共查询到20条相似文献，搜索用时 31 毫秒
1.
Objective
Previous research has shown that fatal crash involvement rates per licensed driver aged 70 and older declined significantly more per year in the United States than rates for middle-aged drivers aged 35–54 during 1997–2008, and per vehicle mile traveled from 1995–1996 to 2001–2002. Analyses of police-reported crash data during 1997–2005 indicated that the greater declines for older drivers were due to decreases in crash involvement and in the risk of dying in the crashes that occurred. The current study examined if trends in crash rates, crash involvements, and survivability persisted into more recent years.Methods
Trends for drivers 70 and older were compared with trends for drivers aged 35–54 for U.S. national fatal passenger vehicle crash involvements per 100,000 licensed drivers during 1997–2012 and for U.S. national fatal passenger vehicle crash involvements per vehicle miles traveled in 1995–1996, 2001–2002, and 2008. Using police-reported crash data during 1997–2008 from 20 U.S. states, trends in involvement rates in non-fatal crashes of various severities per 100,000 licensed drivers and changes in the odds of death and the odds of death or serious injury in a crash were compared between older and middle-aged drivers.Results
During 2007–2012, declines in national fatal crash involvement rates per licensed driver were similar for drivers 70 and older and middle-aged drivers (18 percent each). However, when considering the entire study period, fatal crash involvement rates continued to reflect a substantially larger decline for drivers 70 and older than for middle-aged drivers (42 vs. 30 percent per licensed driver during 1997–2012, 39 vs. 26 percent per vehicle mile traveled from 1995–2006 to 2008). When analyses of police-reported crash data were extended through 2008, non-fatal injury crash involvement rates per licensed driver declined more for older than for middle-aged drivers (39 vs. 30 percent), and unlike in prior research, average annual declines were significantly larger for drivers 80 and older. Property damage-only crash involvement rates similarly declined significantly more for older than for middle-aged drivers (15 vs. 3 percent). Drivers 70 and older in 1997 were 3.5 times more likely than middle-aged drivers to die in a crash, and this ratio declined to 3.2 by 2008.Conclusions
Although declines in fatal crash involvement rates in recent years have not differed between older and middle-aged drivers, this did not undo earlier gains for older drivers. The recent slowing in the relative magnitude of the decline for older drivers may be related to the differential effect of the U.S. recession on fatal crash involvements of drivers in these age groups. The decreased likelihood of being involved in a crash of any severity and increased survivability when a crash occurred held when examining data through 2008, and for drivers 80 and older, significant declines in crash involvement relative to middle-aged drivers extended to non-fatal injury crashes. 相似文献2.
3.
Objectives
This study assessed the association between county level material deprivation and urbanization with fatal road traffic crashes involving young unlicensed drivers in the United States (US).Background
Road traffic crashes have been positively associated with area deprivation and low population density but thus far few studies have been concerned specifically with young drivers, especially those that are unlicensed.Methods
A county material deprivation index was derived from the Townsend Material Deprivation Index, with variables extracted from the US Census (2000). An urbanicity scale was adapted from the US Department of Agriculture's Rural–Urban Continuum Codes (2003). Data on fatal crashes involving a young unlicensed driver during a seven-year period (2000–2006; n = 3059) were extracted from the Fatality Analysis Reporting System. The effect of deprivation and urbanicity on the odds of the occurrence of at least one fatal crash at the county level was modeled by conditional and unconditional logistic regression.Results
The conditional model found a positive association between material deprivation and a fatal crash involving a young unlicensed driver (OR = 1.19, 95% CI 1.17, 1.21). The interaction between urbanicity and material deprivation was negatively associated in suburban counties for fatal crashes (OR = 0.92, 95% CI 0.90, 0.95).Conclusions
An association with material deprivation and the likelihood of a fatal crash involving a young unlicensed driver is a new finding. It can be used to inform specific county-level interventions and promote state licensing policies to provide equity in young people's mobility regardless of where they live. 相似文献4.
Andry Rakotonirainy Dale Steinhardt Patricia Delhomme Millie Darvell Amy Schramm 《Accident; analysis and prevention》2012
Background
The growing proportion of older adults in Australia is predicted to comprise 23% of the population by 2030. Accordingly, an increasing number of older drivers and fatal crashes of these drivers could also be expected. While the cognitive and physiological limitations of ageing and their road safety implications have been widely documented, research has generally considered older drivers as a homogeneous group. Knowledge of age-related crash trends within the older driver group itself is currently limited.Objective
The aim of this research was to identify age-related differences in serious road crashes of older drivers. This was achieved by comparing crash characteristics between older and younger drivers and between sub-groups of older drivers. Particular attention was paid to serious crashes (crashes resulting in hospitalisation and fatalities) as they place the greatest burden on the Australian health system.Method
Using Queensland Crash data, a total of 191,709 crashes of all-aged drivers (17–80+) over a 9-year period were analysed. Crash patterns of drivers’ aged 17–24, 25–39, 40–49, 50–59, 60–69, 70–79 and 80+ were compared in terms of crash severity (e.g., fatal), at fault levels, traffic control measures (e.g., stop signs) and road features (e.g., intersections). Crashes of older driver sub-groups (60–69, 70–79, 80+) were also compared to those of middle-aged drivers (40–49 and 50–59 combined, who were identified as the safest driving cohort) with respect to crash-related traffic control features and other factors (e.g., speed). Confounding factors including speed and crash nature (e.g., sideswipe) were controlled for.Results and discussion
Results indicated that patterns of serious crashes, as a function of crash severity, at-fault levels, road conditions and traffic control measures, differed significantly between age groups. As a group, older drivers (60+) represented the greatest proportion of crashes resulting in fatalities and hospitalisation, as well as those involving uncontrolled intersections and failure to give way. The opposite was found for middle-aged drivers, although they had the highest proportion of alcohol and speed-related crashes when compared to older drivers. Among all older drivers, those aged 60–69 were least likely to be involved in or the cause of crashes, but most likely to crash at interchanges and as a result of driving while fatigued or after consuming alcohol. Drivers aged 70–79 represented a mid-range level of crash involvement and culpability, and were most likely to crash at stop and give way signs. Drivers aged 80 years and beyond were most likely to be seriously injured or killed in, and at-fault for, crashes, and had the greatest number of crashes at both conventional and circular intersections. Overall, our findings highlight the heterogeneity of older drivers’ crash patterns and suggest that age-related differences must be considered in measures designed to improve older driver safety. 相似文献5.
Catherine J. Vladutiu Charles Poole Stephen W. Marshall Carri Casteel M. Kathryn Menard Harold B. Weiss 《Accident; analysis and prevention》2013
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. 相似文献6.
Objective
Older drivers are at increased risk of crash involvement per mile traveled. The purpose of this study was to examine older driver errors in serious crashes to determine which errors are most prevalent.Methods
The National Highway Traffic Safety Administration’s National Motor Vehicle Crash Causation Survey collected in-depth, on-scene data for a nationally representative sample of 5470 U.S. police-reported passenger vehicle crashes during 2005–2007 for which emergency medical services were dispatched. There were 620 crashes involving 647 drivers aged 70 and older, representing 250,504 crash-involved older drivers. The proportion of various critical errors made by drivers aged 70 and older were compared with those made by drivers aged 35–54.Results
Driver error was the critical reason for 97% of crashes involving older drivers. Among older drivers who made critical errors, the most common were inadequate surveillance (33%) and misjudgment of the length of a gap between vehicles or of another vehicle’s speed, illegal maneuvers, medical events, and daydreaming (6% each). Inadequate surveillance (33% vs. 22%) and gap or speed misjudgment errors (6% vs. 3%) were more prevalent among older drivers than middle-aged drivers. Seventy-one percent of older drivers’ inadequate surveillance errors were due to looking and not seeing another vehicle or failing to see a traffic control rather than failing to look, compared with 40% of inadequate surveillance errors among middle-aged drivers. About two-thirds (66%) of older drivers’ inadequate surveillance errors and 77% of their gap or speed misjudgment errors were made when turning left at intersections. When older drivers traveled off the edge of the road or traveled over the lane line, this was most commonly due to non-performance errors such as medical events (51% and 44%, respectively), whereas middle-aged drivers were involved in these crash types for other reasons. Gap or speed misjudgment errors and inadequate surveillance errors were significantly more prevalent among female older drivers than among female middle-aged drivers, but the prevalence of these errors did not differ significantly between older and middle-aged male drivers. These errors comprised 51% of errors among older female drivers but only 31% among older male drivers.Conclusions
Efforts to reduce older driver crash involvements should focus on diminishing the likelihood of the most common driver errors. Countermeasures that simplify or remove the need to make left turns across traffic such as roundabouts, protected left turn signals, and diverging diamond intersection designs could decrease the frequency of inadequate surveillance and gap or speed misjudgment errors. In the future, vehicle-to-vehicle and vehicle-to-infrastructure communications may also help protect older drivers from these errors. 相似文献7.
Sarah Bakiri Cédric Galéra Emmanuel Lagarde Magali Laborey Benjamin Contrand Régis Ribéreau-Gayon Louis-Rachid Salmi Catherine Gabaude Alexandra Fort Bertrand Maury Céline Lemercier Maurice Cours Manuel-Pierre Bouvard Ludivine Orriols 《Accident; analysis and prevention》2013
Background
Use of cellular phones has been shown to be associated with crashes but many external distractions remain to be studied.Objective
To assess the risk associated with diversion of attention due to unexpected events or secondary tasks at the wheel.Design
Responsibility case–control study.Setting
Adult emergency department of the Bordeaux University Hospital (France) from April 2010 to August 2011.Participants
955 injured drivers presenting as a result of motor vehicle crash.Main outcome measures
The main outcome variable was responsibility for the crash. Exposures were external distraction, alcohol use, psychotropic medicine use, and sleep deprivation. Potential confounders were sociodemographic and crash characteristics.Results
Beyond classical risk factor found to be associated with responsibility, results showed that distracting events inside the vehicle (picking up an object), distraction due to driver activity (smoking) and distracting events occurring outside were associated with an increased probability of being at fault. These distraction-related factors accounted for 8% of injurious road crashes.Limitations
Retrospective responsibility self-assessment.Conclusions
Diverted attention may carry more risk than expected. Our results are supporting recent research efforts to detect periods of driving vulnerability related to inattention. 相似文献8.
Objectives
Previous research has found that older driver fatal crash involvement rates per licensed driver declined substantially in the United States during 1997–2006 and declined much faster than the rate for middle-age drivers. The current study examined whether the larger-than-expected decline for older drivers extended to nonfatal crashes and whether the decline in fatal crash risk reflects lower likelihood of crashing or an improvement in survivability of the crashes that occur.Methods
Trends in the rates of passenger vehicle crash involvements per 100,000 licensed drivers for drivers 70 and older (older drivers) were compared with trends for drivers ages 35–54 (middle-age drivers). Fatal crash information was obtained from the Fatality Analysis Reporting System for years 1997–2008, and nonfatal crash information was obtained from 13 states with good reporting information for years 1997–2005. Analysis of covariance models compared trends in annual crash rates for older drivers relative to rates for middle-age drivers. Differences in crash survivability were measured in terms of the odds of fatality given a crash each year, and the historical trends for older versus middle-age drivers were compared.Results
Fatal crash involvement rates declined for older and middle-age drivers during 1997–2008 (1997–2005 for the 13 state subsample), but the decline for drivers 70 and older far exceeded the decline for drivers ages 35–54 (37 versus 23 percent, nationally; 22 versus 1 percent, 13 states). Nonfatal injury crash involvement rates showed similarly larger-than-expected declines for older drivers in the 13 state subsample, but the differences were smaller and not statistically significant (27 percent reduction for older drivers versus 16 percent for middle-age drivers). Property-damage-only crash involvement rates declined for older drivers (10 percent) but increased for middle-age drivers (1 percent). In 1997, older drivers were 3.5 times more likely than middle-age drivers to die in police-reported crashes (6.2 versus 1.8 deaths per 1000 crashes), but this difference was reduced during the 9-year study period to 2.9 times, as the rate of older drivers dying in a crash declined (5.5 deaths per 1000 crashes in 2005) and the death risk remained relatively stable for middle-age drivers.Conclusions
Contrary to expectations based on increased licensure and travel by older drivers, their fatal crash risk has declined during the past decade and has declined at a faster rate than for middle-age drivers. The decreased risk for older drivers appears to extend not only to nonfatal injury crashes but also to property-damage-only crashes, at least as reported to police in the 13 states included in the nonfatal injury analysis. Although insurance collision data suggest that overall crash risk of older drivers may not be changing relative to middle-age drivers, the current analysis indicates that the reduced fatality risk of older drivers reflects both less likelihood of being involved in a police-reported crash and greater likelihood that they will survive when they do crash. 相似文献9.
Dorothy J. Begg John D. Langley Rebecca L. Brookland Shanthi Ameratunga Pauline Gulliver 《Accident; analysis and prevention》2014
Objective
The aim of this study was to determine whether pre-licence driving experiences, that is driving before beginning the licensing process, increased or decreased crash risk as a car driver, during the learner or the restricted licence stages of the graduated driver licensing system (GDLS).Method
Study participants were 15–24 year old members of the New Zealand Drivers Study (NZDS) – a prospective cohort study of newly licensed car drivers. The interview stages of the NZDS are linked to, the three licensing stages of the GDLS: learner, restricted and full. Baseline demographic (age, ethnicity, residential location, deprivation), personality (impulsivity, sensation seeking, aggression) and, behavioural data, (including pre-licensed driving behaviour), were obtained at the learner licence interview. Data on distance driven and crashes that occurred at the learner licence and restricted licence stages, were reported at the restricted and full licence interviews, respectively. Crash data were also obtained from police traffic crash report files and this was combined with the self-reported crash data. The analysis of the learner licence stage crashes, when only supervised driving is allowed, was based on the participants who had passed the restricted licence test and undertaken the NZDS, restricted licence interview (n = 2358). The analysis of the restricted licence stage crashes, when unsupervised driving is first allowed, was based on those who had passed the full licence test and completed the full licence interview (n = 1428).Results
After controlling for a range of demographic, personality, behavioural variables and distance driven, Poisson regression showed that the only pre-licence driving behaviour that showed a consistent relationship with subsequent crashes was on-road car driving which was associated with an increased risk of being the driver in a car crash during the learner licence period.Conclusion
This research showed that pre-licensed driving did not reduce crash risk among learner or restricted licensed drivers, and in some cases (such as on-road car driving) may have increased risk. Young people should be discouraged from the illegal behaviour of driving a car on-road before licensing. 相似文献10.
Allison E. Curry Melissa R. Pfeiffer Dennis R. Durbin Michael R. Elliott 《Accident; analysis and prevention》2015
Background
Few studies have concurrently assessed the influence of age and experience on young driver crashes, in particular in the post-Graduated Driver Licensing (GDL) era. Further, little attention is given to the transition from intermediate to full licensure. We examined the independent and joint contributions of licensing age, driving experience, and GDL license phase on crash rates among the population of young New Jersey (NJ) drivers.Methods
From a unique linked database containing licensing and crash data, we selected all drivers who obtained their NJ intermediate license at 17–20 years old from 2006–2009 (n = 410,230). We determined the exact age at which each driver obtained an intermediate and full license and created distinct, fixed cohorts of drivers based on their age at intermediate licensure. For each cohort, we calculated and graphed observed monthly crash rates over the first 24 months of licensure. Further, we examined crash rates by age at licensure, driving experience (i.e., time since licensure), and license phase.Results
First-month crash rates were higher among the youngest drivers (licensed at 17y0m). Drivers who were licensed later experienced a reduced “steepness” in the slope of their crash rates in the critical initial months of driving, but there did not appear to be any incremental benefit of later licensure once drivers had six months of driving experience. Further, at each age, those with more driving experience had lower crash rates; however, the benefit of increased experience was greatest for the substantial proportion of teens licensed immediately after becoming eligible (at 17y0m). Finally, independent of age and experience, teen drivers’ crash risk increased substantially at the point of transition to a full license, while drivers of a similar age who remained in the intermediate phase continued to experience a decline in crash rates.Conclusion
Age and driving experience interact to influence crash rates. Further, independent of these two factors, there is an abrupt increase in crash risk at the point of transition from intermediate to full licensure. Future studies should investigate whether this increase is accounted for by a change in driving exposure, driving behaviors, and/or other factors. 相似文献11.
Rebecca Brookland Dorothy Begg John Langley Shanthi Ameratunga 《Accident; analysis and prevention》2014
Aim
To examine the influence of parental knowledge of, and support for graduated driver licensing (GDL) conditions, parental management of adolescent driving and parental driving behaviour on adolescent compliance with GDL conditions and crashes as a restricted licence driver.Method
This research was part of the New Zealand Drivers Study (NZDS), a prospective cohort study of 3992 newly licensed car drivers. NZDS participants were recruited at the learner licence stage, with follow-up aligned with the GDL stages. At the restricted licence stage 1200 parents of NZDS adolescents, aged 15–17 years at learner licensure, were recruited and completed interviews. 895 of these adolescents progressed to their full licence and completed the full licence interview. These 895 parent–adolescent pairs were the study population in this research. Topics examined included parental knowledge of, and support for GDL conditions, management of adolescent driving (driving rules, adolescent vehicle ownership, delaying licensure), and their own driving behaviours. Outcomes examined were adolescent compliance with GDL restricted licence conditions (night-time and passenger), and crashes as a driver during the restricted licence stage.Results
After controlling for other variables, factors independently associated with adolescent low compliance with GDL conditions were: low parental knowledge of conditions, parents’ implementing few driving rules, adolescent vehicle ownership, and parent crash involvement. Factors independently associated with adolescents being a crash involved driver were: parents’ actively delaying licensure, adolescent vehicle ownership, and parent crash involvement.Conclusion
There is increasing recognition of the importance of parental involvement in adolescent driving. The results show that parents are influential in determining adolescent compliance with GDL and risk of crash. Parents can have considerable positive influence on their adolescent's driving through ensuring compliance with the components of GDL, limiting vehicle ownership and by modelling safe driving behaviours. 相似文献12.
Jingzhen Yang Corinne Peek-Asa Gang Cheng Erin Heiden Scott Falb 《Accident; analysis and prevention》2009,41(2):336-48
Objective
Studies of school bus crashes have focused on the biomechanics of catastrophic collisions, with very few examining crash incidence.Methods
Crashes in the state of Iowa were examined from January 2002 through December 2005. School bus crashes were identified through the Iowa Crash Data, a comprehensive database of all reported crashes in the State of Iowa. School bus mileage data were provided by the Iowa Department of Education. School bus crash, fatality, and injury rates were calculated and differences in crash and injury characteristics between school buses and other vehicles were examined.Results
The school bus crash, fatality and non-fatal injury rates were 320.7, 0.4 and 13.6 per 100 million bus miles travelled, respectively. School bus crash fatality and injury rates were 3.5 and 5.4 times lower than overall all vehicle crash fatality and injury rates, respectively. Drivers of other vehicles were more likely to have caused the crash than the bus driver (P < 0.001).Conclusions
School buses experience low crash rates, and the majority of crashes do not lead to injury. Buses are among the safest forms of road transportation, and efforts to educate drivers of other vehicles may help reduce crashes with buses. 相似文献13.
14.
Aim
To examine factors that contribute to the severity of work related crashes in New South Wales, Australia.Methods
Workers’ Compensation data was linked to police crash records for the period 1998-2002. Multivariate analysis was carried out to assess the relationship between relevant risk factors and the severity of injury (permanent disability or death) in drivers who had received a claim for a work related crash.Results
Age, gender, occupation, duty status, vehicle type, licence status, fatigue, speeding and location of the crash were independently associated with the severity of the crash. Drivers aged 65 years and older were nearly twice (OR: 1.824, 95% CI: 1.106-3.007) as likely to be permanently injured or die as a result of a work related crash compared to the younger age group (15-24 years old). The risk to older drivers was even higher in crashes occurring while on duty. Drivers involved in traffic crashes while commuting were more likely to be severely injured (OR: 1.28, CI: 1.15-1.42) than those on duty. Compared to car drivers, taxi drivers were more than twice (OR: 2.38, CI: 1.726-3.296) as likely to be severely injured.Conclusions
The findings contribute to bridging the gap in knowledge in the area of work related crashes and highlight the higher risk of permanent disability and death in older drivers, taxi drivers and commuters. 相似文献15.
John Langley Dorothy BeggAri Samaranayaka Rebecca BrooklandHarold Weiss 《Accident; analysis and prevention》2013
Aims
To determine: (a) the association between socio-demographic, and behavioural factors and compliance with supervised driving condition as a learner licensed driver, (b) whether unsupervised driving as a learner licence holder was associated with elevated crash risk while holding a learner licence.Study design
The study population was the New Zealand Drivers Study (NZDS) cohort, a prospective cohort study designed to explore the relationship between a comprehensive range of driving and traffic safety related factors and subsequent traffic crashes and convictions among newly licensed drivers.Results
Thirty-one percent of the study sample was non-compliant at least once with the supervised driving condition. Many socio-demographic and behavioural risk factors were independently associated with unsupervised driving. The strength of the associations was greatest for those with relatively high levels of unsupervised driving (13+ trips). High distance driven showed the strongest relationship: RR 8.91 (95% CI 5.27–15.07). Unsupervised driving was associated with increased risk of crash: 1–12 trips: RR 1.84 (1.29–2.61), and 13+ trips: RR 2.71 (1.94–3.80).Given that a significant portion of learner licence holders report driving unsupervised and those that violate this condition the most are more likely to crash, evaluation of strategies designed at improving compliance with learner licence supervised driving condition should be a research priority. 相似文献16.
Background
Most studies evaluating the effectiveness of Graduated Driver Licensing (GDL) have focused on the overall system. Studies examining individual components have rarely accounted for the confounding of multiple, simultaneously implemented components. The purpose of this paper is to quantify the effects of a required learner license duration and required hours of supervised driving on teen driver fatal crashes.Methods
States that introduced a single GDL component independent of any other during the period 1990–2009 were identified. Monthly and quarterly fatal crash rates per 100,000 population of 16- and 17-year-old drivers were analyzed using single-state time series analysis, adjusting for adult crash rates and gasoline prices. Using the parameter estimates from each state's time series model, the pooled effect of each GDL component on 16- and 17-year-old drivers’ fatal crashes was estimated using a random effects meta-analytic model to combine findings across states.Results
In three states, a six-month minimum learner license duration was associated with a significant decline in combined 16- and 17-year-old drivers’ fatal crash rates. The pooled effect of the minimum learner license duration across all states in the sample was associated with a significant change in combined 16- and 17-year-old driver fatal crash rates of −.07 (95% Confidence Interval [CI] −.11, −.03). Following the introduction of 30 h of required supervised driving in one state, novice drivers’ fatal crash rates increased 35%. The pooled effect across all states in the study sample of having a supervised driving hour requirement was not significantly different from zero (.04, 95% CI −.15, .22).Conclusion
These findings suggest that a learner license duration of at least six-months may be necessary to achieve a significant decline in teen drivers’ fatal crash rates. Evidence of the effect of required hours of supervised driving on teen drivers’ fatal crash rates was mixed. 相似文献17.
18.
James C. Fell Geetha WaehrerRobert B. Voas Amy Auld-OwensKatie Carr Karen Pell 《Accident; analysis and prevention》2014
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. 相似文献19.
Background
In crashes between cars and SUVs, car occupants are more likely to be killed than if they crashed with another car. An increasing proportion of SUVs are built with unibody, rather than truck-like body-on-frame construction. Unibody SUVs are generally lighter, less stiff, and less likely to roll over than body-on-frame SUVs, but whether unibody structure affects risk of death in crashes is unknown.Objective
To determine whether unibody SUVs differ from body-on-frame SUVs in the danger they pose to occupants of other vehicles and in the self-protection they offer to their own occupants.Methods
Case–control study of crashes between one compact SUV and one other passenger vehicle in the US during 1995–2008, in which the SUV was model year 1996–2006. Cases were all decedents in fatal crashes, one control was selected from each non-fatal crash.Findings
Occupants of passenger vehicles that crashed with compact unibody SUVs were at 18% lower risk of death compared to those that crashed with compact body-on-frame SUVs (adjusted odds ratio 0.82 (95% confidence interval 0.73–0.94)). Occupants of compact unibody SUVs were also at lower risk of death compared to occupants of body-on-frame SUVs (0.86 (0.72–1.02)).Conclusions
In two-vehicle collisions involving compact SUVs, unibody structure was associated with lower risk of death both in occupants of other vehicles in the crash, and in SUVs’ own occupants. 相似文献20.
Curry AE Hafetz J Kallan MJ Winston FK Durbin DR 《Accident; analysis and prevention》2011,(4):1285-1290