Prevalence of alcohol and drugs among motorcycle riders killed in road crashes in Norway during 2001–2010

The aim of the study was to examine the prevalence of alcohol and drugs in blood samples from motorcycle riders who died in road crashes in Norway from 2001 to 2010. An additional aim was to compare the prevalence of alcohol and drugs in blood samples from fatally injured motorcycle riders and car drivers who died during the same time period.     

Prevalence of motor vehicle crashes involving drowsy drivers,United States, 1999–2008

The proportion of motor vehicle crashes that involve a drowsy driver likely is greater than existing crash databases reflect, due to the possibility that some drivers whose pre-crash state of attention was unknown may have been drowsy. This study estimated the proportion of crashes that involved a drowsy driver in a representative sample of 47,597 crashes in the United States from 1999 through 2008 that involved a passenger vehicle that was towed from the scene. Multiple imputation was used to address missing data on driver drowsiness. In the original (non-imputed) data, 3.9% of all crashes, 7.7% of non-fatal crashes that resulted in hospital admission, and 3.6% of fatal crashes involved a driver coded as drowsy; however, the drowsiness status of 45% of drivers was unknown. In the imputed data, an estimated 7.0% of all crashes (95% confidence interval: 4.6%, 9.3%), 13.1% of non-fatal crashes that resulted in hospital admission (95% confidence interval: 8.8%, 17.3%), and 16.5% of fatal crashes (95% confidence interval: 12.5%, 20.6%) involved a drowsy driver. Results suggest that the prevalence of fatal crashes that involve a drowsy driver is over 350% greater than has been reported previously.     

Trends in tractor related fatalities among adults working on farms in Victoria,Australia, 1985–2010

Tractors are associated with more fatalities than any other piece of machinery in agriculture, with tractor rollovers being a frequent mechanism. This study examines tractor fatalities between 1985 and 2010 in Victoria, Australia, and examines the impact of the 1998 legislation mandating the retrofitting of rollover protection structures (ROPS). The data source was the Victorian WorkCover Authority to whom unintentional work placed deaths are reportable. During the study period, 121 tractor fatalities occurred, of which 55 were rollovers. Poisson regression modelling indicated a significant decline in rollover fatalities during this period of approximately 7% per annum (incidence rate ratio [IRR] = 0.93, 95% CI 0.90–0.97), however there was no simple relationship between the introduction of the legislation and the fatality decrease. It is proposed that the impact of previous voluntary retrofitting initiatives, coupled with the existing requirement for ROPS on new tractors, may have increased ROPS fitment to a critical point prior to the final requirement for retrofitting, diluting the effect over a number of years so that it could not be detected using the statistical techniques that have been applied. An increased trend in run over fatalities was also found (IRR = 1.04, 95% CI 1.00–1.09) suggesting the need for research into interventions for this type of fatality, such as safe tractor access platforms.     

On-road bicycle facilities and bicycle crashes in Iowa, 2007–2010

Purpose

An average of 611 deaths and over 47,000 bicyclists are injured in traffic-related crashes in the United States each year. Efforts to increase bicycle safety are needed to reduce and prevent injuries and fatalities, especially as trends indicate that ridership is increasing rapidly. The objective of this study was to evaluate the effect of bicycle-specific roadway facilities (e.g., signage and bicycle lanes) in reducing bicycle crashes.

Methods

We conducted a case site-control site study of 147 bicycle crash-sites identified from the Iowa Department of Transportation crash database from 2007 to 2010 and 147 matched non-crash sites. Control sites were randomly selected from intersections matched to case sites on neighborhood (census block group) and road classification (arterial, feeder, collector, etc.). We examined crash risk by any on-road bicycle facility present and by facility type (pavement markings--bicycle lanes and shared lane arrows, bicycle-specific signage, and the combination of markings and signage), controlling for bicycle volume, motor vehicle volume, street width, sidewalks, and traffic controls.

Results

A total of 11.6% of case sites and 15.0% of controls had an on-road bicycle facility. Case intersections had higher bicycle volume (3.52 vs. 3.34 per 30 min) and motor vehicle volume (248.77 vs. 205.76 per 30 min) than controls. Our results are suggestive that the presence of an on-road bicycle facility decreases crash risk by as much as 60% with a bicycle lane or shared lane arrow (OR = 0.40, 95% CI = 0.09–1.82) and 38% with bicycle-specific signage (OR = 0.62, 95% CI = 0.15–2.58).

Conclusions

Investments in bicycle-specific pavement markings and signage have been shown to be beneficial to traffic flow, and our results suggest that they may also reduce the number of bicycle-motor vehicle crashes and subsequent injuries and fatalities. As a relatively low-cost traffic feature, community considerations for further implementation of these facilities are justified.     

Rates and predictors of DUI among U.S.–Mexico border and non-border Mexican Americans

This paper examines driving under the influence (DUI) arrests and other related factors among Mexican Americans living in U.S.–Mexico border and non-border areas. Respondents in the non-border areas (primarily Houston and Los Angeles) constitute a multistage probability sample (N = 1288) of these areas, interviewed as part of the 2006 Hispanic Americans Baseline Alcohol Survey (HABLAS). Respondents in the border area (N = 1307) were interviewed between March 2009 and July 2010 and constitute a household probability sample of Mexican Americans living on the border. In both surveys, data were collected during computer assisted interviews conducted in respondents’ homes. The HABLAS and the border sample response rates were 76% and 67%, respectively. Border or non-border residential location was not associated with self-reported DUI, 12 month DUI arrest, or lifetime DUI arrest. An increase in consumption of 5 drinks per week was associated with an 18% increase in the chance of self-reporting DUI and an 18% increase in the probability of a lifetime DUI arrest. Binge drinkers were more likely to self-report a DUI event (OR = 2.85, 95% CI = 1.61–5.03; p < .001) and a lifetime DUI arrest (OR = 2.81; 95% CI = 1.43–5.53, p < .01). Most respondents, independent of residential location, recognized DUI as a major problem affecting Hispanics. However, while most correctly identified the legal blood alcohol content to drive in their state as .08 g/dl or lower, approximately one third of individuals were unaware of the legal limit. Compared to their non-border counterparts, border men were more likely to identify a bar/tavern/club and border women were more likely to identify a friend or relative's home as the places of last drink before the most recent DUI trip originated. In conclusion, border and non-border Mexican Americans are not different regarding DUI rates. These rates are high in both groups, especially among men. Intervention strategies to decrease DUI should be implemented not only in drinking establishments but also with families.     

Road traffic fatalities in Arkhangelsk,Russia in 2005–2010: Reliability of police and healthcare data

Purpose

To estimate and compare reliability of traffic mortality data of the police and the healthcare sector in Arkhangelsk, Russia.

Methods

The study matched traffic mortality data of the police and the regional healthcare statistics centre for the period from 2005 to 2010. Individual investigations of unmatched cases were performed, and the underlying causes of the non-matches were established. The obtained distribution of non-matches by causes served as basis for estimating the true numbers of traffic fatalities in the two sources, in appliance with corresponding fatality definitions and registration rules. A data accuracy index (DAI) was calculated for each source by using an adapted version of the formula for calculating accuracy of a diagnostic test. This was used as a measure for data reliability. Time trends in annual DAIs were estimated for each source by χ²-test for linear trend.

Results

During the 6-year period, the police and the healthcare statistics centre registered 217 and 237 traffic fatalities in Arkhangelsk, respectively. Matching of data from the two sources resulted in 162 matched cases, 55 unmatched cases in the police data, and 75 unmatched cases in the healthcare data. More than a half (56%) of the non-matches were attributed to incompatibility of the definitions in the two data registration systems; 39% were attributed to failures in the healthcare data. Other non-matches were due to scarce identifying information (2%) or were not classifiable (2%). None of the non-matches were clearly attributable to failures in the police data. The 6-year DAI was 98% for the police data and 80% for the healthcare data. The DAI for the police data was stable over 2005–2010 (ranging from 96% to 100%). The DAI for the healthcare data increased from 66% in 2005 to 98% in 2010 (P_trend < 0.001).

Conclusion

The findings suggest that traffic mortality data of the police were more reliable, compared to the healthcare data. However, reliability of the healthcare data was improving during the study period.     

Pregnant driver-associated motor vehicle crashes in North Carolina, 2001–2008

Background

Motor vehicle crashes are the leading cause of maternal injury-related mortality during pregnancy in the United States, yet pregnant women remain an understudied population in motor vehicle safety research.

Methods

We estimated the risk of being a pregnant driver in a crash among 878,546 pregnant women, 16–46 years, who reached the 20th week of pregnancy in North Carolina (NC) from 2001 to 2008. We also examined the circumstances surrounding the crash events. Pregnant drivers in crashes were identified by probabilistic linkage of live birth and fetal death records and state motor vehicle crash reports.

Results

During the 8-year study period, the estimated risk of being a driver in a crash was 12.6 per 1000 pregnant women. Pregnant women at highest risk of being drivers in serious crashes were 18–24 years old (4.5 per 1000; 95% confidence interval, CI,4.3, 4.7), non-Hispanic black (4.8 per 1000; 95% CI = 4.5, 5.1), had high school diplomas only (4.5 per 1000; 95% CI = 4.2, 4.7) or some college (4.1 per 1000; 95% CI = 3.9, 4.4), were unmarried (4.7 per 1000; 95% CI = 4.4, 4.9), or tobacco users (4.5 per 1000; 95% CI = 4.1, 5.0). A high proportion of crashes occurred between 20 and 27 weeks of pregnancy (45%) and a lower proportion of crashes involved unbelted pregnant drivers (1%) or airbag deployment (10%). Forty percent of crashes resulted in driver injuries.

Conclusions

NC has a relatively high pregnant driver crash risk among the four U.S. states that have linked vital records and crash reports to examine pregnancy-associated crashes. Crash risks were especially elevated among pregnant women who were young, non-Hispanic black, unmarried, or used tobacco. Additional research is needed to quantify pregnant women's driving frequency and patterns.     

Spatial panel analyses of alcohol outlets and motor vehicle crashes in California: 1999–2008

Although past research has linked alcohol outlet density to higher rates of drinking and many related social problems, there is conflicting evidence of density's association with traffic crashes. An abundance of local alcohol outlets simultaneously encourages drinking and reduces driving distances required to obtain alcohol, leading to an indeterminate expected impact on alcohol-involved crash risk. This study separately investigates the effects of outlet density on (1) the risk of injury crashes relative to population and (2) the likelihood that any given crash is alcohol-involved, as indicated by police reports and single-vehicle nighttime status of crashes. Alcohol outlet density effects are estimated using Bayesian misalignment Poisson analyses of all California ZIP codes over the years 1999–2008. These misalignment models allow panel analysis of ZIP-code data despite frequent redefinition of postal-code boundaries, while also controlling for overdispersion and the effects of spatial autocorrelation. Because models control for overall retail density, estimated alcohol-outlet associations represent the extra effect of retail establishments selling alcohol. The results indicate a number of statistically well-supported associations between retail density and crash behavior, but the implied effects on crash risks are relatively small. Alcohol-serving restaurants have a greater impact on overall crash risks than on the likelihood that those crashes involve alcohol, whereas bars primarily affect the odds that crashes are alcohol-involved. Off-premise outlet density is negatively associated with risks of both crashes and alcohol involvement, while the presence of a tribal casino in a ZIP code is linked to higher odds of police-reported drinking involvement. Alcohol outlets in a given area are found to influence crash risks both locally and in adjacent ZIP codes, and significant spatial autocorrelation also suggests important relationships across geographical units. These results suggest that each type of alcohol outlet can have differing impacts on risks of crashing as well as the alcohol involvement of those crashes.     

Fractions of fatal crashes attributable to speeding: Evolution for the period 2001–2010 in France

Road safety is a major concern in the West, especially in France. Among all the established risk factors for fatal crashes, speed is specific in two ways: every road-user is exposed to it, and it increases not only crash rates but also the severity of crashes. Thus, speed regulation is of primary importance in road-safety policy and has also generated much public debate. To contribute to this debate, we constructed a power-model which relates the number of fatal crashes to speed raised to the power four. Despite its simplicity, this model fitted the data well. Notably, it enabled the fractions of fatal crashes attributable to various levels of speeding to be estimated. Data for secondary roads over the period 2001–2010 showed that the fraction of fatal crashes attributable to high-level speeding (>20 kph over the speed limit) decreased from 25% to 6% and that attributable to medium-level speeding (10–20 kph over the speed limit) decreased from 13% to 9%, whereas that attributable to low-level speeding progressively increased from 7% to 13%. Similar trends were observed on main roads. These results highlight the effectiveness of the speed regulation policies introduced during the study period with respect to high-level speeding. They also suggest that future policy should focus on low and medium-level speeding in order further to reduce road deaths significantly, since these levels now correspond to the major fraction of fatal crashes.     

Office of U.S. Consortium for Standards & Conformity Assessment Established in China

On May 24th, the O ffice of U .S Consortium for Stan- dards and Conform ity A ssessm ent (CSCA China O ffice) w as officially established in Beijing. The U .S Consortium for Standards and Conform ity A ssessm ent, consisting of four U .S-based standards or- ganizations, w hich are A PI (A m erican Petroleum Insti- tute), A SM E International, A STM International and CSA A m erica, has created the office. The establishm ent of the China O ffice w ill enhance A m erica and Chin…