Impact of alcohol checks and social norm on driving under the influence of alcohol (DUI)

This study investigated the influence of alcohol checks and social norm on self-reported driving under the influence of alcohol above the legal limit (DUI). The analysis was based on the responses of 12,507 car drivers from 19 European countries to the SARTRE-4 survey (2010). The data were analysed by means of a multiple logistic regression-model on two levels: (1) individual and (2) national level.     

Identifying the psychological determinants of risky riding: An application of an extended Theory of Planned Behaviour

The Theory of Planned Behaviour (TPB) plus moral norms, anticipated regret, past behaviour, self-identity and perceived susceptibility was applied to predicting motorcyclists’ intention to ride above the speed limit and ride at inappropriate speeds. Past behaviour, control beliefs, attitudes, moral norm, normative beliefs, age and self-identity explained 60% of the variance in motorcyclists’ intention to exceed the speed limit on motorways (N = 1381). A total of 62% of the variance in motorcyclists’ intention to really go for it on rural roads was accounted for, with past behaviour, attitudes, control beliefs, age, normative beliefs, anticipated regret, self-identity, behavioural beliefs and training status being significant (N = 1116). Finally, attitudes, past behaviour, control beliefs, moral norm, anticipated regret, behavioural beliefs, normative beliefs, engine size and self-identity explained 57% of the variance in motorcyclists’ intention to ride faster than felt safe in order to keep up with the group (N = 1940). The belief-based measures also successfully differentiated between those who intended to speed and those who did not. Theoretical and practical implications of the findings are discussed.     

The role of parental alcohol consumption on driving under the influence of alcohol: results from a longitudinal, nationally representative sample

Purpose

Many studies have examined the role of peer and parental alcohol use on drinking behaviors among adolescents. Few studies, however, have examined parental influences on driving under the influence (DUI) of alcohol. The current study uses data from a longitudinal study to examine the role of parental alcohol use during adolescence on the risk for DUI among young adult men and women.

Methods

Data were derived from 9559 adolescents and young adults who participated in the National Longitudinal Study of Adolescent Health (Add Health) Waves I and III. Survey logistic regression was used to examine the relationship between multilevel risk and protective factors and self-reported DUI. Analyses were stratified by gender and frequency of parental alcohol consumption to understand the role of parental alcohol use on risk for DUI among their youth.

Results

Risk and protective factors for DUI were very similar among men and women. Parental alcohol use significantly predicted DUI among women (OR = 1.39, p < 0.01) and men (OR = 1.33, p < 0.05). When parents did not report alcohol use, peer alcohol use significantly increased risk for DUI for both women (OR = 1.26, p < 0.05) and men (OR = 1.31, p < 0.001). When parents reported alcohol use, however, peer alcohol use was not a significant independent predictor.

Conclusions

Findings suggest remarkable similarities in risk and protective factors for DUI across gender groups. For men and women, parental alcohol consumption was a risk factor for DUI. Peers’ alcohol use predicted DUI only when parents did not use alcohol.     

Driving under the influence of alcohol in the Netherlands by time of day and day of the week

The purpose of this study is to provide an overview of the variation in the prevalence of alcohol in everyday traffic in the Netherlands during all days of the week and all times of day. Breath tests were taken from randomly selected car drivers and drivers of small vans in six police regions in the Netherlands between January 2007 and August 2009. A total of 28,057 drivers were included in the study. The prevalence of driving under the influence of alcohol was highest during night-time hours of weekend days. Large proportions of sampled drivers under the influence of alcohol were also found during day-time hours on weekend days, especially early in the morning and early in the evening. Furthermore, a small proportion of sampled drivers under the influence of alcohol was found during morning traffic on Monday and Friday mornings. The results of this study indicate that drink driving is not only limited to night-time hours and that prevalence of drink driving is also high during evening hours from Wednesday to Sunday. In addition to these time periods, breath testing activities may also be effective from a police enforcement perspective on Monday, Friday, and Saturday mornings between 06.00 h and 08.00 h and on Sunday mornings until 10.00 h.     

Can enforced behaviour change attitudes: Exploring the influence of Intelligent Speed Adaptation

The Theory of Planned Behaviour model (Ajzen, 1985) was used to determine whether long-term experience with Intelligent Speed Adaption (ISA) prompts a change in speed related cognitions. The study examines data collected as part of a project examining driver behaviour with an intervening but overridable ISA system. Data was collected in four six-month field trials. The trials followed an A-B-A design (28 days driving with no ISA, 112 days driving with ISA, 28 days driving without ISA) to monitor changes in speeding behaviour as a result of the ISA system and any carry-over effect of the system. Findings suggested that following experience with the system, drivers’ intention to speed significantly weakened, beyond the removal of ISA support. Drivers were also less likely to believe that exceeding the speed would ‘get them to their destination more quickly’ and less likely to believe that ‘being in a hurry’ would facilitate speeding. However, the positive change in intentions and beliefs failed to translate into behaviour. Experience with the ISA system significantly reduced the percentage of distance travelled whilst exceeding the speed limit but this effect was not evident when the ISA support was removed.     

The role of parental alcohol consumption on driving under the influence of alcohol: Results from a longitudinal,nationally representative sample

PurposeMany studies have examined the role of peer and parental alcohol use on drinking behaviors among adolescents. Few studies, however, have examined parental influences on driving under the influence (DUI) of alcohol. The current study uses data from a longitudinal study to examine the role of parental alcohol use during adolescence on the risk for DUI among young adult men and women.MethodsData were derived from 9559 adolescents and young adults who participated in the National Longitudinal Study of Adolescent Health (Add Health) Waves I and III. Survey logistic regression was used to examine the relationship between multilevel risk and protective factors and self-reported DUI. Analyses were stratified by gender and frequency of parental alcohol consumption to understand the role of parental alcohol use on risk for DUI among their youth.ResultsRisk and protective factors for DUI were very similar among men and women. Parental alcohol use significantly predicted DUI among women (OR = 1.39, p < 0.01) and men (OR = 1.33, p < 0.05). When parents did not report alcohol use, peer alcohol use significantly increased risk for DUI for both women (OR = 1.26, p < 0.05) and men (OR = 1.31, p < 0.001). When parents reported alcohol use, however, peer alcohol use was not a significant independent predictor.ConclusionsFindings suggest remarkable similarities in risk and protective factors for DUI across gender groups. For men and women, parental alcohol consumption was a risk factor for DUI. Peers’ alcohol use predicted DUI only when parents did not use alcohol.     

Driving under the influence of alcohol or drugs among adolescents: The role of urban and rural environments

This study aimed to describe driving under the influence of alcohol or drugs (DUIAD) and riding in a vehicle with a driver under the influence of alcohol or drugs (RDUIAD) and their associated factors among rural and urban adolescents in Spain. We performed a cross-sectional study including 2067 students from Barcelona and a rural area 60 km north of this city. The prevalences of ever DUIAD and RDUIAD were 17% and 41% among 17–18 year-old adolescents. DUIAD was more common in boys. Living in the rural area was independently associated with these behaviours. Exposure to these behaviours is common among Spanish adolescents, especially in rural areas.     

Driving under the influence of alcohol: Examining ethno-specific rates and the mediating effects of psychological distress and harmful and problematic drinking

This paper examines ethnic disparities in rates of driving under the influence of alcohol (DUIA) in a representative sample of Ontario adults. Data were drawn from the Centre for Addiction and Mental Health (CAMH) Monitor, a survey of 8276 Ontario adults aged 18 and older. We considered 19 distinct ethnic groups based on participants’ self-identification of ethno-cultural heritage. Differences in the prevalence of DUIA across ethnic groups were limited. Relative to other ethnic groups, those adults who identified as Irish had a significantly higher rate of DUIA, while those of Italian and Chinese ethnicity had significantly lower rates of DUIA. The mediating effects of psychological distress (General Health Questionnaire) and harmful and problematic drinking (Alcohol Use Disorders Identification Test [AUDIT] consumption, dependence and problems) on the direct relationship between ethnic identity and impaired driving were also considered. Mediation was observed as remaining ethnic differences in DUIA disappeared when AUDIT subscales were introduced. These findings are interpreted in the context of patterns of alcohol consumption among ethnic populations and their impact on DUIA. Implications of study findings are considered with respect to the role of ethnicity in impaired driving research and its impact on programs and policies directed at reducing impaired driving.     

Effects of excessive speeding and falling asleep while driving on crash injury severity in Ethiopia: A generalized ordered logit model analysis

The severity of injury from vehicle crash is a result of a complex interaction of factors related to drivers’ behavior, vehicle characteristics, road geometric and environmental conditions. Knowing to what extent each factor contributes to the severity of an injury is very important. The objective of the study was to assess factors that contribute to crash injury severity in Ethiopia. Data was collected from June 2012 to July 2013 on one of the main and busiest highway of Ethiopia, which extends from the capital Addis Ababa to Hawassa. During the study period a total of 819 road crashes was recorded and investigated by trained crash detectors. A generalized ordered logit/partial proportional odds model was used to examine factors that might influence the severity of crash injury. Model estimation result suggested that, alcohol use (Coef. = 0.5565; p-value = 0.017), falling asleep while driving (Coef. = 1.3102; p-value = 0.000), driving at night time in the absence of street light (Coef. = 0.3920; p-value = 0.033), rainfall (Coef. = 0.9164; p-value = 0.000) and being a minibus or vans (Coef. = 0.5065; p-value = 0.013) were found to be increased crash injury severity. On the other hand, speeding was identified to have varying coefficients for different injury levels, its highest effects on sever and fatal crashes. In this study risky driving behaviors (speeding, alcohol use and sleep/fatigue) were a powerful predictor of crash injury severity. Therefore, better driver licensing and road safety awareness campaign complimented with strict police enforcement can play a pivotal role to improve road safety. Further effort needed as well to monitor speed control strategies like; using the radar control and physical speed restraint measures (i.e., rumble strips).     

The effects of a new traffic safety law in the Republic of Serbia on driving under the influence of alcohol

The aim of the study presented here has been to see what the effects of the new traffic safety law are, 2 years into its initial implementation, on driving under the influence of alcohol. Until the end of 2009, the legal limit for blood concentration for drivers in Serbia was 0.5 g/l; however, the new traffic safety law stipulates the new limit to be 0.3 g/l. A retrospective autopsy study was performed over a 6-year period (from 2006 to 2011) whose sample covered cases of fatally injured drivers who had died at the scene of the incident, before being admitted to hospital. A total of 161 fatally injured drivers were examined for their blood alcohol concentration. The average age for these drivers was 40.2 ± 15.4 years, with a significant male predominance of 152 men to 9 women (χ² = 152.000, p < 0.001). This study has shown no decrease in the ratio of drivers under the influence of alcohol vs. all drivers (Pearson χ² = 4.415, df = 5, p = 0.491), nor in the number of drivers under the influence of alcohol (Pearson χ² = 6.629, df = 5, p = 0.250), nor a decrease in the mean blood alcohol concentration in drivers (1.72 ± 0.87 vs. 1.68 ± 0.95 g/l, t = 0.177, df = 80, p = 0.860). The conclusion of this study is that the new law has had a limited effect on driving under the influence of alcohol, which still remains one of the major human factors, responsible for road-traffic crashes in Serbia.     

Prevalence of alcohol and drugs among Norwegian motor vehicle drivers: a roadside survey

The objective of the study was to determine the prevalence of alcohol, psychoactive medicinal drugs and illegal drugs among drivers in Norwegian road traffic. Drivers of motor vehicles were selected from April 2005 to April 2006 in the south-eastern part of Norway, surrounding, but not including the capital, Oslo. A stratified two-stage cluster sampling procedure was used. In the first stage, random road sites and time intervals were selected, and in the second stage, drivers were stopped by random at those sites and time intervals. Altogether about 12,000 drivers were asked to provide a sample of oral fluid (saliva) and answer a few questions. Samples of oral fluid were obtained from 88% of the drivers, of whom 30% were females and 70% males. The prevalence of each drug was estimated by a weighted average using weights adjusted for under- or over-sampling compared to traffic statistics. Alcohol or drugs were found in oral fluid samples of 4.5% of the drivers; alcohol in 0.4%, psychoactive medicinal drugs in 3.4%, and illegal drugs in 1.0%. Illegal drugs were found more frequently in samples from younger drivers, while psychoactive medicinal drugs were more frequently found in samples from older drivers. Psychoactive medicinal drugs were more prevalent among females than males, among drivers stopped on working days rather than weekends, and among those who reported annual driving distances less than 16,000km. The drugs found most frequently were zopiclone (1.4%), benzodiazepines (1.4%), codeine (0.8%), tetrahydrocannabinol (0.6%) and amphetamines (0.3%). Two or more drugs were found in 0.6% of the samples, corresponding to 15% of the drug-positive drivers.     

Drink driving in Belgium: results from the third and improved roadside survey

In 2003, the Belgian Road Safety Institute organised the third national roadside survey to estimate the proportion of drink drivers and their profile. The objective of this initiative is to gather data as a basis to formulate theory- and research-based recommendations to policymakers with the intention of decreasing the number of alcohol related accidents and victims on Belgian roads. Almost all Belgian police forces agreed to participate in a stratified two-stage cluster sample. First stage of the survey consisted of randomly selecting road sites (m = 449) in each region using a Geographical Information System (Arcview). Second stage of the survey consisted of randomly stopping drivers of personal cars (n = 12,891) during October and November 2003. All stopped drivers were asked by the police to perform an alcohol breath test. In addition, the police invited all sampled drivers to participate in a short questionnaire with individual variables (gender, age, etc.). Questionnaires with aggregated variables for road sites (traffic flow, intensity of stopping drivers, etc.) were also completed. The percentage of drivers who were found to have a blood alcohol concentration at or above the legal limit of 0.5 g/l during weekend nights (7.68%) is significantly higher than all other time spans. These percentages for the remaining time spans do not differ significantly (weekdays: 1.76%; weekday nights: 2.99%; weekend days: 2.98%). A multilevel logistic model for Belgium was successfully fitted.     

Associations between driving under the influence of alcohol or drugs,speeding and seatbelt use among fatally injured car drivers in Norway

Since 2005, all fatal road traffic crashes in Norway have been analyzed in-depth by multidisciplinary investigation teams organized by the Norwegian Public Roads Administration (NPRA). During the period 2005–2010, 608 drivers of cars or vans were killed in road traffic crashes. Blood samples were collected from 372 (61%) of the drivers and analyzed for alcohol and a large number of psychoactive drugs at the Norwegian Institute of Public Health (NIPH). After coupling the analytical results with the NPRA crash database, 369 drivers with a fatal outcome were identified and included. Alcohol or drug concentrations in blood above the legal limits were found in 39.8% of the drivers who were investigated for alcohol or drug impairment; 33.9% had blood alcohol concentrations above 0.5 g/L or concentrations of drugs above the equivalent Norwegian legal impairment limits or concentrations of amphetamines above 200 μg/L. Among drivers with a fatal outcome who had been impaired by alcohol or drugs, 64.6% were unbelted and 71.7% were speeding when the crash occurred; whereas 24.2% and 33.2% of the sober drivers were unbelted or speeding, respectively. Statistically significant associations were found between impairment by alcohol or amphetamines and driving unbelted or speeding. Excessive speeding is one of the main reasons for road traffic crashes and together with being unbelted the main reasons for a fatal outcome. This behavior might in many cases be due to increased risk-taking or negligence of safety measures as a result of alcohol or drug use.     

The Role of Human Capital in Lowering the Barriers to Engaging in Innovation: Evidence from the Spanish Innovation Survey

This paper focuses on the role of human capital in reducing the barriers to firms' engagement in innovation activities. The paper distinguishes between firms facing barriers that stop them from engaging in any innovation activity, and firms that face impediments in the course of their innovation activity. We investigate whether human capital has a particularly strong impact in relation to lowering barriers among the former group of firms, since a strong skill base is likely to compensate for lack of experience in innovation-related activities or the complementary assets needed for innovation. We draw on four waves of the Spanish Innovation Survey and examine the impact of human capital on three types of obstacles to innovation: cost, knowledge and market barriers. We find that human capital has a significant impact on reducing the barriers to innovation represented by knowledge shortages and market uncertainties.     

Young male drinkers and impaired driving intervention: Results of a U.S. telephone survey

The present study examines the role of interveners in the driving behavior of a group of drivers at higher risk for involvement in a fatal, alcohol-related motor vehicle accident than the general population, based on their demographic characteristics. The sample consisted of men, aged 21–34 years, living in areas where alcohol-involved motor vehicle fatalities most commonly occur. More than one-half (55%) of these men reported having been the target of an intervention to prevent them from drinking and driving. The variables most strongly associated with having been the target of an intervention were: involvement in an accident after drinking; frequency of driving after drinking too much to drive safely; binge drinking; reporting that it takes ten or more drinks to feel drunk. Age, total alcohol consumption and the relationship between the target and the intervener predicted intervention success. Persons who have close relationships with drinking drivers, particularly wives/girlfriends, are most likely to be successful in preventing these men from drinking and driving. To the extent they can be encouraged to safely intervene, wives/girlfriends and close friends may be potential targets for messages promoting informal social control of drinking and driving.     

Evidence for an early onset of endogenous alcohol production in bodies recovered from the water: implications for studying alcohol and drowning

Endogenous alcohol production can increase the blood alcohol concentration (BAC) of drowning victims following submersion and confound epidemiological studies of the role of alcohol. This study seeks to determine how soon after a drowning death a victim's BAC is influenced by post-mortem alcohol production. The drop in mean lung weight that occurs over time in the water was hypothesized to serve as a proxy for the time course of decomposition, and thus provide an empirical measure to determine how soon after death to first suspect endogenous alcohol. The autopsy lung weights of 562 previously healthy males who drowned were compared across six submersion time groups (0-11.9, 12-23.9, 24-47.9, 48-95.9, 96-167.9 and >or=168 h) and two times of year (winter and non-winter). The hypothesis that a drop in lung weight is sensitive to the time course of decomposition was supported by (1). a statistically significant drop in mean lung weight that occurred 12-23.9 h post-submersion in the non-winter months, but not until 96-167.9 h in the colder winter months; and (2). a significant drop in lung weight was not observed in the group of cases with zero BAC. With a parallel finding that an increase in the proportion of cases with a positive BAC first occurred at the 12-23.9 h submersion group during the warmer non-winter months, we concluded that production of alcohol can occur in bodies recovered from the water as early as 12 h after death. Because excluding drownings with submersion durations greater than 12 h would exclude almost half of our cases from epidemiological studies of alcohol and drowning, additional evidence from the forensic literature was used to develop an adjustment procedure to account for endogenous alcohol production for submersion times of up to 1 week.     

Pooling data from fatality analysis reporting system (FARS) and generalized estimates system (GES) to explore the continuum of injury severity spectrum

Fatality Analysis Reporting System (FARS) and Generalized Estimates System (GES) data are most commonly used datasets to examine motor vehicle occupant injury severity in the United States (US). The FARS dataset focuses exclusively on fatal crashes, but provides detailed information on the continuum of fatality (a spectrum ranging from a death occurring within thirty days of the crash up to instantaneous death). While such data is beneficial for understanding fatal crashes, it inherently excludes crashes without fatalities. Hence, the exogenous factors identified as critical in contributing (or reducing) to fatality in the FARS data might possibly offer different effects on non-fatal crash severity levels when a truly random sample of crashes is considered. The GES data fills this gap by compiling data on a sample of roadway crashes involving all possible severity consequences providing a more representative sample of traffic crashes in the US. FARS data provides a continuous timeline of the fatal occurrences from the time to crash – as opposed to considering all fatalities to be the same. This allows an analysis of the survival time of victims before their death. The GES, on the other hand, does not offer such detailed information except identifying who died in the crash. The challenge in obtaining representative estimates for the crash population is the lack of readily available “appropriate” data that contains information available in both GES and FARS datasets. One way to address this issue is to replace the fatal crashes in the GES data with fatal crashes from FARS data thus augmenting the GES data sample with a very refined categorization of fatal crashes. The sample thus formed, if statistically valid, will provide us with a reasonable representation of the crash population.This paper focuses on developing a framework for pooling of data from FARS and GES data. The validation of the pooled sample against the original GES sample (unpooled sample) is carried out through two methods: (1) univariate sample comparison and (2) econometric model parameter estimate comparison. The validation exercise indicates that parameter estimates obtained using the pooled data model closely resemble the parameter estimates obtained using the unpooled data. After we confirm that the differences in model estimates obtained using the pooled and unpooled data are within an acceptable margin, we also simultaneously examine the whole spectrum of injury severity on an eleven point ordinal severity scale – no injury, minor injury, severe injury, incapacitating injury, and 7 refined categories of fatalities ranging from fatality after 30 days to instant death – using a nationally representative pooled dataset. The model estimates are augmented by conducting elasticity analysis to illustrate the applicability of the proposed framework.     

Operating under the influence: Three year recidivism rates for motivation-enhancing versus standard care programs

Operating a motor vehicle under the influence of alcohol (OUI) is an international problem. In the United States, one intervention strategy is to require offenders to attend group-delivered interventions. We compared three year rearrest rates among 12,267 individuals in Maine receiving either a motivation-enhancing (ME) program, Prime For Life^®, or historical standard care (SC) programs. We created two cohorts, one when Maine used SC (9/1/1999–8/31/2000) and one after the ME program was implemented (9/1/2002–8/31/2003). Adjusted for control variables, rearrest rates among people not completing an assigned program did not differ for the ME versus SC cohorts (12.1% and 11.6%, respectively; OR = 1.05, ns). In contrast, ME compared to SC program completers had lower rearrest rates (7.4% versus 9.9%, OR = 0.73, p < .05). The same pattern occurred for people required to take these programs plus substance use treatment (12.1% versus 14.7%, OR = 0.82, p < .01). For those rearrested, time to rearrest did not differ between ME and SC cohorts. Among those required to have substance abuse treatment, ME and SC arrest rates did not differ for younger individuals; otherwise, the ME cohort’s lower rearrest rates occurred across gender, age, having a previous OUI, and having completed a previous intervention program.     

Hispanics, Blacks and White driving under the influence of alcohol: results from the 1995 National Alcohol Survey

OBJECTIVE: To report nationwide survey data on patterns of driving under the influence of alcohol among Whites, Blacks and Hispanics. METHOD: Data were obtained from a probability sample consisting of 1582 Blacks, 1585 Hispanics and 1636 Whites in the US household population. Interviews averaging 1 h in length were conducted in respondents' homes by trained interviewers. RESULTS: Self-reported rates of driving a car after having drunk enough 'to be in trouble if stopped by the police' were highest among White and Hispanic men (22 and 21%, respectively), as were lifetime arrest rates for driving under the influence of alcohol (13% for White men, 19% for Hispanic men). Additionally, our analyses suggest that drinkers who drive under the influence of alcohol are more likely to be men (regardless of ethnicity), consume more alcohol, and be alcohol dependent than drinkers who do not engage in alcohol-impaired driving.     

Less is more: the influence of traffic count on drinking and driving behaviour

Drinking and driving road checks are often organized with either a clear prevention or repression objective in mind. The objective of a prevention strategy is to make as many people as possible believe that police officers are enforcing drinking and driving laws and that drinking drivers will most likely be caught. As such, targeting high traffic count road sites with high-visibility road checks is a priority because it serves to increase awareness of the enforcement activity. An alternative to this prevention approach is the “repression” approach that involves targeting times and places where the highest number of drinking drivers are to be expected. Rather than attempting to affect the subjective chance of getting caught, this approach seeks to increase the objective likelihood of getting caught; the aim is to apprehend as many drinking drivers as possible. Regardless of the chosen strategy, there is a need to understand how traffic count influences drinking and driving behaviour as traffic count may play a role in a police officer's choice of sites for a road check. The objective of this paper is to shed some light on this relationship between drinking and driving behaviour and traffic count. In this paper, data from a roadside survey, carried out in British Columbia in 2003, are used. A two-level logistic regression analysis was carried out with data from 2627 drivers coming from 48 different road sites to replicate a model that was previously obtained with comparable data from a Belgian roadside survey, also carried out in 2003. The present study successfully replicated the findings of the Belgian model, substantiating that the probability for drivers to be drinking and driving significantly decreases with an increasing level of traffic count. This supports the suggestion that drinking drivers avoid high traffic count road sites. The relevance of these findings with respect to organizing preventive or repressive road checks and possible confounding variables are discussed at the end of this paper.