Comparison of young and adult driver crashes in Alaska using linked traffic crash and hospital data

This report describes young driver crashes in Alaska, compares rates and characteristics of young driver crashes with adult driver crashes, and summarizes the medical and financial outcomes of young driver crashes, for the period 1991 through 1995. Using the Mini Crash Outcome Data Evaluation System (MINICODES), trauma registry hospital discharge data were linked with traffic crash records. The data were analyzed to compare drivers aged 16-20 with drivers aged 21-50 who were involved in a crash resulting in the hospitalization or death of a crash victim. The CrashCost Program was used to estimate costs associated with young driver crashes for the five years. Young drivers were 2.9 times more likely than adult drivers to be involved in crashes that resulted in the hospitalization of a crash victim, and 2.6 times more likely to be involved in a crash involving a fatality. The contributing factors for young driver crashes were listed as human factors 73.4% of the time, compared with 65.6% among adults (P = .001). Costs associated with the young driver crashes were estimated to be over $300 million, which resulted in a cost per young licensed driver that was 3.4 times the cost per adult licensed driver.     

Selective induction of apoptosis in mouse and human lung epithelial cell lines by the tert-butyl hydroxylated metabolite of butylated hydroxytoluene: a proposed role in tumor promotion

With increasing age, diseases affecting the cognitive functions are more frequent. These diseases may increase the risk for fatal car crashes. We analyzed the frequency of neuropathological alterations characteristic of Alzheimer's disease (i.e. neuritic and diffuse plaques, and neurofibrillary tangles) in two association areas of the brain, parietal and frontal cerebral cortex, from 98 fatally injured aged drivers. In the age groups of 65-75 and over 75 years of age, 50% and 72% of the drivers, respectively, had neuritic plaques in either parietal and/or frontal cortex. In 14% of all killed drivers the number of neuritic plaques reached the Consortium to Establish a Registry for Alzheimer's Disease (CERAD) age-related histologic score C, which indicates the diagnosis of Alzheimer's disease (AD), and an additional 33% had score B, which suggests the diagnosis of AD. Neuropathological AD changes were most common in the brains of drivers killed in single vehicle crashes, followed by multivehicle crashes at intersections and least common in multivehicle crashes elsewhere, but the differences did not reach statistical significance. In a great majority (80-85%) of cases the killed aged driver was the guilty party of the crash. The results imply, that incipient AD may contribute to fatal crashes of aged drivers, and therefore the forensic autopsy of these victims should include neuropathological examination.     

The scope and nature of the drowsy driving problem in New York State

A telephone survey was conducted of a random sample of New York State licensed drivers to determine the prevalence and circumstances of drowsy driving. Based on the survey responses, 54.6% of the drivers had driven while drowsy within the past year; 22.6% had ever fallen asleep at the wheel without having a crash, 2.8% had ever crashed when they fell asleep, and 1.9% had crashed when driving while drowsy. Of the reported crashes due to driving while drowsy or falling asleep at the wheel, 82.5% involved the driver alone in the vehicle, 60.0% occurred between 11:00 p.m. and 7:00 a.m. 47.5% were drive-off-road crashes, and 40.0% occurred on a highway or expressway. Multiple regression analysis suggested that the following driver variables are predictive of an increased frequency of driving drowsy: demographic characteristics (younger drivers, more education, and men); sleep patterns (fewer hours of sleep at night and greater frequency of trouble staying awake during the day); work patterns (greater frequency of driving for job and working rotating shifts); and driving patterns (greater number of miles driven annually and fewer number of hours a person can drive before becoming drowsy).     

Antenatal glucocorticoid administration increases corticotrophin-releasing hormone in maternal plasma

OBJECTIVES: To examine associations between medical and functional variables and at-fault car crashes in a cohort of older drivers. DESIGN: A case-control study. SETTING: A tertiary care medical center. PARTICIPANTS: Older drivers (ages 55-90 years) residing in Jefferson County, Alabama (n = 174). Cases were drivers who had at least one at-fault crash in the previous 6 years; controls were crash-free during the same period. MEASUREMENTS: Self-reported medical conditions, reported and observed functional measures, and urinary drug screens. The occurrence of one or more at-fault car crashes in the 6 years preceding the 1991 assessment date represented the outcome measure. RESULTS: Ninety-nine older drivers experienced between one and seven at-fault vehicle crashes during the period 1985 through 1991, whereas 75 drivers did not. Logistic regression models indicated that the following variables were independently associated with crash involvement: A 40% or greater reduction in the useful field of view (OR = 6.1; 95% CI, 2.9 to 12.7; P < 0.001), black race (OR = 6.6; 95% CI, 1.7 to 26.2; P = .007), a history of falling in the previous 2 years (OR = 2.6; CI, 1.1 to 6.1; P = .025), and not taking a beta-blocking drug (OR = 4.3; CI, 1.2 to 15.0; P = .023). CONCLUSIONS: Functional assessments, such as a comprehensive test of visual processing, a falls history, and a review of current medications may be of greater relevance than specific medical conditions in the identification of older at-risk drivers. If prospective studies determine that falling and crashing share risk factors, a unified approach to the prevention of these mobility disorders could result. The finding of an independent association of black race with at-fault crashing is in need of further clarification because of the low representation of black drivers in this sample.     

Simulated car crashes and crash predictors in drivers with Alzheimer disease

BACKGROUND: Alzheimer disease (AD) is the most common cause of dementia and can impair cognitive abilities crucial to the task of driving. Rational decisions about whether such impaired individuals should continue to drive require objective assessments of driver performance. OBJECTIVE: To measure relevant performance factors using high-fidelity driving simulation. DESIGN: We examined the effect of AD on driver collision avoidance using the Iowa Driving Simulator, which provided a high-fidelity, closely controlled environment in which to observe serious errors by at-risk drivers. We determined how such unsafe events are predicted by visual and cognitive factors sensitive to decline in aging and AD. SETTING: The University of Iowa Hospitals and Clinics, Iowa City, and the Iowa Driving Simulator. PARTICIPANTS: Thirty-nine licensed drivers: 21 with AD and 18 controls without dementia. MAIN OUTCOME MEASURES: We determined the number of crashes and related performance errors and analyzed how these occurrences were predicted by visual and cognitive factors. RESULTS: Six participants (29%) with AD experienced crashes vs 0 of 18 control participants (P = .022). Drivers with AD were more than twice as likely to experience close calls (P = .042). Plots of critical control factors in the moments preceding a crash revealed patterns of driver in-attention and error. Strong predictors of crashes included visuospatial impairment, reduction in the useful field of view, and reduced perception of 3-dimensional structure-from-motion. CONCLUSIONS: High-fidelity driving simulation provides a unique new source of performance parameters to standardize the assessment of driver fitness. Detailed observations of crashes and other safety errors provide unbiased evidence to aid in the difficult clinical decision of whether older or medically impaired individuals should continue to drive. The findings are complementary to evidence currently being gathered using techniques from epidemiology and cognitive neuroscience.     

The stop sign is for the other guy: A naturalistic observation of driving behavior of Nigerians.

Examined the effects of 2 types of stop signs on driving behaviors of private car and commercial vehicle drivers. The Ss were 1,211 male and female Nigerian university students whose driving behaviors were observed as they drove through a complex –T junction. Trained observers recorded how well each driver conformed with the demands of standard traffic regulations. Results show that (a) private car drivers conformed more to traffic regulations than did drivers of commercial vehicles, and (b) drivers who obeyed stop signs tended to make turn signals. Installation of more traffic signs on Nigerian roads and the education of drivers (especially commercial vehicle drivers) as to the specific demands of such traffic signs are advocated. (PsycINFO Database Record (c) 2010 APA, all rights reserved)     

Aminoglycosides, their ototoxic effect

Traffic safety researchers have long known that the majority of fatal crashes occur on rural roads, but it is not clear whether these crashes involve people who live in rural areas or residents of urban areas traveling on rural roads. 'Geodemographic' market-research tools allow determination of the urbanization of drivers' residence locations from their postal 'zip code.' Using data from the 1988-1992 files of the Fatal Accident Reporting System (FARS) maintained by the National Highway Traffic Safety Administration (NHTSA), this study determined the residence location of several subgroups of drivers involved in fatal crashes. Not only did the majority of fatal crashes occur in rural areas, but the majority of fatal crashes involved rural and small-town residents and the majority of the rural and small-town residents involved in fatal crashes were traveling on rural roads.     

Observed child restraint use in automobiles

Visual observations were made on restraint use in occupants of 5,050 automobiles containing at least one passenger less than 10 years of age, and short interviews were conducted with the drivers. Ninety-three percent of passengers less than 10 years old were not restained. Eighty-nine percent of passengers 10 or older and 78% of the drivers were not restained. Sixteen percent of child motor vehicle restraint devices observed were not used, and 73% of those in use were not used correctly. Use of such devices declined sharply after age 1. Although child passengers were more likely to be restained if the driver was restrained, more than 75% of the children were not restrained when the driver was, even if the driver was the child's parent.     

Does license disqualification reduce reoffence rates?

A review was conducted of the subsequent driving records of over 25,000 Queensland drivers cited for a drink driving offence in 1988 who received at least one subsequent license restriction. The interval of follow-up was at least 3 years, average 3.9 years. Periods of driving disqualification were identified and, for each driver, the total amount of time during restricted and unrestricted driving was computed; the numbers of events, i.e. crashes and traffic offences, recorded during these periods were counted. Rates under disqualification and during legal driving, expressed per thousand person-years were derived by dividing total numbers of events by total time during which they could occur. Three categories of traffic violation were considered: drink driving offences; traffic offences unassociated with drink driving, and any offence involving driving. Since only 12% of the offenders and 9% of the reoffenders were female, detailed analyses are presented for men only; results for women were little different. Statistical inference assumed a Poisson model for crashes and a negative binomial model for offences, and analyses were performed after stratification by number of drink driving offences. Calculated rates during periods of disqualification were about one third of the rates during legal driving for crashes and all three categories of traffic offence, ranging from 25% in the case of unassociated offences to 35% for any driving offence. There were differences, some statistically significant, by age and between metropolitan, provincial city and rural regions of the State, but most were relatively minor. Drivers were apprehended more frequently earlier in the disqualification period than later. It is impossible from these data to distinguish between reduced driving levels and more cautious traffic behaviour during periods of license restriction. It is nonetheless clear that while such penalties are in operation, they substantially reduce the negative impact of convicted drink-drivers on the road. Unfortunately the data do not permit one to say whether or for how long the effect persists.     

Pineal and suprasellar metastasis of lung cancer: case report and review of the literature

The ability of elderly citizens to drive safely has been the subject of ongoing debate. To identify the type of elderly driver who becomes involved in an injury-producing road crash, we profiled all drivers over 39 years of age admitted to our Level I Trauma Center over a 1-year period. Data were prospectively collected and drivers age 40-59 years were compared with those over 60 years. Eighty-four drivers age > or = 60 and 130 drivers age 40-59 were studied. Of the 84 elderly drivers, 67 were deemed at fault. Twenty-four of those crashes were due to driving errors, 12 due to syncopes, and in 20 no crash cause was determined. Fifty-three of the 67 at fault drivers had significant underlying medical problems, compared to 9 of 17 deemed not at fault. Only four were legally intoxicated. Of the 130 drivers in the comparison group, only 19 had significant underlying medical problems; in three syncope was suspected; 18 were legally intoxicated. We conclude from our data that underlying medical disorders occur frequently in elderly drivers and may contribute to their incidence of road crashes.     

Potential human and economic cost-savings attributable to vision testing policies for driver license renewal, 1989-1991

PURPOSE: This study assessed the impact of vision-related relicensing policies on traffic fatalities in the United States. There is a limited empirical basis for state vision testing policies for relicensing. Furthermore, it is uncertain whether contemporary vision standards for driver licensing achieve their implicit goal of protecting the public's health, or inappropriately restrict the mobility of competent drivers. METHODS: The 48 contiguous states and the District of Columbia were the "subjects" in this investigation. During the study period (1989 to 1991), 10 states did not require vision testing for driver license renewal. Multiple regression modeling was used to assess the impact of vision-related relicensing policies on traffic safety and to estimate the number of avoidable vehicle occupant fatalities and corresponding economic costs associated with traffic crashes involving older drivers (> or = 60 years). The primary data source for this investigation was the Fatal Accident Reporting System (FARS) database. RESULTS: Vision-related relicensing policies were significantly associated (p < 0.05) with lower vehicle occupant fatality rates of older drivers. According to the final regression model, approximately 222 fewer vehicle occupant fatalities (-12.2%) associated with older drivers would be expected for the 3-year period if mandatory vision testing policies had been in effect in 8 of the 10 states without such policies. Conservatively, those avoidable deaths represent an estimated $31 million in avoidable economic costs. CONCLUSIONS: State-level mandatory vision testing for relicensure may enhance traffic safety and reduce the economic burden of fatal crashes. Vision testing requirements should be maintained by jurisdictions with such requirements, and jurisdictions without such requirements should consider the potential traffic safety benefits of vision testing for driver license renewal.     

Diabetic foot ulcers: current concepts

OBJECTIVE: To determine whether a Maine law lowering the legal blood alcohol limit (BAL) from 0.10% to 0.05% for people convicted of driving while intoxicated (DWI) reduced the involvement of this group in fatal crashes. METHODS: The authors calculated changes in the proportions of fatal crashes involving drivers with prior DWI convictions from the six-year period before enactment of the law to the six-year period following enactment of the law, comparing Maine with the other New England states. RESULTS: In Maine, the proportion of fetal crashes involving drivers with recorded prior DWI convictions declined 25% following passage of the 0.05% DWI law, while the proportion rose in the rest of New England during the same years. The proportion of fatal crashes involving drivers with recorded prior DWI convictions and illegal alcohol levels also declined significantly in Maine, as did the proportion of fatal crashes involving fatally injured drivers with recorded prior DWI convictions and illegal alcohol levels. Most of the latter decline was due to a decline in alcohol-related fatalities of previously convicted drivers with very high BALs, of 0.15% or higher, at the time of the fatal crash. Each of these declines in Maine was significant relative to the rest of New England. CONCLUSION: Other states should consider instituting 0.05% BAL limits for convicted DWI offenders.     

Auto theft-related trauma

OBJECTIVE: To determine the medical consequences and economic impact of caring for patients injured after motor vehicle crashes (MVC) involving stolen cars. METHODS: Presented is a case series of inpatients injured secondary to a MVC involving a stolen car from January of 1993 to December of 1994 and treated at a university Level I trauma center in Newark, New Jersey. During the time period of the study, 1,232 patients (either as the driver or passenger) were admitted after a MVC, 115 patients (8%) were identified as sustaining injuries secondary to a MVC involving a stolen car. Injuries after car theft represent 8% of all MVC-related admissions. Data collected included demographics, types of injuries, surgical intensive care unit and hospital lengths of stay, insurance status, hospital and physician charges, and ultimate outcome. RESULTS: Of the 84 men and 31 women, 66 were perpetrators, either as the driver (34) or passenger (32) of a stolen vehicle. Perpetrators were significantly younger and more likely to be male than victims. The overall mortality was 11%. An additional nine fatalities occurred at the scene of a MVC linked to a patient in this study. A high rate of speed and the presence of police pursuit seemed to be related to the severity of the crashes. The mean charges (hospital and physician) were over $34,000 per patient, and the aggregate charges for this cohort were greater than $3.6 million. Fifty-four percent of patients were uninsured. CONCLUSION: Injuries involving stolen cars are common in areas in which the activity has a high prevalence and can compose a significant percentage of a trauma center's MVC population. These data run contrary to the popular belief that auto theft is merely a crime against property, because the injuries sustained as a result of this criminal activity tended to be severe and were associated with a high fatality rate. Restricting police pursuit to only those instances in which other felonious activity is suspected may decrease the number of stolen car MVC. Additionally, the total amount of uncompensated care that these patients receive places another financial burden on limited health care and trauma center resources, which ultimately effects all other citizens.     

Presidential address. What does the Millennium have in store for the American Society of Parasitologists?

BACKGROUND: Previous studies have reported low conviction rates for drunk drivers injured in motor vehicle crashes and transported to the hospital. The purpose of this study was to evaluate this rate during a recent period and to investigate the variables that predict alcohol-related convictions for injured drunk drivers admitted to our hospital. METHODS: A retrospective review of medical records from January 1991 through May 1997 identified 71 patients who were legally intoxicated drivers injured in motor vehicle crashes. Court records, police reports, and driving records were also obtained. RESULTS: Overall, 51% of the drunk drivers were convicted of alcohol-related offenses and 32% escaped without any conviction. Blood alcohol level and a police officer's estimation of whether the driver had been drinking were significant predictors of an alcohol-related conviction. Age, Injury Severity Score, a police officer's estimation of injury, and the number of people or cars involved in the crash were not significantly associated with legal outcome. CONCLUSION: Although this study shows an important increase in alcohol-related conviction rates, responsibility for further progress will depend on the medical community, law enforcement agencies, and the judicial system working together.     

Increases in crash involvement and fatalities among motor vehicle occupants younger than 5 years old

OBJECTIVE: To determine whether increased exposure as car occupants could be a major contributor to increases observed in deaths of young children in car crashes. DESIGN AND SETTING: Crash data from police reports for Maryland, Michigan, Pennsylvania, and Washington for various years from 1982 through 1990 were examined to compare annual age mix of injured and uninjured occupants in crashes involving at least two passenger vehicles. Aggregate national data from the Fatal Accident Reporting System were also examined over the same time period and compared to population estimates for children younger than 5 years old to assess temporal trends in number of occupants in this age group who were involved in motor vehicle crashes in which a fatality occurred in fatal crashes and the number of them killed in passenger vehicles. RESULTS: In regression analyses for each state, the number of car occupants younger than 5 involved in crashes increased during the years studied; their percentage among nondriver occupants involved also increased. At a national level, similar analyses showed increases in the number of occupants younger than 5 involved in crashes in which a fatality occurred. CONCLUSIONS: Despite overall increases in the use of restraint devices (ie, both child safety seats and adult restraints), fatalities among restrained children have increased. Given that exposures to crash environments are increasing, clinicians need be aware of the importance of child restraints as a means of reducing the likelihood of injury.     

Lowering state legal blood alcohol limits to 0.08%: the effect on fatal motor vehicle crashes

OBJECTIVES: This study was undertaken to determine whether reductions in alcohol-related fatal crashes following adoption of 0.08% legal blood alcohol limits were independent of general regional trends. METHODS: The first five states that lowered legal blood alcohol limits to 0.08% were paired with five nearby states that retained a 0.10% legal standard. Within each pair, comparisons were made for the maximum equal available number of pre- and postlaw years. RESULTS: States adopting 0.08% laws experienced 16% and 18% relative postlaw declines in the proportions of fatal crashes involving fatally injured drivers whose blood alcohol levels were 0.08% or higher and 0.15% or higher. CONCLUSIONS: It all states adopted 0.08% legal blood alcohol limits, at least 500 to 600 fewer fatal crashes would occur annually.     

Factors associated with fatalities and injuries from hot-air balloon crashes

CONTEXT: Despite the increased popularity of hot-air balloon flight, data on injuries and fatalities associated with hot-air balloon crashes are limited. OBJECTIVE: To determine factors associated with injury and death in hot-air balloon crashes. DESIGN: Retrospective review of data collected from reports and investigations by the Civil Aeronautics Board and the National Transportation Safety Board. STUDY SUBJECTS: Individuals involved in US hot-air balloon crashes from 1964 to 1995. MAIN OUTCOME MEASURES: Total number of crashes and factors associated with fatality or serious injury. RESULTS: From 1964 to 1995, a total of 495 hot-air balloon crashes involving 1533 persons were reported and included 92 fatalities and 384 serious injuries. Pilot error or incapacitation was determined subjectively by crash investigators to contribute to 85.1% of the crashes. In univariate analysis, collision with the ground was the most significant predictor of a fatality or serious injury (P<.001), and power-line contact was the most significant predictor of fatality (P<.001). In multiple logistic regression, only the type of object struck by a balloon predicted a fatal crash or a fatality or serious injury. CONCLUSIONS: Although a number of factors likely contribute to increased severity of hot-air balloon crashes, the object struck during a crash is most predictive of fatality or serious injury. Preventive efforts are needed to decrease future injuries.     

Alcohol use, driver, and crash characteristics among injured motorcycle drivers

BACKGROUND: Motorcycle drivers have the highest frequency of alcohol use among all road users. This study examines alcohol use among a large sample of injured motorcycle drivers and examines how crash characteristics differ with the use of alcohol. METHODS: Over 3000 motorcycle drivers who crashed between January 1, 1991, and December 31, 1992, were studied. All fatally injured drivers in 11 California counties and a sample of nonfatally injured drivers treated in 28 hospitals were included in the study if a crash report and medical record were available. RESULTS: Among drivers tested for alcohol use, 42% tested positive for the presence of alcohol. Drinking drivers were more likely to be speeding and less likely to wear a helmet, and more frequently had single motorcycle crashes than nondrinking drivers. Crash characteristics, but not alcohol use, were predictive of increased injury severity. CONCLUSIONS: Alcohol use remains a significant factor in motorcycle crashes and is an important area for injury prevention efforts.     

Low plasma apolipoprotein AII levels in human and mouse amyloidosis with mutant transthyretin (Met-30) gene

A survey of residents was done in three congregate care facilities to determine the prevalence and safety of platform motorized wheelchairs (PMWs) otherwise known as three-wheeled motorized wheelchairs or scooters. Thirty-one drivers of these vehicles were identified, 30 of whom consented to be interviewed. The mean age of the drivers was 80.7 years and 84% were women. Arthritis was the most frequent reason for use of the PMW (47%), followed by neurologic problems (23%) and orthopedic problems (23%). Of this group, 77% had their PMW prescribed by a physician, most commonly an orthopedic surgeon (40%) with only 14% being prescribed by a geriatrician or physiatrist. Thirty percent of the drivers felt other drivers in their facility drove unsafely. Most residents (57%) had no training in the use of the vehicle and two admitted they had a medical condition that made it difficult to drive. Five accidents were reported, two of which involved either a serious injury or property damage. Based on the results obtained from this survey, we conclude that driver safety evaluation should be done on all users of PMWs in congregate care facilities.     

Internal carotid artery occlusion related to seat belt shoulder strap: report of two cases

Two cases of traumatic internal carotid artery occlusion probably related to the seat belt shoulder strap are reported. Case 1. A 20-year-old woman was driving and was struck on the right front side of her car by another car. There were neither bruises, abrasions on her neck, nor weakness in her extremities. About 4 hours later, she developed left hemiplegia, and CT scan taken on the following day revealed low density areas in the capsulostriatal area on the right. The right carotid angiography revealed occlusion of the internal carotid artery about 3 cm distal to the bifurcation. Case 2. A 43-year-old man was driving and was struck on the front of his car by a hard iron railing. He sustained a sternum fracture, but there was no disturbance of consciousness or paresis of the extremities. His neck was unremarkable externally. About 50 days later, he developed left hemiplegia. CT scan and MRI revealed a massive infarction in the distribution of the right middle cerebral artery territories. The carotid angiography revealed occlusion of the right internal carotid artery about 3 cm distal to the bifurcation. In each cases, the driver was wearing a three-point shoulder seatbelt when the car was struck on the front or on the right front. Previous experimental studies have revealed in these situations the neck is flexed right anteriorly, and then quickly overextended left posteriorly. The overextension of the neck probably injured the intima of the internal carotid artery ipsilateral to the shoulder fixed in the seatbelt, resulting in the subsequent occlusion by a thrombus.