Alcohol Involvement In Fatal Crashes Research Articles

Ignition Interlock Laws: Effects on Fatal Motor Vehicle Crashes, 1982-2013.

Alcohol-involved motor vehicle crashes are a major cause of preventable mortality in the U.S., leading to more than 10,000 fatalities in 2013. Ignition interlocks, or alcohol-sensing devices connected to a vehicle's ignition to prevent it from starting if a driver has a predetermined blood alcohol content (BAC) level, are a promising avenue for preventing alcohol-involved driving. This study sought to assess the effects of laws requiring ignition interlocks for some or all drunk driving offenders on alcohol-involved fatal crashes. A multilevel modeling approach assessed the effects of state interlock laws on alcohol-involved fatal crashes in the U.S. from 1982 to 2013. Monthly data on alcohol-involved crashes in each of the 50 states was collected in 2014 from the National Highway Traffic Safety Administration Fatality Analysis Reporting System. Random-intercept models accounted for between-state variation in alcohol-involved fatal crash rates and autocorrelation of within-state crash rates over time. Analysis was conducted in 2015. State laws requiring interlocks for all drunk driving offenders were associated with a 7% decrease in the rate of BAC >0.08 fatal crashes and an 8% decrease in the rate of BAC ≥0.15 fatal crashes, translating into an estimated 1,250 prevented BAC >0.08 fatal crashes. Laws requiring interlocks for segments of high-risk drunk driving offenders, such as repeat offenders, may reduce alcohol-involved fatal crashes after 2 years of implementation. Ignition interlock laws reduce alcohol-involved fatal crashes. Increasing the spread of interlock laws that are mandatory for all offenders would have significant public health benefit.

Enforcement uniquely predicts reductions in alcohol-impaired crash fatalities.

Alcohol-impaired driving contributes to more than 10 000 fatalities in the United States each year. This research estimated the unique effect of enforcement intensity on reductions in alcohol-impaired fatal crashes. We collected data from 30 states (including the District of Columbia) that experienced the greatest changes in alcohol-impaired fatal crashes from 1996 to 2006. Mixed-model regression was used to examine the extent to which year-over-year changes in the intensity of impaired driving enforcement predicted year-over-year reductions of drivers killed in alcohol-involved fatal crashes. Data from 30 states were obtained online. Aggregate state-level data from a total of 279 state-year combinations were analyzed. Our dependent measure was the ratio of drivers involved in fatal crashes with blood alcohol concentrations (BACs) ≥ 0.08 g/dl over drivers involved in fatal crashes with BACs = 0.00 g/dl. Per capita driving under the influence (DUI) arrests and traffic enforcement funding were the primary predictors. Covariates were estimated vehicle miles traveled (VMT); the proportional distributions of gender and racial/ethnic; geographic distribution; the proportion of drivers aged 21-34 years; median family income; and education level. Analysis revealed that DUI arrests per capita uniquely and significantly predicted reductions in the ratio of fatal crashes (β = -0.753, t(238) = 2.1, P < 0.05) after controlling the covariates. Exploratory analysis suggests the increase in arrest rates was associated with stronger reductions in urban versus rural settings. Drunk driving enforcement intensity uniquely contributes to reductions in alcohol-impaired crash fatalities after controlling for other factors.

WITHDRAWN: Reprint of “Surrogate Measures of Alcohol Involvement in Fatal Crashes: Are Conventional Indicators Adequate?”

This article has been retracted: please see Elsevier Policy on Article Withdrawal ( http://www.elsevier.com/locate/withdrawalpolicy ). This reprinted article has been retracted at the request of the Publisher. The online version of this reprint has been withdrawn as it was a redundant duplicate of the original article. The original can be found via http://dx.doi.org/10.1016/0022-4375(85)90039-8 . The Publisher apologizes for any inconvenience this may cause.

CURRENT EVIDENCE ON PUBLICISED SOBRIETY CHECKPOINT PROGRAMMES: ARE THEY STILL EFFECTIVE?

BackgroundAlcohol-impaired driving is a major contributor to motor vehicle crash deaths resulting in almost 270 000 deaths globally. In 2001, the Community Preventive Services Task Force recommended the use of...

Alcohol involvement among young female drivers in US fatal crashes: unfavourable trends

ObjectiveYoung men have greater representation in fatal alcohol-related crashes. Recent studies of young women and risky behaviours have raised concerns about the implications this may have for alcohol-related fatal crashes....

Commentary: Women and Alcohol: Increasingly Willing to Drive While Impaired?

Commentary: Women and Alcohol: Increasingly Willing to Drive While Impaired?

Effectiveness of Mandatory Alcohol Testing Programs in Reducing Alcohol Involvement in Fatal Motor Carrier Crashes

Mandatory alcohol testing programs for motor carrier drivers were implemented in the United States in 1995 and have not been adequately evaluated. Using data from the Fatality Analysis Reporting System during 1982-2006, the authors assessed the effectiveness of mandatory alcohol testing programs in reducing alcohol involvement in fatal motor carrier crashes. The study sample consisted of 69,295 motor carrier drivers and 83,436 non-motor-carrier drivers who were involved in 66,138 fatal multivehicle crashes. Overall, 2.7% of the motor carrier drivers and 19.4% of the non-motor-carrier drivers had positive blood alcohol concentrations. During the study period, the prevalence of alcohol involvement in fatal crashes decreased by 80% among motor carrier drivers and 41% among non-motor-carrier drivers. With adjustment for driver age, sex, history of driving while intoxicated, and survival status, implementation of the mandatory alcohol testing programs was found to be associated with a 23% reduced risk of alcohol involvement in fatal crashes by motor carrier drivers (odds ratio = 0.77, 95% confidence interval: 0.62, 0.94). Results from this study indicate that mandatory alcohol testing programs may have contributed to a significant reduction in alcohol involvement in fatal motor carrier crashes.

Young Female Drivers in Fatal Crashes: Recent Trends, 1995–2004

Objective. Motor vehicle crashes are the leading cause of death for 15-to 20-year-olds. In 2004, nearly 8,000 15to 20-year-old drivers were killed in crashes. Epidemiologic studies repeatedly identify overrepresentation of young males in fatal crashes. Recent studies of young females and risk-taking behaviors (drug use, violent crime, risky sexual behavior) show unfavorable trends. The objective of this study is to study the extent of contribution of young female drivers to national fatal crashes over and to uncover unfavorable trends linked to risky driving behavior. Methods. Data from the National Highway Traffic Safety Administration's Fatal Analysis Reporting System (FARS) on drivers in crashes with one or more fatalities during 1995–2004 were studied. Five age groups were used: 16, 17, 18, 19–20, and 21–24 years. Linear regression was used to measure trends over time. The regression results represent differences in proportions and changes in proportion of crashes that fell into specified categories. The FARS multiple imputation data sets was used to estimate the proportion of drivers with positive blood alcohol, and variance estimates were corrected for the imputation procedure. Results. In all, 139,000 fatal crashes involving the noted age groups occurred over 10 years. Safety restraint use: Females had more safety restraint use (by 17.8%) but a smaller increase in use over time. Driver's license validity: The percentage of valid licensure decreased over the study for young males and females both in the general population and among drivers in fatal crashes. Single-vehicle crashes: A lower proportion of female drivers (8.9% fewer) were involved in single-vehicle fatal crashes. This proportion changed little over the study period. Alcohol use: Females had a 16.7% lower proportion than males of alcohol involvement in fatal crashes. This lower proportion was seen throughout the age groups. When accounting for change over the study period, female drivers had a similar to male increase in alcohol-involved fatal crashes. Presence of peer passengers: Female drivers were less likely to have age peers as passengers. Conclusions. While young male drivers surpass young females in number of fatal crashes, there are unfavorable trends linked to crash fatalities in young females. Our results suggest a smaller increase in safety restraint use, proportional decrease in license validity, and an increase in rate of alcohol-involved fatal crashes that approaches that seen in young males. These findings have considerable implications for future traffic safety social marketing campaigns, programs, and interventions.

Random Alcohol Testing Reduced Alcohol-Involved Fatal Crashes of Drivers of Large Trucks

This study examined the impact of random alcohol testing, implemented on August 1, 1994, on the likelihood that the driver of a large truck involved in a fatal motor vehicle crash was alcohol-involved. Among fatal crashes, the proportion of alcohol-positive large truck drivers (intervention group) was compared with the proportion of alcohol-positive light passenger vehicle drivers (control group). Annual Fatality Analysis Reporting System (FARS) data (1988-2003) were compiled for each of the 50 states and Washington, D.C., for the control and intervention groups. Using these pooled cross-sectional data, logistic regression modeled the likelihood that a driver was alcohol-positive (blood alcohol concentration > 0) before compared with after random alcohol testing. We attributed the difference-in-difference (the difference in likelihoods of being alcohol positive pretesting versus post-testing in large truck versus passenger vehicle drivers) to the impact of random testing. Drivers of large trucks were 18.6% less likely to be alcohol-involved after random testing was implemented than before random testing (odds ratio [OR] = 0.814, 95% confidence interval [CI]: 0.713-0.930). The control group of passenger car drivers was 4.7% less likely to be alcohol-involved after random testing was implemented (OR = 0.953, 95% CI: 0.924-0.983). The net reduction in the odds of alcohol involvement for drivers of large trucks was 14.5% (OR = 0.855, 95% CI: 0.748-0.976). Controlling for the general declining trend in alcohol-involved drivers in fatal crashes, random alcohol testing was correlated with a 14.5% reduction in alcohol involvement among large truck drivers.

Alcohol Involvement in Fatal Crashes Under Three Crash Exposure Measures

Objective. A common method of normalizing crash fatality data for comparing subgroups of drivers has been the estimated vehicle miles traveled (VMT). Unfortunately, the VMT method fails to provide for exposure to risks such as those related to alcohol consumption (among others). Recently, the “crash incidence ratio” (CIR) has been introduced to address some of these limitations. The goals of this study are first, to show that the CIR method is intrinsically similar to an increasingly popular quasi-induced method: the relative accident involvement ratio (RAIR); second, to compare the VMT-based, the CIR, and the RAIR methods when applied to the evaluation of alcohol-related crash fatalities across racial/ethnic groups. Methods. We use the 1990–1996 Fatal Accident Reporting System (FARS) with information on the drivers' race/ethnicity and alcohol involvement (BAC). Descriptive and statistical ratio tests were applied. Results. The RAIR and CIR are indeed closely related measures that, when used for comparisons against a reference group, yield exactly the same numerical estimates. Strikingly different outcomes were obtained depending on using the VMT or the CIR/RAIR. Conclusion. Choosing one measure over another should depend on the questions to be answered. The implication of this finding for researchers and policy makers is discussed.

Impact of the 1970 Legal BAC 0.05 mg% Limit Legislation on Drunk-Driver-Involved Traffic Fatalities, Accidents, and DWI in Japan

Official statistics of motor vehicle fatality data have indicated that alcohol involvement in fatal crashes has declined substantially in Japan since 1970. The national campaign against drunken driving in Japan provides a natural experiment in which to test the predictions of deterrence theory. Utilizing official data over the 1960-1995 period, we report conclusive evidence that 1970s legislation is having a measurable and long-term effect on alcohol-related motor vehicle fatalities. Enactment of the lower legal blood alcohol limit with a combination of other severe sanctions has been more desirable in the prevention of alcohol-related fatalities in the long term as shown in this study. Further extensive research is necessary to investigate performance at the lower legal limit in other societies in order to inspire a strong “international lobby” to support the reduced legal blood alcohol limit for drivers all over the world, as there is no doubt that a reduction in alcohol-impaired driving will result in a substantial savings of human lives and resource worldwide.

Are lower legal blood alcohol limits and a combination of sanctions desirable in reducing drunken driver-involved traffic fatalities and traffic accidents?

In 1970 and 1978, a set of strict new countermeasures against drunk driving went in to effect in Japan. Analysis of official statistics of motor vehicle fatality data have indicated that alcohol involvement in fatal crashes has declined substantially in Japan since 1970. From the beginning of 1970 to the late 1980s and 1990s, public awareness of and tolerance for the problem of alcohol-impaired driving changed dramatically, as shown in this study. Further it seems that attitudes in Japan on drink driving have improved over the last 20 years or so, instep with a major program of government action. As well as being part of a long running campaign to reduce alcohol related road deaths and injuries, these accident savings are an important part of a national strategy which began in 1970, comprising a well structured legislative program introducing a lower legal limit, progressive penalties for those above the legal limit, over and above Police enforcement strategies underpinning the law and reinforcing the publicity massage. Enactment of the lower legal blood alcohol level with a combination of other severe sanctions is desirable for prevention of alcohol-related traffic casualties, DWI, and accidents, which is shown in this study. Finally, much of the current reduction in alcohol-related fatalities and morbidity reflects that Japanese society has largely endorsed alcohol impaired driving as a socially undesirable behavior. However, this study suggests that it is necessary for policy makers to understand that the DUI problem in Japan must be handled with diverse approaches, rather than relying exclusively on the deterrence based laws.

Who's in the car? Passengers as potential interveners in alcohol-involved fatal crashes

This article assesses the promise of motor vehicle passengers as interveners to prevent drinking and driving. It describes data from the U.S. Fatal Accident Reporting System (FARS), which indicate that most alcohol-involved fatally injured drivers (70% of males, 66% of females) were not accompanied by “adult” passengers (16 or older), and alcohol involvement among those passengers present appears to be high (80%). Nonetheless, in approximately 5% to 10% of cases it appears that sober or relatively “unimpaired” passengers could have served as interveners in alcohol-involved driving incidents. Passenger interveners may hold the most promise among teenagers, where passengers in general and unimpaired passengers in particular appear to be most prevalent.

Changes in the incidence of alcohol-impaired driving in the United States, 1973-1986.

Studies of motor vehicle fatality data have indicated that alcohol involvement in fatal crashes has declined substantially in the United States since 1980. To determine the actual incidence of alcohol-impaired drivers on U.S. roads, a national roadside survey using portable breath-testing devices was carried out in 32 localities in the spring of 1986. The same sampling design and survey procedures used in a 1973 national roadside survey were followed as much as possible. The 1986 survey found 3.1% of the late-night weekend drivers to have a blood alcohol concentration (BAC) of 0.10% or more, compared to 4.9% of drivers in 1973. Similarly, 8.3% of the 1986 drivers were at or above 0.05% BAC, compared to 13.5% in 1973. The data indicate that the incidence of alcohol-impaired driving on weekend nights has fallen by one-third or more in the United States since 1973 and that the decline affected most population subgroups.

The nature of the alcohol problem in U.S. fatal crashes.

Alcohol is involved in more than half of all U.S. traffic fatalities. In 1987, an estimated 23,630 people were killed in alcohol-related crashes. Alcohol-related traffic fatalities continue to be the leading cause of death for young people. Alcohol is involved in almost 80% of the fatal crashes that occur between 8 p.m. and 4 a.m. on any night of the week. During the 1980s, alcohol involvement in fatal crashes declined. The proportion of drivers involved in fatal crashes who were intoxicated at the time of the crash decreased 17% from 1982 to 1987. The reduction was especially significant for teenaged drivers, females, surviving drivers, teenaged pedestrians, older drivers, and drivers in daytime crashes. On the other hand, there was little or no change for drivers aged 25-34, motorcycle drivers, pedestrians aged 20 to 64, and drivers in late-night crashes. Reasons for the reduction in alcohol appear to be: (1) increased public awareness of the problem during that time period; (2) tougher laws and better enforcement of existing laws by state and local governments; (3) the raising of the drinking age to 21 in most states; (4) other public and private programs to reduce drinking and driving, and (5) socioeconomic and demographic factors.

Surrogate measures of alcohol involvement in fatal crashes: Are conventional indicators adequate?

The problem of alcohol-related highway fatalities has led a majority of states to enact new legislative countermeasures. Because few states consistently collect information on alcohol involvement in fatal crashes, the evaluation of the effectiveness of these countermeasures has relied on surrogate measures of alcohol involvement. Using data from the U.S. Department of Transportation's Fatal Accident Reporting System (FARS), this study addresses the following questions: (a) Which of the several surrogate measures used are most likely to reflect alcohol involvement in fatal crashes? and (b) Do the trends in these surrogate measures provide an accurate appraisal of the true trends in alcohol-involved fatal crashes? The authors conclude that nighttime fatal crashes are the best surrogate measure of alcohol-involved crashes, but that surrogate measures may not accurately mirror trends in alcohol-involved fatal crashes over time, particularly in small states or over short durations. All drivers in fatal crashes should be given blood alcohol level (BAL) tests to most accurately assess the effects of drunk driving countermeasures.

Fatal crashes among Michigan youth following reduction of the legal drinking age.

Zylman (1) has challenged conclusion that change in legal drinking age in Michigan on I January 1972 led to an increase in number of young drivers involved in alcohol-related collisions. Data for 1972 and first 9 months of 1973 are used as basis of an analysis from which Zylman reaches majd•r conclusion that the recent increase in 'alcohol-involvement' in fatal crashes more likely reflects a change in reporting practices than in driving-after-drinking behavior on part of drivers aged 18 to (1). It is our contention that (1) Zylman's analysis of data he presents is misleading and (2) a more reasonable interpretation of data leads to a confirmation of original hypothesis, which is that lowering of drinking age led to an increase in alcohol-involved fatal collisions among young drivers. The core of Zylman's argument is based on Table I which presents number of alcohol-involved fatal crashes and total fatal crashes among drivers aged 18 to 20 during first 9 months of 1971, 1972 and 1973. On basis of these data Zylman makes two principal points with which we take issue.

A critical evaluation of the literature on “alcohol involvement” in highway deaths

Numbers describing alcohol-involvement in annual traffic death tolls, e.g. 27.000–35.000. are exaggerated because studies have been misinterpreted, misread and sometimes misrepresented. Every study of alcohol-involvement in fatal crashes is biased because of incomplete data which show a higher proportion of heavy drinkers than would be found if all victims could be tested. Based on presently available data and allowing for differences in exposure (e.g. child pedestrians are more likely to die in the daytime and therefore less likely to be killed by a drunk) and for the likelihood that not all intoxicated victims are responsible for their own death and that the majority of sober victims killed are responsible for their own death, it is estimated that no more than 36 per cent of all traffic deaths involve alcohol in some causal fashion rather than 50 per cent or more. Eventually, when non-responsible victims under 20 or over 60 yr old. and those killed in multivehicle crashes in the daytime are as likely to be tested as those who are responsible for their crash. between 20 and 60 and killed in single vehicle crashes at night, the proportion of traffic deaths causally related to alcohol may be on the order of 30 per cent. A method for learning about alcohol involvement in surviving drivers is described.

Fatal Crashes among Michigan Youth Following Reduction of Legal Drinking Age

The legal age at which persons may drink alcoholic beverages in Michigan was lowered from 21 to 18 years on 1 January 1972. During the first 9 months of 1971, 1972 and 1973, the number of fatal crashes among drivers aged 18 to 20 was 60, 103 and 112, and the total number of fatal crashes was 271, 357 and 336. Over the period 1962-1972 the number of drivers aged 18 and 19 involved in fatal crashes ranged from 133 and 1962 to 323 in 1966 (318 in 1972). The number of licensed drivers aged 18 and 19 and the number involved in fatal crashes showed a parallel increase over the 10-year period. It is concluded that the 1971-73 increase in the number of alcohol-involved fatal crashes among drivers aged 18 to 20 more likely reflects a change in police reporting practices than changes in driving-and-drinking behavior.