Chapter II of Royal
Decree 1428/2003, of November 21, amending the Rules of the road for the
application and development of articulated text of the Act approved traffic, motor
vehicle circulation and road safety.
On the other hand, Law 19/2001 of 19 December, reforming the articulated text of the
Law on Traffic, Motor Vehicle Traffic and Road Safety regard modifies Article 11
concerning the ban on driving or using helmets connected to receivers or audio
players, headphones by adding an explicit ban on the use of mobile devices and any
other medium or communication system while driving, except when the development
of communication takes place without using hands or wear helmets, headset or
similar instruments.

Although the percentages of compliance with these standards are becoming higher
and more stable over time (in Spain, from 2003 to 2009, seat belt use has increased
from 70% to 90.6%, and the use of Hull has risen from 73% to 98.9%), the fact is that
there are still certain groups and certain aspects on which action is needed to
improve risk indicators (the breach is deemed to be serious offenses).
Among the latest indicators of risk include those recorded in the latest barometer of
opinion on road safety (Instituto Opina, 2011):
El 96.9% of respondents use a seat belt while driving, 97.2% when circulating as
companions and only 85.2% in the rear seats. 96.2% used properly strollers and
child safety systems.
El 99% regularly used a helmet when driving a motorcycle (a remarkable increase
from 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 those
interviewed 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 this
chapter:
Comunicar clearly, the public and the media, the reasons and the expected
benefits of the legislation. Do not assume that people understand the reasons for
doing so.
Establecer continuous improvement of the influence and deterrence of legislation
explicitly planning to implementation and evaluation.
Mejorar the deterrence initiatives supported by the control and police supervision
and advertising, developed after analysis of the target population and its current
behavior.
Atender values
and individual controls in relation to issues of health and social
costs of irresponsible behavior and careless use of the road.
Ir beyond the short-term effectiveness of the new legislation with interventions
designed for long-term maintenance of positive behaviors.
Fomentar the development of social norms that encourage the safe use of the road
that 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 an
accident is the incorporation and use of seat belts and child restraints. These have
been shown to save lives and reduce the severity of injuries, so that all occupants of
vehicles 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

stationary object (tree, sign, ditch) or a human or animal. The second collision occurs
between the occupant is secured and not inside the vehicle, eg the driver hits his
chest against the steering wheel or the head against the windscreen. Finally, the third
collision occurs when the internal organs of the body hit against the chest wall or the
skeletal 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 seat
belts or other approved restraint systems is written in Articles 117 and 119 of the
Royal Decree 965/2006, of September 1, showing a modification of the Royal Decree
1428/2003 of 21 November (see Annex)
However, despite the obligation to use in both urban and inter-urban, not all users
comply with this obligation, there sometimes mistaken beliefs that the belt has more
drawbacks than benefits when, as a simple measure of great effectiveness and
everyone 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 the
windshield. The simple act of buckling causes are reduced by more than 40% the
number 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 is
depressed. For example, 60 km. / H, the force of impact against the windshield
equivalent to 30 times the weight of the driver or passengers. The consequences will
be more severe if the rear seat passengers are thrown, as they impact with the force
prescribed against the occupants of the front seats.
In fact, it actually complicates the rescue of injured people is not the belt but the
multiple fractures that may have been the driver or passenger, caused by hitting the
vehicle interior.
Although the overall level of use of this device is quite acceptable levels fall
considerably in the rear seat users (almost 11% barely used) and when it comes to
fasten for short trips in town. However differences were observed in terms of distinct
groups:
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 back
seat or in the case of the use of child restraint elements (almost 3% Men never used
or 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 or
child restraint systems.
El belt use is lower among young people, but also highlights the low use of seat
belts or child seats in the group of drivers over 59 years.
Los groups with low education use less belts as drivers and passengers, and child
restraint systems, but does not differ from other groups in the rear seats.

In terms of accidents, according to the DGT (2009), road 22% of the deceased tourist
users not using a seat belt (this value has decreased from 37% in 2003). In urban
areas this percentage has fallen to 34% (39% in 2003).
Effects
On impact, it is not enough that the deformable structure of a car crash energy
absorbing and safety cell forming the passenger compartment remains intact, but
also takes passengers miss yours. In other words, if passengers do not "hold back" in
solidarity 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 are
standing 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 can
be up to 1000 kg. If we count the length between two anchors, a belted over a normal
person 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 in
a 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's
occupants, 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 in
the context of developing the habits of safe behavior and change attitudes through
information, awareness and sensitization directed to certain (young men and older
who transport children in the rear seats users groups, etc.).
Utilizar belt properly, both in placement and in its proper anchoring. It is important
to respect the characteristics of body fit and limit the clearance (avoid clips or
elements 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 which
policies should continue to work with road safety, the use of seat belts especially in
urban areas. In fact, one of the objectives to be achieved by 2020 is to reduce to 0
the number of deaths in urban areas, is considered achievable objective to improving
the 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 child
restraints. Driving change in behavior regarding the use of Child Restraint Systems
(CRS), creating good habits, because the effectiveness of these systems depends on
their 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 road
safety aimed at providing advice and examples that will lead to greater use of seat
belts and child restraints as safety devices nationwide. It includes recommendations
for developing and implementing technical standards and legislation, advice on how

to monitor and evaluate progress, and suggestions for other multidisciplinarias.2.3

measures. NO USE OF HELMET
The hull efficiency in the prevention and reduction of head injuries has been widely
studied (Deutermann, 2004; Lawrence, Max and Millar, 2002; Majdzadeh et al.,
2008). All studies agree in affirming the benefits derived from the use of helmets by
users of motorcycles and mopeds, becoming a simple measure that if adopted by all
drivers and passengers of these vehicles get significantly reduce the number and
harmfulness 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 motorcycle
accidents resulting in injury (Lin and Kraus, 2009;. Oluwadiya et al, 2009; Savolainen
and Mannering, 2007). The incidence of head injuries among motorcyclists is
reduced by 33% with the use of helmets (Peden et al., 2004). The results are similar
according to the NHTSA (Iowa Hihway Comprehensive Safety Plan, 2006), which
states that the probability of an accident with serious head injuries triples when
motorists 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 in
Articles 118 and 119.3 of Royal Decree 965/2006, of September 1, showing a
modification 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 that
respondents generally recognized motorcycle users a very high use of this security
feature. This is related to the fact that the behavior is considered the most dangerous
of 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 who
recognize 100% of use of this element of passive safety.
Aunque in all cases we speak of very high percentages, helmet use is lower in the
group of young but the most risky is that over 59 years (more than 6% said they
never used or almost never).
Los groups with low education are those with lower rates of helmet use (3% never
or 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% roadside
in urban areas.
Sin But the size of population, geographical area and type of road are factors that
affect the level of helmet use can bring it down to 70.4% in drivers and 41.3% in
passengers.
The Annual Bike Barometer 2010 (ECA Bureau Veritas Foundation, 2010) has
detected an area that needs improvement in terms of the issue of helmet: bicycle
users. Thus, almost half of cyclists recognize that do not use a helmet when riding on
intercity roads, although this behavior is considered a serious offense. Women
significantly 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 a
relationship between the frequency of bicycle use and increasing helmet use in

interurban zone. In fact, the "safest" group is one that only uses the bike on
weekends.
However, if you retrieve data collected in the study on traffic of cyclists on the roads
in some Spanish provinces (Quota Research, 2009), the percentage of helmet use is
much higher (97.4% as commonly used). This result is explained that this survey has
been carried out very sensitive groups (clubs and associations federated cyclists and
the Spanish Cycling Federation) so that the results are biased in this regard.
On the other hand, considering the statistics of accidents, some studies indicate DGT
the lowest percentage of helmet use as one of the factors explaining the high
accident 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 and
18% in urban areas. In the case of motorcycles, road deaths were not using helmet
in 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 strap
fastened, because, otherwise, if fired will fall, and adjusted, but not squeeze any area
of
the head.
In addition, you should never use a helmet that has already suffered a blow. The
effectiveness of motorcycle helmets in reducing serious head injuries depends in part
on its quality. Requiring that helmets meet safety standards is important to ensure
they 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 with
two 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 the
whole Union. And according to the WHO (2009b) successfully carry on a motorcycle
helmet can reduce the risk of death by almost 40% and serious injuries by more than
70%.
In Spain it is estimated that their use reduces deaths by one third and two thirds of
preventing brain damage, especially in urban areas, since three quarters of
motorcycle and moped accidents occur in this environment. This type of brain injury
produces 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 positive
results being obtained through the measures to control this risk behavior is
necessary 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 to
the public about the risks of riding a bicycle without a helmet.
Fomentar the use of safety equipment for motorcyclists. Conduct information and
awareness campaigns to explain the protection provided safety equipment (helmets,
trellises, quality boots and elbow pads) and encourage daily use.

The catalog of experiences in urban traffic (ONSV, 2011) outlines some actions
taken by some municipalities in which it affects the control and promotion of helmet
use (mainly motorcycles and mopeds):
Sensibilizacin direct users of motorcycles and mopeds.
Difusin programs through the local media (press-radio-television) and information
leaflets.
Information on high schools
Sesiones, by police monitors driver education and
voluntary associations of victims of road accidents, by introducing positive
reinforcement for early helmet (helmets and drawing workshops airbrushing to
decorate) .
Medidas disciplinary increasing the number of police checkpoints dedicated to
detect the use of helmets and punish violations. Immobilising vehicles when the
driver 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 the
implementation of programs promoting the use of helmets Estudios.
Acciones communication aimed at users of these vehicles during the summer of
2009 (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 helmet
use in these vehicles. Use of systems using point loss penalty if they commit
offenses.
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 to
increase 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. That
is why distractions while driving, among which Letv Le 1 Pro Mobile phone use, are
among the most common human errors that are related to accidents.
The rules governing the conditions and exceptions that the use of mobile devices in
the conduct prohibited is written in Article 11 of Law 19/2001, of 19 December, which
represents 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 the
overall conduct (41% use it while driving with or without hands free) analyzed the
differences between the groups:

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 while
driving.
This high on the risk profiles compared with not using a seat belt or helmet change is
probably explained by the habits of behavior and lifestyle of these groups that cause
increased 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: driving
talking on the phone with handsfree is regarded as the least dangerous behavior
which respondents were asked (on a scale of 0-10 only give a 6.17 average) value
without 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 Pro
Mobile phone, this figure represents a 12% increase over the previous year and three
times those made in 2003 (45,407).

Effects
In a first approach we can say that there are many dangers of ZTE Star 1 Mobile
phones in motor vehicles, which could be grouped under the general name of
technological hazards and those who can highlight the following:
Si the phone is not hands-free and carries no external antenna, some interference
may be created with the electronics of the car, and even lead to damage to health
from radiation emitted and received inside the vehicle.
Es also dangerous to use mobile at petrol stations and in certain circumstances
could cause sparks, resulting in fire. And sometimes they can affect electronic fuel
vending machines.
El and more serious risk is fully found its distracting effect, increasing the chance
of having an accident. Some studies suggest that when combined mobile and driving
the 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 would
drive with a BAC of 1.0 g / l.
Alterations and most common problems encountered when using mobile and
increase the risk of accident are:
Hay clear interference in motor vehicle handling, for example, are less likely to be
well controlled steering wheel, intermittent or gearshift.
Aumentan considerably distractions for drivers, resulting in frequent collisions with
other 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.

Se also alters the speed with strong and sudden changes though, curiously, with a
tendency to go more slowly than usual, perhaps because the subject is aware of their
risk behavior.
Aumenta sensitively reaction time of the driver.
Son also very common off the road because there are many sharp turns and
deviations 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 traffic
signals, when used mobile can fail to capture up to 50%.
Altera very significantly executions driver (simulator experiments have evaluated
parameters such as speed, trajectory, visual exploration and reaction time).
Regarding the moments of greatest risk when the Letv Le 1 Pro Mobile phone is
used various investigations have allowed to reach the following conclusions:
El first dangerous moment is when a call is received. There is an element that
alters the pulse surprise, brain activity and electrical conductivity of the skin. In this
case no danger even with hands free. Studies also tell us that many drivers leave the
phone in an inaccessible place and to receive the call traffic can throw several
seconds while you seek. The risk is extremely high when a call comes in or near
curves 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 be
reached 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 that
during the first two minutes of conversation, the driver still has an acceptable
attention 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 phone
stand out:
Frequently

Distracciones

No respect the traffic light

Pararse abruptly without justification
I look at the road
I

No

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 is
recommended and can be very useful, for example, for providing early warning of an
accident or to report a fault or an emergency.
Measures

The catalog of experiences in urban traffic (ONSV, 2011) outlines some actions
taken by some municipalities in which it affects discourage dangerous practices such
as using mobile phone on driving:
Realizacin communication campaigns and driver education on the effects of
mobile phone use on driving
Campaas police control and road safety (diffusion through the press and local
radio).
3. DISTRACTION AS A RISK FACTOR.
3.1. INTRODUCTION
All studies agree that between 70 and 90 percent of accidents are caused by the socalled 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 the
completion of many different tasks simultaneously. The skilled driver can, in most
cases, 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 the
external domestic traffic (traffic density, stimulation on the road, driver internal states,
concerns, feelings, ...) or conditions exceed the cognitive abilities, it may malfunction
or failure in the runtime. This is mainly because you can not make a distribution of
attentional 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 the
environment 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 is
considered a major risk factor in traffic.
First, they are very common as they come to represent about 38% of accidents in our
country (data from the DGT for 2009). Roadside distraction comes as associated with
crash in 44% of cases in urban areas and 34% factor. For some time it appears first
in the "ranking" of violations of the driver who in the opinion of the agents were
causally related to the accident (although you must be aware that this classification
category of offenses has significant quality problems used in many cases as "disaster
drawer" before the indecision of police officers when determining the specific reasons
why the accident occurred).
Secondly the consequences of accidents by distraction are particularly serious, since
it involves disregarding the traffic situation during a time period in which they can
travel hundreds of meters without control.
Third follow an ascending line in recent years. This is due in part to the sophistication
of the vehicles that require less management effort than in the past and improving
the roads being so safe that lower the level of activation and driver's attention.

Therefore, if the distraction is diversion of a driver's attention to other objectives of

the task of guiding the vehicle, then one could say that the latter is referred
distracting.
3.2. CLASSIFICATION DISTRACTERS
There is thus a wide range of factors that can lead to inadequate care or cause the
appearance of distractions. Some stem from the environment surrounding the
conductor (external) and others come from the individual himself (internal).
Agents provocateurs external distractions
Una wrong signals, or signals an excessive concentration on the road, which
prevents proper distribution of care, while allowing for the emergence of fatigue.
El background surrounding the stimulus to which we serve. It is known, for
example, a signal which is surrounded by a complex perceptual field is poorly
captured and usually attracts little attention from drivers
Las calls interfering behaviors, that is, the inordinate attention to some stranger to
driving, such as landscape, advertisements or other surrounding objects of the road
or the vehicle, smoking, etc., removing the attention of element signals, road or other
vehicles. In this sense, the use of Elephone M3 Mobile phones (even hands-free) on
the vehicle becomes especially dangerous, as there may be an attentional overload
in 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 in
straight without danger they are one of the leading causes of accidents. Experience
and familiarity leads to late detection of any conflict or obstacle eventuality that could
be given suddenly on the road.
La location stimulus to the driver also has great importance. Level crossings, for
example, are much more dangerous seven times more-when the train is approaching
from the rear of the driver's view or right, thus being further away from the attentional
field that driving a vehicle.
Temperaturas high in the vehicle interior monitoring affect redistributing attention to
the outermost traffic signals. In addition, they can affect significantly the driver's
reaction time.
La novedosidad or rarity of stimuli on the road, its color-brightness, size, repeating
a signal, etc., will help to attract and hold the attention of the driver, to a greater or
lesser extent.

Internal factors that cause distractions

Determinadas personality characteristics. Extroverts drivers may have more

difficulty 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 can
subtract ability to perceive and analyze external stimuli, with the consequent risk
driving.
Mantener interfering behaviors, such as putting a tape, light up, look for something
in the glove compartment or to buckle up.
La motivation or lack of something. For example, when driving hungry and is
especially helpful in finding a restaurant on the road, it decreases attention to other
stimuli, 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 onset
of fatigue and distractions.
Estar under the influence of some substances like alcohol and certain drugs alter
the level of alertness and reduces the degree of activation is needed to address
properly.
3.3. Implications of distracted driving
Driving distractions may have different consequences. The most common and
dangerous 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 increases
with 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 talk
to other passengers
In any case, the danger of distractions depends on three factors: the complexity of
the distracting task, its duration and frequency.
Complexity refers to the intensity of diverting attention involving the distracting
activity, be it visual, auditory, biomechanical or cognitive. For example, turn on the
radio may take his eyes off the road briefly and easy handling of the radio while to
dial a phone number should divert attention from the road longer and generally
requires 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

phone, eating and drinking are some of the simultaneous driving activities that often
have longer life .
Regarding frequency, the available evidence shows that the most frequent
distractions are related to the use of technological devices. For example, some
studies have classified some of the distractions that occur more frequently in
everyday 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-physical
conditions 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 disorder
that more or less temporarily, will impair their ability to drive. These risk factors refer
to alcohol, drugs, drugs, stress, depression, sleep, fatigue ... and has proven
damaging effect perceptual abilities (increasing the time of recognition or preventing
it, ...), deteriorating response capabilities relevant to the driving activity (slowing
reaction times, increasing the braking distance, ...) and producing an erroneous
decision making (reducing the generation of alternatives, causing a bad choice or
reducing 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 have
an unlimited flow of energy, so you should ration. Fatigue is precisely psychophysical
state that produces a decrease in energy capacity by the action of fatigue.
Tiredness or fatigue (either physical or mental) is considered one of the most
dangerous states when a vehicle because he is known to interfere with the proper
processing of information and the adjusted decision making is conducted, which will
be 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 the
subsequent decision-making process and implementation of the response) that can
lead to an accident, have at their base that peculiar psychophysical state transitory
called fatigue . These states can be facilitated or enhanced by several factors:
External or situational
Factores as the monotony of the road and the lack of
external 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 the
controls and seats, steering problems or suspension, poor ventilation, excessive
heating, accumulation caused by cigarette smoke or exhaust, poor lighting, vibration
in the vehicle, etc.

Factores related to the driver himself as a permanent attention and concentration,

long periods of driving, poor placement in the vehicle seat, prolonged periods of
excessive activation and alert, constantly maintain a high speed, pressing need to
meet a schedule, there physical or psychological disorders, driving hungry or sleep
disturbances habitual rhythm of life, prior to driving or monotonous tasks requiring a
high energy expenditure or mental-physical implementation, drink alcohol or take
heavy 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 tasks
simultaneously
A first indicator of the presence of fatigue involves the appearance of postural
changes, postural adjustments and some stereotyping of movements. In a second
stage difficult to maintain the level of implementation arise, which can be experienced
as clumsiness, difficulty concentrating or motor problems. Finally, it is important to
note that in a third stage or level, many of the symptoms of the previous period and
the subject perceives an intense fatigue, boredom, anxiety, and even cholera and
acute sleep, which may further predispose to the accident or incident if you keep
driving.
4.3. SLEEP AND Drowsiness
According to statistics, nighttime accidents usually result in relative terms in more
deaths and serious injuries.
There are many causes that can cause, but among them you could highlight the drive
without having slept long enough. This is because the dream produced a series of
negative changes in complex mental and physical abilities required for the activity of
driving. Thus, according to the General Directorate of Traffic it is estimated that sleep
is responsible for 20% of fatal accidents in Spain.
A typical accident involving the dream could have the following characteristics: it
would occur during the final hours of the night / early morning or late afternoon, it
would 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 in
the vehicle.

4.3.1. Factors that increase the risk of drowsy driving

A set of chronic predisposing factors and occasional situational factors that increase
the 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 in
some 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 response
or 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 this
entails.
Aparicin of Microsleeps: For a very short period of time consciousness, for road
signs or other vehicles is lost.
Alteracin of sensory functions: Rise sensory thresholds, reducing its carrying
capacity, so that higher than normal stimuli are needed, so they can be captured.
Visual impairment (impaired binocular convergence, difficulty focusing vision, blurred
pvisin 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 and
dry eyes and elation and hilarity to neutral stimuli. At 48 hours start to be alterations
in perception, attention and reflexes, vision becomes blurred, and even some visual
illusions occur. From 48 hours is greatly exacerbates the condition of the individual
presenting hallucinatory processes and sleepiness becomes anguish, with the first
signs of what is called "psychosis of sleep deprivation."
The negative aspects of sleep can be affected and enhanced by a whole set of
variables:

Age: People of advanced age have much less control of sleep and its negative
effects at the wheel, that younger people.
The psychophysical state: When the driver suffer some form of physical or
psychological disorder which stipulate that their state may accelerate more than
usual negative effects of sleep.
The type of road: The very straight and monotonous way, favor a decrease of care
and lower the nervous system activity, promoting relaxation and thereby facilitating
sleep.
Drugs and other substances: Many drugs have hypnotic or relaxing effects added to
its specific action. In addition, some stimulants (used frequently by some to remain
active and awake) often produce a "rebound effect" that makes his last action, sleep
ensues with greater intensity.
Environmental variables: Lack of adequate oxygenation and ventilation in the cabin
of 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 or
stress have a negative effect on sleep.
4.3. SLEEP AND Drowsiness
According to statistics, nighttime accidents usually result in relative terms in more
deaths and serious injuries.
There are many causes that can cause, but among them you could highlight the drive
without having slept long enough. This is because the dream produced a series of
negative changes in complex mental and physical abilities required for the activity of
driving. Thus, according to the General Directorate of Traffic it is estimated that sleep
is responsible for 20% of fatal accidents in Spain.
A typical accident involving the dream could have the following characteristics: it
would occur during the final hours of the night / early morning or late afternoon, it
would 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 in
the vehicle.
4.3.1. Factors that increase the risk of drowsy driving
A set of chronic predisposing factors and occasional situational factors that increase
the 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 in
some 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 response
or 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 this
entails.
Aparicin of Microsleeps: For a very short period of time consciousness, for road
signs or other vehicles is lost.
Alteracin of sensory functions: Rise sensory thresholds, reducing its carrying
capacity, so that higher than normal stimuli are needed, so they can be captured.
Visual impairment (impaired binocular convergence, difficulty focusing vision, blurred
pvisin 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 and
dry eyes and elation and hilarity to neutral stimuli. At 48 hours start to be alterations
in perception, attention and reflexes, vision becomes blurred, and even some visual
illusions occur. From 48 hours is greatly exacerbates the condition of the individual
presenting hallucinatory processes and sleepiness becomes anguish, with the first
signs of what is called "psychosis of sleep deprivation."
The negative aspects of sleep can be affected and enhanced by a whole set of
variables:
Age: People of advanced age have much less control of sleep and its negative
effects at the wheel, that younger people.
The psychophysical state: When the driver suffer some form of physical or
psychological disorder which stipulate that their state may accelerate more than
usual negative effects of sleep.
The type of road: The very straight and monotonous way, favor a decrease of care
and lower the nervous system activity, promoting relaxation and thereby facilitating
sleep.
Drugs and other substances: Many drugs have hypnotic or relaxing effects added to
its specific action. In addition, some stimulants (used frequently by some to remain
active and awake) often produce a "rebound effect" that makes his last action, sleep
ensues with greater intensity.

Environmental variables: Lack of adequate oxygenation and ventilation in the cabin

of 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 or
stress 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 that
there is a wide range of factors and strategies that can mitigate the harmful effects of
fatigue include:
Realizar adequate food, not to promote fatigue or promote sleep. Do not carry
heavy, heavy or rich in calories and fat meals.
Beber abundantly water, because dehydration causes muscle fatigue and
sometimes 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 overnight
trips in order to break the monotony and revive muscles. Wash face and arms with
cold water.
Si driving at night should go well rested. It is also considered dangerous driving
last hour of the workday. Do not perform heavy physical exercise before you start
driving.
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
frequently and take appropriate positions

change

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 the
fatigue, it is best to stop the vehicle and rest time to recover all the driving skills
required. Because like the these risk factors make quickly lost a whole range of skills
needed to drive, adequate rest also allows rapid recovery of the same.