JOURNAL OF SAFETY RESEARCH安全研究杂志
JOURNAL OF SAFETY RESEARCH(英文缩写 J SAFETY RES),ISSN 0022-4375,eISSN 1879-1247,中文译名:安全研究杂志 是一本学术期刊。本页汇总该期刊的最新影响因子、分区信息以及最新收录于 PubMed 的文献,帮助您快速了解期刊全貌。
发文量统计区间：2025-09-27 至 2026-09-27，按本站收录文献的发表日期统计。
期刊介绍
历年影响因子趋势
| JCR 数据年份 | 影响因子 | JCR 分区 |
|---|---|---|
| 2021 | 4.264 | Q1 |
| 2022 | 4.100 | Q1 |
| 2023 | 3.900 | Q1 |
| 2024 | 4.400 | Q1 |
| 2025 | 4.300 | Q1 |
JOURNAL OF SAFETY RESEARCH 最新收录文献
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1. Driver behavior around driver readiness alerts versus attention reminders while using Tesla Autopilot.
PMID:日期:2026-09-01Tesla's Autopilot attention reminders typically follow escalation sequences that start with visual-only alerts, but some alerts bypass this escalation pattern and begin with the visual-audible alert phase. This study's aim was to understand what triggered those alerts and how drivers behave around them over time. We analyzed 283 alerts that bypassed the visual-only phase from 13 drivers who used a 2020 Tesla Model 3 as their personal vehicle for 4 weeks. We identified roadway features and driver behaviors that were present around these alerts. Alerts most often occurred on high-speed, limited-access roads and during the daytime. Gores, lane splits or merges, and single-lane roads were most likely to be present leading up to these alerts. Unlike the attention reminders we analyzed in an earlier paper, which followed the typical sequence, the alerts bypassing the visual-only phase did not change significantly over time either in frequency or duration. Drivers were more likely to have at least one hand on the wheel around these alerts than around attention reminders. Drivers often looked at the center stack display during the alerts. Secondary activity unrelated to driving was more prevalent than driving-related activity throughout the study. Despite their similarity to attention reminders, alerts that bypass the visual-only phase appear more closely associated with the environment than with driver behavior. They may serve as driver readiness prompts when scenarios that Autopilot finds difficult appear. Driver readiness alerts did not undermine attention reminder efficacy or Autopilot use; however, neither alert type extinguished undesired driver behavior.
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2. Environmental context is associated with differences in driver behavior around partial automation alerts.
PMID:日期:2026-09-01The study's objective was to understand how driver behavior around Tesla Autopilot alerts varies with environmental context. Using on-road data from 13 drivers who drove a 2020 Model 3 as their personal vehicle for 1 month, epochs were captured around alerts that were thought to be associated with environmental features rather than driver behavior. The presence of roadway features in the 10 s leading up to the beginning of these alerts were used to cluster the alerts by the road scenario. Hand, eye glance, and secondary task behavior surrounding alerts were compared across clusters. Alerts were evenly distributed among three clusters, which we described as leftmost lane, rightmost lane, and nonmotorway road scenarios. Drivers spent a larger percentage of time looking away from the road and doing driving-unrelated activities during alert events associated with the leftmost lane compared with the other scenarios. Furthermore, these drivers exhibited a clear preference for having one hand on the wheel across the three scenarios, which is consistent with Autopilot's steering-torque monitoring strategy. These findings indicate that the driving context ought to be considered when it comes to understanding how drivers behave around partial automation safeguards. Differences in behavior between the clusters indicate a possible influence of driving demand. Mechanisms for factoring in environmental context into adaptive driver support to keep drivers engaged in driving are discussed in the paper.
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4. Driving performance across the cognitive spectrum in active older adults: A simulator study.
PMID:日期:2026-09-01Cognitive decline is known to impair driving in older adults, yet how specific deficits emerge across the continuum from normal cognition to dementia remains insufficiently characterized. To examine how gradations of cognitive impairment influence driving performance using a high-fidelity simulator. In this retrospective study, 63 older drivers (79.32 ± 6.09 years) were classified into three cognitive groups: normal cognition (ND-D), mild cognitive impairment (MCI-D), and dementia (Dementia-D). Participants completed neuropsychological testing and simulator tasks assessing pedal control, traffic-sign recognition, and intersection navigation. A clear performance gradient was observed across cognitive levels. The MCI-D group preserved basic vehicle control but demonstrated attention-related failures, including selection errors and sign omissions, compared with the ND-D group. In contrast, the Dementia-D group showed widespread impairments, such as inconsistent pedal use, increased operational errors, and reduced intersection speeds (p < 0.05). Frontal-executive function (FAB) and divided attention (TMT) were strongly associated with these deficits. Driving performance declines systematically along the cognitive spectrum. Deficits in frontal-executive and attentional functions most strongly predict simulator errors, underscoring the importance of evaluating these domains when assessing driving safety. Driving-risk assessments should consider stage-specific vulnerabilities across the cognitive continuum. Integrating cognitive profiles with behavioral driving patterns may support individualized interventions to promote safe mobility in older adults. These findings inform targeted interventions to preserve driving independence safely.
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5. Insights into vulnerable road user injury trends in the context of the COVID-19 pandemic: Canadian city trends 2012-2022.
PMID:日期:2026-09-01Over the last decade, there have been major changes in travel modes and the implementation of road safety interventions in Canadian cities. The COVID-19 pandemic acted as a catalyst for many of these rapid changes. It is, therefore, important to examine trends in vulnerable road user injuries (VRU), specifically among pedestrians and cyclists, that have occurred alongside these developments.The objectives of this study were to: (a) compare data availability and comprehensiveness of VRU injuries across cities and databases and (b)assess the short-term impact of the COVID-19 pandemicby describing the temporal trends in VRU injuries in the different databases across fourCanadian cities from 2012 to 2022. We used four data sources from Montréal (Quebec), Toronto (Ontario), Calgary (Alberta), and Vancouver (British Columbia): police-reported, insurance-reported, hospital emergency department (ED) visits and hospitalizations. Descriptive analyses and comparisons of quarterly counts of VRU injuries from 2012 to 2022 were conducted by data source and by city. Injury trends were examined using an interrupted time series study design with March 11, 2020 (the World Health Organization declaration of the COVID-19 pandemic), as the interruption point. The VRU injury burden estimates differed by data source with police-reported injuries generally lower than ED visits and hospitalizations except for Calgary pedestrian hospitalizations. Across all cities, fewer pedestrian injuries than expected were observed after 2020 relative to pre-pandemic trends. Generally, there were more cyclist non-motor vehicle injuries after the start of the pandemic. VRU injury burden differs by database, as data are collected for different purposesusingdifferent injury definitions. Cities and provinces had different policy responses to the pandemic emphasizing that local context is important when examining VRU injury trends. Linked, comprehensive, standardized, and timely VRU data across Canada are needed to accurately assess injury burden andfacilitate safe sustainable transportation.
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6. What states are most at risk? An epidemiologic analysis of state-level occupational heat-related illness and fatality trends over three decades.
PMID:日期:2026-09-01Occupational heat-related illnesses and fatalities are a growing public health concern. Understanding longitudinal geographic patterns and predictors can inform targeted prevention efforts. This study assessed three decades of state-level U.S. Bureau of Labor Statistics (BLS) data on occupational heat-related illnesses (1992-2020) and fatalities (1992-2022). Generalized linear models (Poisson, negative binomial, and gamma regression) as well as linear regression models assessed temporal and temperature-related associations. Substantial geographic variation was observed. Sixteen states showed increasing trends in heat-related illnesses, with several also experiencing rising median days lost from work, indicating increasing severity. Temperature averages were significantly associated with illness frequency and proportional rates across multiple states. Fatalities demonstrated less consistent associations, though most notably Texas exhibited a significant increase in worker deaths over time, with additional temperature-related trends in Texas and Arizona. Heat-related occupational illness and severity are rising in multiple U.S. states, highlighting the need for state-specific prevention and adaptation strategies. Findings support the development of workforce resilience standards and targeted interventions in high-risk industries during extreme heat events. This work contributes to the evidence base for policy development and workplace interventions to reduce heat-related occupational morbidity and mortality.
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7. Longitudinal pedestrian safety trends for passenger cars, pickup trucks, and SUVs: A 2016-2022 study of Texas.
PMID:日期:2026-09-01This study examines the relationship between vehicle design and pedestrian safety, focusing on three questions: (a) Are certain vehicle types more likely to strike pedestrians? (b) When a crash occurs, do vehicle types differ in the severity of pedestrian injuries? (c) Have design changes over time correlated with increased pedestrian injury and fatality rates? We used ANOVA with Tukey's HSD post hoc tests, negative binomial regressions, ordinal logit regressions, and Spearman's rank order correlations to analyze 36,579 pedestrian crashes in Texas between 2016 and 2022 and controlled for exposure via vehicle registrations. SUVs were 24.0% more likely than passenger cars to strike a pedestrian. Pickup trucks resulted in the highest injury severities (30.5% of pedestrian collisions resulted in a fatal or serious (KA) injury). Full-size SUVs were particularly hazardous, being 2.08 times more likely to strike and 2.12 times more likely to seriously or fatally injure pedestrians than other vehicle types (p < 0.001). Vehicle height, rather than weight, was a stronger predictor of injury severity. Longitudinal increases in grille height were most closely linked with increases in pedestrian injury severity over the study period. Additionally, vehicle aging correlated with a rise in pedestrian injury severity. By highlighting the heightened risks posed by taller front-end profiles and aging vehicles, the study provides evidence to support design modifications and regulatory interventions aimed at reducing pedestrian injuries and fatalities.
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8. Injury rates tell an incomplete story, but a more complete measurement narrative may be possible.
PMID:日期:2026-09-01Despite years of research challenging their validity, injury rate metrics continue to significantly influence decision-making in many organizations. In this paper, we argue that both the source of this problem and a solution rest in understanding the narrative power of these metrics. We explore this idea by developing and applying a set of alternative injury measurement tools specifically designed to provide more comprehensive and compelling narratives of injury performance. Comparing alternative measures with traditional stand-alone injury rates demonstrates how the overall narrative of injury performance changes through metric design. Our overall goal is not to fix the statistical validity of the metrics, but to improve safety decision-making through more complex discourse. The analysis in this paper rests on three large organization case studies. In each case, study data from the organization was presented back to senior executives using: the injury rate alone; the average injury severity; and a weighted combination of rate and severity known as SAIF. The resultant conversations were then analyzed, supplemented by individual interviews with conversation participants. This research highlights the importance of presenting injury rate and severity measures together and demonstrating their interplay, rather than as stand-alone metrics. Four guidelines are proposed for improving narratives and conversations based on injury metrics. The four guidelines are: pairing measures, continuous variability, a simple communication mechanism, and highlighting differences. Together, these guidelines enable users of injury measures to generate more dynamic discussions from their metrics.
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9. Evaluating subjective cycling safety via 360°Images and HMDs: A comparative study.
PMID:日期:2026-09-01Subjective safety is a key determinant of cycling behavior and traffic risk perception, yet it is rarely assessed systematically in infrastructure evaluation. Because perceived safety does not necessarily correspond to objective indicators such as crash statistics or design standards, reliable methods are needed to capture experiential safety dimensions relevant to research and practice. Immersive technologies such as head-mounted displays (HMDs) may provide a controlled, scalable, effort- and resource-efficient addition or even alternative to rarely conducted on-site assessments. This study investigated whether static stereoscopic 360° images presented via an HMD can approximate real-world evaluations of subjective cycling safety. Following two preparatory studies on representativeness (N = 92) and usability (N = 20), a comparative study was conducted with two independent cohorts (N = 129). One group assessed a bicycle street in real traffic conditions (n = 64), while the other evaluated the same locations using twelve 360° panoramas in an HMD (n = 65). Subjective safety was measured using five items adapted from a national cycling safety survey. Bayesian independent-samples t tests were conducted to examine convergence or divergence between assessment modes. Findings indicated convergence for overall subjective safety (BF = 0.67) and perceived conflicts with motor vehicles (BF = 0.81), suggesting that HMD-based assessments can reproduce general safety impressions. However, participants in the HMD condition reported higher perceived conflict frequency with pedestrians (BF = 735.95), more obstacles (BF = 7.14), and lower perceived suitability for children and older adults (BF = 2.83). Usability ratings were highly positive. Conclusion and Practical Applications: Static HMD-based assessments seem to validly capture key aspects of perceived cycling safety while offering a resource-efficient and controlled alternative to field surveys. The approach enables systematic integration of user perception into infrastructure planning and supports the development of safer cycling environments.
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10. Modifiable behavioral and environmental risks for childhood injury among young children.
PMID:日期:2026-09-01Behavioral and environmental risk exposure data are critical for child injury prevention, yet routine surveillance rarely collects such data. Using baseline data from a large cluster RCT conducted in China, we report prevalence rates of behavioral and environmental risks for child injury. Children aged 0-5 years were recruited between August 2024 and February 2025 from 12 streets/towns in Changsha, China, through local primary health care institutions in both urban and rural areas. Caregivers completed a WeChat-based questionnaire on socio-demographics and 46 behavioral and environmental child injury risk factors. We calculated composite scores for behavioral risk and environmental risk separately and dichotomized at the 66.7th percentile. Adjusted prevalence ratios (aPRs) were estimated using Poisson regression models with robust standard errors. Among 6,701 children aged 0-5 (53.0% boys; 64.1% aged 3-5 years; 59.5% urban), composite behavioral and environmental risk scores were right-skewed, with exposure of specific risk factors ranging from 0.4% to 85.2%. Common risks included infant bed-sharing (85.2% among infants), non-use of child restraint systems (CRS) (34.7%), and climbing or jumping on beds or furniture (29.8%). Compared with infants, children aged 1-2 and 3-5 years had lower behavioral risk (aPR = 0.87, 95%CI: 0.78-0.98 and aPR = 0.90, 95%CI: 0.82-1.00) and lower environmental risk (aPR = 0.75, 95%CI: 0.66-0.86 and aPR = 0.78, 95%CI: 0.70-0.87). Boys (aPR = 1.15, 95%CI: 1.08-1.24) had higher behavioral risk than girls. Rural children had lower behavioral risk (aPR = 0.84, 95%CI: 0.77-0.91) but higher environmental risk (aPR = 1.42, 95%CI: 1.29-1.56). Several risky behaviors and hazardous environmental exposures are common among young Chinese children. Targeted injury prevention interventions are recommended. This study provides a comprehensive overview of modifiable injury risks for children aged 0-5 in China. The findings highlight the most prevalent hazards and can inform evidence-based interventions and resource allocation.