Impact of court monitoring on the adjudication of driving while intoxicated (DWI).

Court monitoring of driving while intoxicated (DWI) cases is a labor-intensive effort conducted by over 300 concerned citizen groups across the United States. The present study assessed the impact of court monitoring by analyzing the difference in court dispositions (guilty, not guilty, and dismissed) and case outcomes (jail, fine, and license suspension) between monitored cases and non-monitored cases. The data base for this study consisted of all 9,137 DWI arrests made in the state of Maine in one calendar year. The results demonstrated that court monitoring is an effective tool in affecting the adjudication process. In the presence of court monitors the conviction rates of DWI offenders were higher and their case dismissal rates were lower than those of drivers not court-monitored. Furthermore, once convicted, the likelihood of a jail sentence was higher and the length of the jail sentence was longer for court-monitored DWI drivers than for non-monitored drivers. Monitoring impact was most pronounced for first-time offenders with BAC levels of .10-.11, and those refusing the BAC test.     

Alcohol use in relation to driving records among injured bicyclists

To prevent alcohol-related occupational mishaps, employers often conduct background checks on prospective employees for history of driving while intoxicated (DWI) and driving under the influence of alcohol (DUI) to screen out candidates with drinking problems. Few studies, however, have examined the pervasive nature of drinking behavior across activity domains. Based on trauma registry data, we constructed a historical cohort of 120 Maryland residents ages 18 years or older who were injured while riding a bicycle between 1990 and 1997. Driving records for the 120 bicyclists for the 3 years between May 6, 1995 and May 5, 1998 were obtained from the state motor vehicle administration and were analyzed in relation to BAC-positive status at the time of injury. Bicyclists with positive BACs at the time of admission to the trauma center were significantly more likely than those with negative BACs to have a record of license suspension/revocation (52% vs 14%, P < 0.01) and to have DWI/DUI convictions (30% vs 3%, P < 0.01). Despite the modest sample size, this study provides compelling evidence of the pervasive nature of risky drinking between bicycling and driving activities.     

Characteristics of DUI offenders convicted in wet, dry, and moist counties

Although several studies have examined the effectiveness of local alcohol sales policies on reducing the incidence of driving under the influence (DUI), less is known about whether characteristics of DUI offenders convicted in alcohol-restricted areas differ from those convicted in areas where alcohol is more readily available. A total of 21,647 DUI assessment records were divided into four groups based on the alcohol sales policy of the county of conviction and were compared. DUI offenders convicted in counties that limit or ban the sale of alcohol were more likely to be male, have more drug problems, meet DSM-IV-TR substance abuse or dependence criteria, and have multiple DUI convictions. Implications for practitioners and policy makers are discussed.     

Non-compliance with graduated driver licensing (GDL) requirements: Changes in GDL-related conviction rates over time among 16–17-year-old California drivers

Introduction

Self-reports by novice teen drivers in California and elsewhere suggest that many violate graduated driver licensing (GDL) nighttime and passenger restrictions, and to a lesser extent, drive on learner permits without being supervised. Is this corroborated by their traffic conviction records?

Method

We examined historical aggregated conviction rates for GDL-related violations before and after GDL, and Poisson regressions of conviction rates over time among 16–17-year-old California novices.

Results

During the year before they received their provisional licenses, <1% of 16-year-old novices and <2% of 17-year-old novices were convicted of driving unlicensed or unsupervised on their learner permits. Statewide historical conviction rates for these offenses were not higher after GDL was implemented, despite the longer holding period. Convictions for violating GDL nighttime or passenger restrictions were highest almost immediately after provisional licensure, though only about 3% of 16-year-old novices and 2% of 17-year-old novices were ever convicted of violating either restriction.

Discussion

California 16–17-year-old novice drivers were very rarely convicted of GDL-related violations. The contradictive, large differences between the current findings and self-report surveys are likely due in part to the fact that most self-reports assessed only whether teens had ever violated a GDL-related requirement, which exaggerates prevalence. Our conviction findings are more similar to estimates of non-compliance with GDL-related requirements from naturalistic driving studies that monitor actual driving behavior and take exposure into account, but are lower likely due to issues related to detection, enforcement, and adjudication of violations, as well as limitations of existing naturalistic studies.     

Effects of enforcement intensity on alcohol impaired driving crashes

Background

Research measuring levels of enforcement has investigated whether increases in police activities (e.g., checkpoints, driving-while-intoxicated [DWI] special patrols) above some baseline level are associated with reduced crashes and fatalities. Little research, however, has attempted to quantitatively measure enforcement efforts and relate different enforcement levels to specific levels of the prevalence of alcohol-impaired driving.

Objective

The objective of this study was to investigate the effects of law-enforcement intensity in a sample of communities on the rate of crashes involving a drinking driver. We analyzed the influence of different enforcement strategies and measures: (1) specific deterrence – annual number of driving-under-the-influence (DUI) arrests per capita; (2) general deterrence – frequency of sobriety checkpoint operations; (3) highly visible traffic enforcement – annual number of traffic stops per capita; (4) enforcement presence – number of sworn officers per capita; and (5) overall traffic enforcement – the number of other traffic enforcement citations per capita (i.e., seat belt citations, speeding tickets, and other moving violations and warnings) in each community.

Methods

We took advantage of nationwide data on the local prevalence of impaired driving from the 2007 National Roadside Survey (NRS), measures of DUI enforcement activity provided by the police departments that participated in the 2007 NRS, and crashes from the General Estimates System (GES) in the same locations as the 2007 NRS. We analyzed the relationship between the intensity of enforcement and the prevalence of impaired driving crashes in 22–26 communities with complete data. Log-linear regressions were used throughout the study.

Results

A higher number of DUI arrests per 10,000 driving-aged population was associated with a lower ratio of drinking-driver crashes to non-drinking-driver crashes (p = 0.035) when controlling for the percentage of legally intoxicated drivers on the roads surveyed in the community from the 2007 NRS. Results indicate that a 10% increase in the DUI arrest rate is associated with a 1% reduction in the drinking driver crash rate. Similar results were obtained for an increase in the number of sworn officers per 10,000 driving-age population.

Discussion

While a higher DUI arrest rate was associated with a lower drinking-driver crash rate, sobriety checkpoints did not have a significant relationship to drinking-driver crashes. This appeared to be due to the fact that only 3% of the on-the-road drivers were exposed to frequent sobriety checkpoints (only 1 of 36 police agencies where we received enforcement data conducted checkpoints weekly). This low-use strategy is symptomatic of the general decline in checkpoint use in the U.S. since the 1980s and 1990s when the greatest declines in alcohol-impaired-driving fatal crashes occurred. The overall findings in this study may help law enforcement agencies around the country adjust their traffic enforcement intensity in order to reduce impaired driving in their community.     

Drug and alcohol use among drivers admitted to a Level-1 trauma center

The purpose of this research was to determine the incidence and prevalence of drug use, alcohol use, and the combination of drug and alcohol use among motor vehicle crash (MVC) victims admitted to a Level-1 trauma center. In a 90-day study, nearly two-thirds of trauma center admissions were victims of motor vehicle crashes. Blood and urine was collected from 168 MVC victims of whom 108 were identified as the driver in the crash. Toxicology results indicated that 65.7% of drivers tested positive for either commonly abused drugs or alcohol. More than half of the drivers tested positive for drugs (50.9%) other than alcohol, with one in four drivers testing positive for marijuana use. About one-third of those using drugs had also been drinking, but alcohol was detected in only 30.6% of all injured drivers. Within the total MVC patient pool, passenger drug/alcohol use was equivalent to the driver population; however, injured pedestrians had higher rates of alcohol only than other MVC victims. There were no significant differences in drug and alcohol use between MVCs and trauma admissions of other causes. Of the patients with positive toxicology results, less than half (42%) were referred for evaluation for substance abuse disorders.     

Alcohol use, driving records, and crash culpability among injured motorcycle drivers

Alcohol use, driving records, crash culpability, and crash conviction rates for 165 injured motorcycle drivers (MTCDs) were studied. Of the 165 MTCDs, 53.3% tested positive for alcohol (BAC+). Culpability determinations (n = 150) revealed that 83% of BAC+ and 46% of BAC- MTCDs caused their crashes (p < 0.001). Driving records (n = 145) revealed the following prevalence of one or more convictions for BAC+ and BAC- MTCDs: impaired driving (29% vs. 7%, p < 0.001); speeding (74% vs. 58%, p < 0.05); and reckless driving (68% vs. 44%, p < 0.002). Of the surviving culpable impaired MCTDs (n = 48), 16.7% received crash-related convictions, 12.5% received alcohol-related convictions. The reasons for the low conviction rates are probably multifactoral.     

What we know about offenders who drive under the influence: analysis of court case file reviews

This paper presents findings from a quantitative study about alcohol-impaired drivers in Utah. The University of Utah's Social Research Institute conducted a retrospective case file evaluation about the adjudication and sanctioning phases associated with driving under the influence (DUI) to determine Utah's response to DUI crime from arrest forward. Although Utah driver's license and court systems are on the cutting edge of dealing with DUI offenders, we found a variety of limitations for analysis due to data collection and entry. Therefore, it is difficult to develop a thorough understanding about the process of dealing with DUI offenders and the effectiveness of court actions and treatments. The purpose of this paper is to provide recommendations about how to ensure more accurate data collection about impaired drivers.     

An evaluation of the narrowing gender gap in DUI arrests

Although males account for the vast majority of those convicted of driving under the influence of alcohol and/or other drugs (DUI), female DUI convictions have increased over the past two decades. In this study, we examined the ratio of males-to-females who were court-mandated between the years 1992 and 2008 to attend the Mississippi Alcohol Safety Education Program (MASEP), a DUI intervention program in Mississippi. The data for this study came from MASEP records; the Behavioral Risk Factor Surveillance System (BRFSS); the Uniform Crime Reports (UCR); the Treatment Episode Data Set (TEDS); the National Household Travel Survey (NHTS); and National Highway Traffic Safety Administration (NHTSA), an agency within the US Department of Transportation. Augmented Dickey–Fuller (ADF) tests were used to assess the nature (i.e., convergence, divergence, or stability) of this trend and to identify predictors. The results showed that, over the 17-year period, the gender gap in DUI convictions, self-reported history of prior arrest, official drug arrests, and substance abuse treatment admissions has narrowed considerably. Results from the autoregressive integrated moving average (ARIMA) models show that three factors account for increases in the proportion of women mandated to attend MASEP: self-reported arrest prior to the DUI conviction, female admissions to substance abuse treatment, and annual miles driven. Changes in both women's behavior and law enforcement practices have increased female exposure to DUI arrests and narrowed the gender gap in DUI convictions.     

Driving with pets as a risk factor for motor vehicle collisions among older drivers

Increasing rates of distraction-related motor vehicle collisions (MVCs) continue to raise concerns regarding driving safety. This study sought to evaluate a novel driving-related distraction, driving with a pet, as a risk factor for MVCs among older, community dwelling adults. Two thousand licensed drivers aged 70 and older were identified, of whom 691 reported pet ownership. Comparing pet owners who did and did not drive with their pets, neither overall MVC rates (rate ratio [RR] 0.97, 95% confidence interval [CI] 0.75–1.26) nor at-fault MVC rates (RR 0.84, 95% CI 0.57–1.24) were elevated. However, those who reported always driving with a pet in the vehicle had an elevated MVC rate (RR 1.89, 95% CI 1.10–3.25), as compared to those who did not drive with a pet. The MVC rate was not increased for those reporting only sometimes or rarely driving with a pet in the vehicle. The current study demonstrates an increased risk of MVC involvement in those older drivers who always take a pet with them when they drive a vehicle. When confronted with an increased cognitive or physical workload while driving, elderly drivers in prior studies have exhibited slower cognitive performance and delayed response times in comparison to younger age groups. Further study of pet-related distracted driving behaviors among older drivers as well as younger populations with respect to driver safety and performance is warranted to appropriately inform the need for policy regulation on this issue.     

Female drinking and driving: recent trends in North Carolina

Data on driver licensing, DWI arrests, crashes, and fatalities in the State of North Carolina from the mid-70s to the mid-80s are analyzed to examine trends in drinking and driving by women. Findings presented are based on rates per licensed driver. Results suggest that more women are driving and are experiencing greater exposure to the hazards of drinking and driving. DWI arrest rates for women increased by 43% while rates for men decreased by 9%. Likewise, the proportion of legally intoxicated drivers among women is increasing. Women account for a growing proportion of alcohol-related (A/R) crashes and their involvement in single vehicle nighttime crashes is increasing. A dramatic decrease was observed in A/R fatalities in the male licensed driving population. This decrease was not paralleled by women. Authors conclude women will make up an increasing proportion of those arrested and convicted for DWI and will have more A/R crashes. Findings have implications for the design and implementation of education, deterrence, enforcement, and rehabilitation programs.     

Does the probability of DWI arrest fall following participation in DWI and hybrid drug treatment court programs?

Using North Carolina administrative data, this study examined recidivism following participation in specialty hybrid drug and driving while intoxicated (DWI) court programs. Three court program participation levels were considered—being referred to, enrolling in, and completing a specialty court program. Measures of DWI recidivism were: arrest and total number of arrests for DWI, and being convicted of DWI during follow-up periods of two and, alternatively, four years. Propensity score matching was used to obtain comparable control groups. Using a four-year follow-up, persons convicted of a DWI who completed a specialty court program were associated with a greater reduction in DWI re-arrests and re-convictions than did matched individuals who were never referred to a specialty court program. DWI courts were more effective in reducing re-arrests than hybrid drug courts were. Although promising from the vantage point of participants, few persons convicted of a DWI were referred to either court type, thus limiting this strategy’s potential effectiveness in reducing DWI.     

Primary prevention of drink driving by the large-scale use of alcolocks in commercial vehicles

Alcolocks are commercial breath test devices that prevent a motor vehicle from starting when a driver's blood alcohol concentration (BAC) is elevated. This report is an evaluation of the experiences and BAC data from the first use of alcolocks in commercial vehicles as a primary prevention strategy. In most applications, the alcolock is imposed only after an impaired driving conviction. This study, implemented in Sweden, estimates drink driving on a large scale in a variety of commercial vehicles. Officials from 118 companies were interviewed representing 3689 alcolock-equipped vehicles used by 9614 professional drivers, an 80% compliance rate. In a contrast group of 230 transport businesses without alcolocks the interview compliance rate was 57%. Survey results probed motivation for and experience with alcolocks. Analysis of BAC test patterns showed alcohol consumption among employees through prevalence estimates of drink-driving attempts at the rate of BAC> or =the legal limit 0.020%. Before alcolock installation, 64% of the employers suspected alcohol problems among their employees and their motive for installing alcolocks (cost averaged 1700 euro/vehicle) was to improve the transport quality. Several companies had technical problems with the alcolocks; but 98% recommended that other companies install alcolocks. Among 600, heavy vehicles, 0.19% of all starts were prevented by elevated BAC; most during weekends and mornings. Daytime Saturday and Sunday mornings 0.72% of the drivers had elevated BAC. CONCLUSIONS: The prevalence of drink driving among professional drivers is probably similar to that among drivers in general. Alcolocks would improve the safety margin and reduce public risk. Provided that the entire fleet of trucks, buses, and taxis in Sweden had installed alcolocks that would correspond to about half a million drink driving trips being prevented every year.     

Effectiveness of customized Victim Impact Panels on first-time DWI offender inmates

This study investigates the effectiveness of a customized Victim Impact Panel (VIP) on reducing 'driving while impaired' recidivism, alcohol consumption and drinking and driving behavior. The study was conducted at a 28-day Detention/Treatment Program in a largely rural county in northwestern New Mexico. Study participants were randomly assigned to attend or not attend a VIP while participating in the program for court-defined first-time driving while intoxicated (DWI) offenders. There were no significant differences between the two groups on alcohol consumption, drinking and driving behavior, or recidivism within 2 years. These findings support the findings of other studies that VIPs do not produce a differential benefit with regards to recidivism of those convicted as a first-time DWI offenders.     

Substance use and social,health and safety-related factors among fatally injured drivers

Objective

The aim of this study was to examine different socio-demographic, health and safety-related factors, and psychoactive substance use among fatally injured drivers in road traffic accidents in Finland during 2006–2008.

Methods

An accident information register maintained by the Traffic Safety Committee of Insurance Companies (VALT) of the Finnish Motor Insurers’ Centre was used as basic data, and the basic data were complemented with further toxicological analytical information retrieved from autopsy reports from the Department of Forensic Medicine, Helsinki University. The data included all the drivers (n = 556) who were driving a motor vehicle and who died in a road traffic accident in Finland during 2006–2008.

Results

Of all the 556 fatally injured drivers 43% (n = 238) had psychoactive substance findings. 51% (n = 121) of substance positive drivers had a finding for alcohol only, the rest had a finding for one or more illicit/medicinal drugs impairing driving ability, and possibly also alcohol. Fatally injured drivers with alcohol findings were significantly younger (mean age 34 years) than sober drivers (mean age 44 years) or drivers with findings for drugs (mean age 45 years). Socio-demographic background did not differ substantially among drunken/drugged and sober drivers, although drivers with alcohol findings had a slightly lower education and socioeconomic position. Previous substance abuse problems were highly prevalent among drivers with substance findings and mental or both mental and physical health problems were more common among drivers with drug findings. The non-use of safety equipment and driving at a high speed were more common among fatally injured drivers with substance findings.

Conclusions

Substance abuse and mental health problems, as well as reckless driving behavior were more pronounced among fatally injured drivers with substance findings when compared to sober drivers. Thus, prevention and early intervention concerning substance abuse, mental health problems and DUI are essential. Improved traffic safety cannot be achieved by means of traffic policy only, but integration with other policies, such as health and social policy should be strengthened.     

A method for estimating the BAC distribution among fatally injured drivers

Estimations of the incidence of alcohol (BAC) among traffic victims are highly dependent on the procedures used in estimating the BAC distribution among untested cases. This paper develops a general inferential methodology for prorating untested cases to various BAC levels based on the magnitude of other characteristics they possess. The procedure is demonstrated first by dichotomozing fatally injured drivers into those who had been drinking and those who had not. Applying the methodology, to data on fatally injured Canadian drivers it is estimated that 54.3% had been drinking. The proportion of drinking drivers among the tested subset (56.3%) is found to be greater than the estimated proportion of drinking drivers (47.9%) in the untested subset. Subsequently, the procedure is extended by subdividing the had been drinking category into five levels, covering the range of BAC measurements. It is observed that the likelihood of a BAC test being conducted is lowest for drivers who had not been drinking, but increases with increasing BAC.     

The relationship between blood alcohol concentration and crash responsibility for fatally injured drivers.

Data for 595 fatally injured drivers in Texas were analyzed using logistic regression to determine the probability of crash responsibility as a function of blood alcohol concentration (BAC). Three independent panelists rated crash responsibility on a three-point scale, based on information contained in traffic accident reports. High inter-rater reliability was noted. Panel members were in agreement 98% of the time, unanimously assigning full responsibility in 61% of the cases and no responsibility in 31% of the cases. In addition to BAC, time of day and day of week were considered as variables in the regression model. A highly significant (P less than .01) relationship was found between BAC and the probability of crash responsibility. Furthermore, results of the analysis support previous studies that noted a high rate of responsibility among fatally injured drivers, in general, even those with negative BAC test results. Such findings are of importance in evaluating driver impairment at various BACs and for determining other factors that interact with alcohol in driver fatality crashes.     

Attitudes do matter: The role of attitudes and personality in DUI offenders

Several studies have related personality variables with antisocial behavior. Among antisocial behaviors, driving under the influence (DUI) has received growing attention in recent years, particularly in relation to the role of personality. However, it has been shown that personality alone is not sufficient to accurately predict DUI. As a result, there is growing interest in identifying other types of individual differences that might predict this behavior better, such as attitudinal variables. The aim of this study was to examine differences in personality dimensions and attitudes between a group of DUI offenders and a comparison group. Ninety-eight subjects were assessed: 51 subjects who had been convicted of a DUI offense following a diversion program, and 47 drivers without criminal records. Personality was measured with the NEO-Five Factor Inventory (NEO-FFI) and antisocial attitudes were assessed with the Jesness Inventory-Revised. Results indicated that offenders were more prone to show antisocial attitudes (p < .001) than comparisons. In terms of personality, there were no significant differences between the two groups. These findings suggest that attitudes may be useful predictors of DUI and should be taken into account in interventions designed to avoid recidivism.     

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.     

Alcohol/drug abuse, driving convictions, and risk-taking dispositions among trauma center patients

The objective of this study was to evaluate the relationship between alcohol/drug abuse diagnoses, driving convictions (speeding, reckless driving, impaired driving, license violations), and risk-taking dispositions among a series of injured drivers admitted to a trauma center. The driving records of 778 patients were linked to diagnoses of psychoactive substance use disorders (PSUDs), admission blood alcohol concentration (BAC), mode of injury, and results of a risk-taking disposition survey. Twenty-nine percent of patients had one or more convictions in the 3 years before injury. Types of violation were not related to mode of injury. Although there was a positive association between prior impaired-driving convictions, current alcohol dependence, and a BAC+ status, a consistent pattern relative to other violations, PSUDs, and BAC status was not apparent. Risk-taking disposition scale scores indicated that patients without PSUDs and without convictions tended toward less risk-taking behavior than patients with PSUDs and with convictions. The complex inter-relationships between PSUDs, risk-taking dispositions, and being convicted of driving dangerously require additional study so that intervention programs and injury prevention initiatives can be targeted effectively.