To ascertain the prevalence and pattern of alcohol impaired driving in an African nation, we conducted a random, roadside, breathalyzer survey of drivers in Ghana. A total of 149 (21%) of 722 drivers tested had a detectable blood alcohol concentration (BAC). In addition, 7.3% of drivers had a BAC ≥ 80 mg/dl. The prevalence of impaired driving (BAC ≥ 80) was higher among private drivers (9.8%) than commercial drivers (6.4%). However, due to a higher volume, the majority (64%) of impaired drivers were commercial drivers. Alcohol use was higher among uneducated (11%) compared to educated drivers (5.4%) and was higher among middle aged drivers (30 - 49 years, 9.1% impaired) compared with younger (< 30 years; 5.0%) or older drivers (≥ 50 years; 0%). Alcohol impaired driving is a significant problem in this African nation. Anti-drunk driving measures should be an important component of road safety efforts. Such measures may need to be different than industrialized nations and will need to target less educated drivers, middle aged drivers, and commercial drivers.

A questionnaire study was carried out in Kajang, Malaysia on the compliance behavior of motorcyclists in relation to the proper usage of safety helmets. A total of 500 respondents were interviewed and the data analyzed using logistic regression method. Six variables were found to be significant at 5 percent level (p < 0.05): age, gender, distance of travel, location of travel, riders practice and perception of police enforcement. Compliance to the proper usage of safety helmet was higher for motorcyclists 21 years of age and above, female riders and pillion passengers, travelling in town areas, categorized as having good practices, who are able to predict enforcement activities and travelling a distance of 2 km and above.

Data on traffic injury cases that includes both the crash circumstances and the health outcome is a key tool for creating appropriate motor-vehicle injury prevention policies. The aim of this study was to explore the feasibility of the probabilistic linkage of police and emergency department data relating to motor-vehicle injury cases in Barcelona. A probabilistic linkage process was performed using local police reports (n = l2,481) and hospital emergency department data (n = 16,733) for all traffic injury cases that occurred in 1997. In almost two out of every three matched pairs for the injured person, at least five of the seven variables coincided, and in 7.3% of the cases all variables coincided. This work has allowed the empirical development of combined methods for the linkage of police and healthcare sources of information at the local level, which are the preliminary steps towards the construction of a data base that would include full information on the circumstances and the consequences of motor-vehicle crashes.

This study presents an analysis of injuries (severe and fatal) sustained by “high-performance-small-motorcycle” users in Malaysia and establishes the relationship between fatality risk and human factors, exposure and vehicle factors resulting from motorcycle crashes. From the data gathered a statistical model based on logistic regression modeling technique has been developed. Five variables found to have a significant influence on fatality risk (p < 0.05) were age, location sites, engine capacity, object/vehicle struck and collision types.

Validation of new crash test dummies for rear-end collision testing requires human response data from pertinent test situations. Eleven human volunteers were exposed to 23 low-speed rear impacts to determine human response in well-defined test seats, and to quantify repeatability, variability and the effect of seat design on human response. The results showed vertical motion of the volunteers’ H-point caused by ramping up along the seat, and an upward motion of the volunteers’ torso and head. The latter was caused by a combination of ramping up along the seatback and straightening of the thoracic kyphosis. During the first 100 ms, the volunteers flexed their necks. Thereafter, the volunteers extended their necks. These new data have proven to be useful in validation of rear-impact dummies.

Pendulum impacts on the back were conducted to determine human head, neck and torso biomechanics. Eight unembalmed cadavers were subjected to 23.4 kg pendulum impacts at 4.4 m/s and 6.6 m/s at T1 and T6. Twenty-four tests were conducted with accelerometers on the pendulum, spine, torso, and head in the WSU 3-2-2-2 array. High-speed photography was taken. Impact displaces the torso forward, deflects the chest, displaces and rotates the head, and extends the neck. Average responses and corridors were determined for head kinematics and chest force-deflection. The head-neck response occurs in two phases. First, the head displaces upwards and rearwards 30—40 mm with respect to the torso along a 45° trajectory. Head rotation is 1O°-15° with essentially no neck moment, but high neck compression forces. Second, the head rotates from 10°-15° to 40°-55° starting with a rapid rise in neck moment and displaces 80–100 mm rearward. Anterior cervical fractures correlate with neck tension. Rib fractures correlate with impact force and chest deflection. This study provides chest bio-mechanical responses for rear impacts resulting in head displacement and rotation, neck extension and cervical-thoracic injury.

Gains in reducing mortality and morbidity from motor vehicle crashes can be achieved by understanding the behavioral factors that contribute to the elevated risk of motor vehicle-related injury and death. This study investigates the incidence, along with the effect of driver and behavioral factors, on the likelihood of motor vehicle crashes. Seventeen year old newly licensed drivers (n = 1277) in Perth, Western Australia, were recruited and followed over the first 12 months of driving. Using Cox proportional hazard analysis, driver and behavioral factors were assessed to determine whether they predicted the likelihood of a crash in the first 12 months of driving. The crash incidence rate was higher for males (1R = 4.6/10,000 driving days) than females (IR = 3.9/10,000 driving days). Multivariate analysis indicated that drivers who reported to have driven daily prior to obtaining their learners permit (L-plates) were at an increased risk of motor vehicle crash. A twofold increase in motor vehicle crash was apparent among drivers considered to be confident-adventurous drivers compared to low to moderate levels of driver confidence-adventurousness (HR = 2.04, 95% CI = 1.29-3.21). The research indicates that a driver's perception of their confidence and adventurousness in the road environment plays a part in the causal pathway leading to a motor vehicle crash. This research points to the need for preventive strategies that focus not only on knowledge and skill acquisition, but also the driver's perception in preparing young people for our roads.

A 2D physical model of the human head was used to investigate how the irregular skull base structure affects brain kinematics during sagittal plane head dynamics. The model consisted of a rigid skull vessel with interchangeable skull base structures. One version of the model used a skull base mimicking the irregular geometry of the human. A second version used a skull base structure approximating the anterior and middle fossae as a flat surface. Silicone gel simulated the brain and was separated from the vessel by a paraffin layer which provided a slip condition at the interface between the gel and vessel. The model was exposed to 7600 rad/s2 peak rotational acceleration with 6 ms pulse duration and 5° forced rotation. After 90° free rotation, the model was decelerated during 30 ms. Five repeated tests were conducted with each version. Rigid body displacement, shear strain and principal strains were determined from high-speed video recorded trajectories of grid markers located at different positions in the surrogate brain. The humanlike skull base reduced peak displacements of the inferior surfaces of the temporal and frontal lobes up to 87% and 48%, respectively. Up to 48% and 36% higher peak strains were obtained in the frontal and superior regions of the surrogate brain in the version containing the humanlike skull base. In contrast, the humanlike skull base decreased peak strain up to 28% in the central region of the surrogate brain. The results indicate that the irregular skull base offers natural protection of nerves and vessels passing through fissures and foramina in the cranial floor but also that it affects kinematics in different regions throughout the cerebrum. Implications of these results are discussed with respect to brain injury and modeling of head impact.

Indirect injuries to the jaw can lead to a range of painful symptoms with serious consequences. These injuries are confirmed by clinical evidence but the injury mechanism is not understood. This work is an investigation into the nature of the injury process. We have previously reported on the impact testing of a mechanistic model of a human head, neck and mandible. Results showed high angular velocities and accelerations of the mandible, but the magnitude of mouth opening lay within physiological limits. This paper reports on further impact tests using the same physical model to determine the kinematic behaviour of the temporomandibular joint (TMJ) during whiplash. In addition, human cadaveric samples were tested to quantify some structural properties of the TMJ. The results from this and data from a mathematical model of the TMJ are reported.

A comprehensive evaluation of the Nova Scotia graduated licensing program was conducted. This program was implemented on October 1, 1994 and applies to all novice drivers, regardless of age. It spans 2 1/2 years in two stages: a 6-month learner phase, followed by a 24-month newly licensed driver phase. During both phases several driving restrictions apply, most notably a requirement for adult supervision at all times in the learner phase and a night driving restriction from midnight to 5 a.m. in the newly licensed driver phase. The evaluation of this program used a series of increasingly refined analyses that controlled for the influence of other explanatory variables. All the analyses showed that the graduated licensing program in Nova Scotia was associated with a significant reduction in crashes. For drivers age 16, there was a 24 percent decrease in total crashes during the first full year of the program and a 37 percent reduction during the first 3 years of the program. Comparable decreases occurred in injury crashes. Improvements also were observed for all novice drivers, not just those who are young - there was a 19 percent decrease in the crash rate for all novice drivers. Comparisons with results from other graduated licensing programs indicate the Nova Scotia program has been more effective than others in reducing crashes.