Drivers In Ontario Research Articles

COVID-19 and speeding: Results of population-based survey of ontario drivers

Introduction: During COVID-19, increased speeding was observed in many jurisdictions. Yet, evidence is limited on what factors predicted increased speeding during the pandemic. This study’s purpose was to examine speeding, and person and situation factors associated with increased speeding since the start of the pandemic. Methods: An online panel survey sampled 1,595 drivers using sex, age, and region quota sampling and weighting to approximate the Ontario, Canada adult population. Measures included: (1) person factors: socio-demographics (age, sex, region); psychological trait of risk propensity (Competitive Attitudes Toward Driving Scale (CATDS)); psychological states (distress - general and COVID-19-related); and behaviors (kilometers driven, alcohol use, police stops and collisions); and (2) COVID-19-related situation factors: perceived changes in (traffic volume, police enforcement). Results: 67.2% of respondents reported speeding; 7.2% reported increased speeding since the start of the pandemic. Bivariate analyses indicated that person factors of younger age, male sex, higher CATDS, higher distress, more alcohol use, more kilometers traveled, police stops, and collisions since the start of the pandemic were associated with increased speeding. Situation factor of perceived less traffic volume since the start of the pandemic was associated with increased speeding. Logistic regression analysis identified odds of reported increased speeding during the pandemic was significantly higher for drivers with higher scores on the CATDS, higher kilometers traveled, and more alcohol use during the pandemic. Conclusions: These findings suggest that higher risk propensity as well as the more kilometers driven and increased alcohol consumption were risk factors for increased speeding. Practical Applications: COVID-19-related factors of lower traffic volume and enforcement are less predictive of increased speeding than driver personality and pandemic-related behaviors of more driving and drinking. Interventions to reduce speeding still need to focus on these person factors through education, enforcement, and strong sanctions for speeding.

Toxicology findings from drivers suspected of drug-impaired driving in Ontario (2008–2019)

Objective This study examines the results of toxicological tests performed on blood and urine samples collected from suspected drug-impaired drivers in Ontario from 2008 to 2019. The report examines the results of toxicological analysis of the samples submitted, the characteristics of those drivers from whom samples were collected, and the temporal and situational circumstances that led to police investigations and sample collection to better understand drug-impaired driving behavior and to assist in the development and implementation of countermeasure strategies and programs. Methods Blood and urine samples were sent to the Center of Forensic Sciences where they were analyzed using standardized comprehensive toxicological analysis to test for a wide variety of potentially impairing drugs. Demographic and temporal information for each case from which a sample was collected were also examined to describe the circumstances and characteristics of these driving incidents. Results During the 12-year period examined, 5,388 samples collected from suspected drug-impaired drivers were analyzed. The number of samples collected increased substantially following the implementation of the Drug Evaluation and Classification Program (DECP) in July 2008, the enactment of legislation facilitating the collection of blood samples from suspects, and the legalization of cannabis for nonmedical purposes in 2018. The number of samples submitted shows temporal correlation with the number of police officers certified as Drug Recognition Experts (DRE) in the province. Over the 12-year period of this study, cannabis was the most frequently detected substance in drivers (52.8% of cases), followed by cocaine (44.3%) and methamphetamine (24.8%). In 80% of cases, more than one substance was detected. Conclusions Examining the characteristics of suspected drug-impaired drivers, the temporal circumstances, and the drug findings throughout the large geographic area of Ontario and over the extended period of this study enhances our understanding of drug-impaired driving behavior. These characteristics can assist in the development and/or evaluation of enforcement strategies and enhanced countermeasure activities.

On the impact of on-road partially-automated driving on drivers’ cognitive workload and attention allocation

The use of partially-automated or SAE level-2 vehicles is expected to change the role of the human driver from operator to supervisor, which may have an effect on the driver’s workload and visual attention. In this study, 30 Ontario drivers operated a vehicle in manual and partially-automated mode. Cognitive workload was measured by means of the Detection Response Task, and visual attention was measured by means of coding glances on and off the forward roadway. No difference in cognitive workload was found between driving modes. However, drivers spent less time glancing at the forward roadway, and more time glancing at the vehicle’s touchscreen. These data add to our knowledge of how vehicle automation affects cognitive workload and attention allocation, and show potential safety risks associated with the adoption of partially-automated driving.

Cannabis legalization and driving under the influence of cannabis and driving under the influence of alcohol among adult and adolescent drivers in Ontario, Canada (2001–2019)

BackgroundThe impacts of cannabis legalization on driving under the influence of cannabis and driving under the influence of alcohol among adults and adolescents were examined in Ontario, Canada. MethodsData were sourced from adult (N=38,479) and adolescent (N=23,216) populations-based surveys (2001–2019). The associations between cannabis legalization and driving within an hour of using cannabis and driving within an hour of drinking two or more drinks of alcohol were quantified using logistic regression, with testing of multiplicative interactions between cannabis legalization and age and sex. All analyses were conducted separately for adults and adolescents and restricted to participants with a valid driver’s license. ResultsCannabis legalization was not associated with driving within an hour of using cannabis among adults (OR, 95% CI: 1.21, 0.69–2.11). However, a multiplicative interaction indicated that there was an increased likelihood of driving within an hour of using cannabis among adults ≥55 years of age (4.23, 1.85–9.71) pre-post cannabis legalization. Cannabis legalization was not associated with driving within an hour of using cannabis among adolescents (0.92, 0.72–1.16), or with driving within an hour of consuming two or more drinks of alcohol among adults (0.78, 0.51–1.20) or adolescents (0.87, 0.42–1.82). ConclusionsAn increased likelihood of driving under the influence of cannabis among adults ≥55 years of age was detected in the year following cannabis legalization, suggesting the need for greater public awareness and education and police monitoring and enforcement concerning driving under the influence of cannabis, particularly among older adults.

Exploring youths’ beliefs towards cannabis and driving: A mixed method study

BackgroundPreventing youth from driving under the influence of cannabis (DUIC) remains a road safety priority. This study aimed to understand beliefs of young Ontarian drivers (ages 18–24) towards cannabis use and DUIC. MethodsUsing a mixed methods design, we conducted an online survey (n = 426, 53% female) and two focus groups (n = 12, 67% female). The survey obtained data in the following sections: demographics, experiences and expectancies related to cannabis use and DUIC, knowledge and credibility of the law, attitudes towards DUIC, and social controls. Quantitative data was analyzed in SPSS using descriptive statistics and chi squares. Two focus groups were then conducted to contextualize quantitative findings. Audio recordings were transcribed and analyzed using inductive thematic analysis. Results83.6% (356) of survey’s participants had used cannabis, with 69% (296) in the past year. Among past-year users, 47.9% (142; 33.3% of the sample) reported DUIC. Those who indicated prior history of DUIC were mostly males, had completed less than a bachelor’s degree, and were students without employment. Qualitative themes included: Being high changes you; it is hard to tell if a driver is high; DUIC is convenient, socially acceptable, and safe; legalization makes cannabis more attractive to use; and there is a need for testing, education, and prevention efforts that are relevant to youth. ConclusionsA considerable number of young drivers in Ontario are currently DUIC, many of which underestimate the associated risks. Our findings provide insight into youth’s beliefs towards DUIC and considerations for preventative efforts.

Use of cannabis and/or prescription opioids among adult drivers in Ontario, Canada: Prevalence and association with motor vehicle collisions

ObjectiveIn response to the opioid crisis, health practitioners and patients are seeking effective non-opioid analgesic alternatives for treatment of non-cancer pain. Cannabis is being considered as an alternative to opioids for this purpose. This shift may result in an increase in combined use of these drugs, which may have important health implications, including those related to road safety. This study was designed to provide a population-based estimate of the prevalence of cannabis and/or prescription opioid use and their impact on collision risk. MethodBased on data from a regionally stratified cross-sectional general population telephone survey of adults (18+ years) in Ontario, Canada conducted from 2010 through 2018 (N = 13,552), a binary logistic regression was conducted of self-reported past-year collision involvement, assessing demographic characteristics, year of interview, driving exposure, hazardous drinking, perceived general and mental health, and past-year use of cannabis and/or prescription opioids. ResultsApproximately 29.5 percent of respondents reported using either cannabis (11.1 percent) or prescription opioids (18.4 percent), whereas 3.8 percent reported using both cannabis and prescription opioids. Adjusting for potential covariates, relative to those who reported using either cannabis or prescription opioids, drivers who reported being users of both drugs faced more than a two-fold increase in their odds of past-year collision involvement (AdjOR = 2.29, 95% CI = 1.46–3.58, p < 0.001). ConclusionsThe identified increase in the odds of a crash among drivers who report use of both cannabis and of prescription opioids has important implications. Further research examining the impact of combined use on driver skills and behaviours is needed.

Cannabis, alcohol and other drug findings in fatally injured drivers in Ontario

Objective The purpose of this study was to determine the prevalence of cannabis, alcohol and other drug use in drivers of motor vehicles who died in crashes in the Canadian province of Ontario from January 2016 through December 2018 along with the characteristics of these drivers and some of the circumstances of the crash in which they were involved. Methods Toxicological tests were performed on blood samples obtained from 921 driver fatalities for whom postmortem blood samples were submitted to the Center of Forensic Sciences for analysis. The results were coded into a database along with basic demographic and crash characteristics and examined for prominent characteristics and patterns. Results Overall, among the 921 cases examined, 495 (53.7%) tested positive for alcohol, cannabis (tetrahydrocannabinol or THC), or another psychoactive drug. The number of cases that tested positive for THC (251) exceeded the number of cases that tested positive for alcohol (241) as well as the number that tested positive for a drug other than THC (235). In 38% of positive cases, more than one substance was detected. Alcohol and THC were most commonly detected among males; females most frequently tested positive for a drug other than THC, notably medications with depressant effects. Alcohol-involved driver fatalities were most common on weekends and most likely involved single vehicle crashes. Driver fatalities that tested positive for THC or another drug were more evenly distributed throughout the week and were more likely to have been in multi-vehicle crashes. Conclusions The present study highlights the use of cannabis and other drugs by drivers. The patterns of crashes and the characteristics of drivers involved indicate that the characteristics of driver fatalities involving cannabis and/or other drug use differ from those of alcohol and require new, innovative approaches targeting high-risk times, groups and behaviors. Continued monitoring of the toxicological findings from blood samples obtained from drivers killed in motor vehicle crashes will be a key element in efforts to reduce the impact of drug use by drivers on road safety.

The relationship between motor vehicle collisions and cigarette smoking in Ontario: Analysis of CAMH survey data from 2002 to 2016.

Research has shown that tobacco users have an increased risk of collisions compared to nonsmokers. Studies from 1967 through 2013 documented a crude relative risk of collision involvement of about 1.5 among smokers compared to nonsmokers. In January 2009, in response to concerns about the health risks associated with potentially high concentrations of secondhand smoke resulting from smoking in vehicles, the provincial government in Ontario, Canada, introduced legislation restricting smoking in vehicles where children and adolescents are present. We examined the association between reported smoking and involvement in a motor vehicle collision in a large representative sample of adult drivers in Ontario, Canada, from 2002 and 2016, with particular focus on 2002–2008 and 2010–2016, periods before and after the legislation. Data are based on the Centre for Addiction and Mental Health (CAMH) Monitor. Among licensed drivers, prevalence of self-reported collision involvement within the past year for 2002–2008 was 9.39% among those who currently smoked compared to 7.08% of nonsmokers. Following implementation of the legislation, for 2010–2016, the prevalence of collisions for smokers was 7.01% and for nonsmokers was 6.02%. The overall difference for both smokers and nonsmokers between the two time periods was statistically significant; however, the difference between the two groups for the pre-legislation period was significant even after adjusting for potential confounders, while post legislation the difference was not significant. Prior to the legislation, the prevalence of collision was higher among smokers than nonsmokers; following the introduction of the legislation the prevalence was similar for the two groups.

The prevalence and correlates of texting while driving among a population-based sample of Ontario students

Objective: Texting while driving (TWD) has a deleterious impact on driving performance and may pose a significant challenge to traffic safety. This challenge may be particularly relevant for young and inexperienced drivers. This study examined the prevalence and risk factors of writing text messages or emails while driving during the past 12 months.Method: This study analyzed a subpopulation of 1,133 licensed students 16 years of age or older from the 2013 Ontario Student Drug Use Survey (OSDUHS), a population-based survey of students in Ontario, Canada.Results: Our results indicate that 36% of licensed drivers reported writing a text message while driving during the past 12 months; of those who did, 56% reported doing so 4 or more times. Graduated licensing was the strongest factor predicting TWD. Compared to students with the more restrictive G1 license, students with a G2 or full license were 9.4 times more likely to report TWD after controlling for the effect of all other factors. Older students, white students, and students attending school in urban centers were more likely to report TWD, and the amount of time spent on social media sites, being a passenger with a driver using substances, and past-year collisions were also significantly associated with TWD. Gender differences and participation in driver education training were not associated with TWD.Conclusions: This research demonstrates that TWD is an extremely common behavior among licensed student drivers in Ontario, particularly among those who have passed the first stage of graduated licensing. TWD is associated with other risky driving behaviors and outcomes, and the findings from this study underscore the need to better understand the harms associated with this behavior.

Is there a link between motor vehicle collisions and being a cigarette smoker in Canada? Analysis of survey data from Ontario from 2002 to 2014

ABSTRACTObjective: Although most research on drugs and driving has focused on the use of alcohol and cannabis, research that has been conducted on cigarette smoking and collisions has found that smokers have an increased collision involvement. Studies dating from 1967 through 2013 have shown a crude relative risk of about 1.5 among smokers compared to nonsmokers. In Canada, the association between smoking and collisions has not been recently investigated. Studies that have examined the association between smoking and collisions often did not control for all confounding factors, such as alcohol use and driving exposure, which have been associated with increased collision rates. Additionally, a number of these studies were examined in countries and at times when prevalence of smoking was much higher than is currently the case in Canada. The purpose of this research is to examine the association between self-reported current smoking and past-year collision involvement, controlling for confounding factors, in a large representative sample of adult drivers in Ontario, Canada, from 2002 and 2014.Method: Data are based on the Centre for Addiction and Mental Health (CAMH) Monitor, an ongoing, rolling telephone survey of Ontario adults that provides epidemiological surveillance of indicators related to alcohol, tobacco, and other drug use, as well as physical and mental health. The survey uses random-digit-dialing methods via Computer-Assisted Telephone Interview, with response rates over 50%.Results: Prevalence of self-reported collision involvement within the past year for 2002–2014 was 8.6% among those who currently smoke compared to 6.5% of nonsmokers. Logistic regression analysis, controlling for the potential confounding effects of sociodemographics, driving exposure measures, drinking frequency, and hazardous alcohol use, found that the overall odds for collision involvement in the preceding year among current smokers for 2002–2014 was 1.27 (95% confidence interval [CI], 1.06–1.53) times that of nonsmokers.Conclusions: These findings indicate that despite a substantial reduction in overall prevalence of smoking in Canada, smokers still have a significantly increased odds of collision involvement, even when controlling for alcohol and exposure. Additionally, the results are consistent with the increased odds/risks of motor vehicle collisions found in other countries.

Street racing among the Ontario adult population: Prevalence and association with collision risk

BackgroundStreet racing has been identified as a significant public health concern, yet, little is known about the prevalence of this behaviour and its impact on collision risk. The current study was designed to address this dearth of knowledge by estimating the prevalence of street racing among the Ontario, Canada adult population, and examining its association to collision risk, controlling for demographics and other risk factors. MethodsData were based on telephone interviews with 11,263 respondents derived from the 2009–2014 cycles of the CAMH Monitor, an ongoing cross-sectional survey of adults aged 18+ years. A hierarchical-entry binary logistic regression analysis of collision involvement in the previous 12 months was conducted and included measures of street racing, demographic characteristics (sex, age, marital status, education, income, region), driving exposure, and driving after use of alcohol and use of cannabis. ResultsThe prevalence of street racing was 0.9%. Based on univariate analyses, street racing was more prevalent among males (1.30%; p<.01) and those aged 18–25 years (2.61%; p<.001). Controlling for demographic characteristics, driving exposure, and driving after use of alcohol and use of cannabis, self-reported street racing significantly increased the odds of a crash (OR=5.23, p<.001). DiscussionA small but significant percentage of adult drivers in Ontario reported engaging in street racing. Even after adjusting for demographics, driving exposure, and driving after use of alcohol and use of cannabis, street racers faced more than a five-fold increase in the odds of a crash. Program and policy options must be considered to target this contingent.

Characteristics and predictors of recidivist drink-drivers

ABSTRACTObjective: The current study compared characteristics of nonrecidivist versus recidivist drink-drivers and of recidivists in their first versus second appearance at Back on Track (BOT), the remedial measures program for impaired drivers in Ontario, Canada.Methods: Information from 59,134 convicted drivers who participated in BOT between 2000 and 2010 was examined to identify drivers who completed the program a second time following reconviction.Results: A total of 586 recidivists were identified. Compared to nonrecidivist drivers, recidivists at first attendance were more likely to be male and had higher scores on measures of alcohol dependence and adverse legal consequences of substance use. Compared to nonrecidivist drivers, recidivists at second attendance were significantly older, had a higher income, were more likely to be retired, and were less likely to be employed part-time. They had fewer legal problems. Recidivists reported fewer drinking days and fewer drinks per occasion but greater use of benzodiazepines than nonrecidivists and had higher scores on a measure of future risk of alcohol- and drug-related problems. Comparison of recidivists' characteristics at first versus second attendance confirmed many of these findings, with second-time recidivists reporting fewer drinks per drinking day and greater use of benzodiazepines and having higher scores on a measure of future substance use problems than first-time recidivists.Conclusions: Results suggest that identification of drivers at increased risk of recidivism may be possible at first program attendance by examining indicators of increased alcohol-related problems. In addition, recidivists appear to show a greater readiness to change at second attendance. Implications for remedial program development and recommendations for future research are discussed.

Evaluation of the general deterrence capacity of recently implemented (2009–2010) low and Zero BAC requirements for drivers in Ontario

The number of injuries and fatalities associated with drinking and driving continues to decline in the province of Ontario. However, this behavior remains as one of the major contributors to collision-related injuries and fatalities. Few large-scale studies of blood alcohol concentration (BAC) <0.08% limits exist in the literature, necessitating additional investigation. Here we evaluate the general deterrent effectiveness of three Ontario countermeasures implemented during 2009 and 2010, two of which impose lower allowable BAC on drivers in the province. Using ARIMA-based interrupted time-series analysis we found that Warn-range sanctions, which include immediate roadside suspension for the previously un-targeted BAC range of 0.05–0.08%, were associated with a 17% decrease in the number of people injured or killed in drinking and driving collisions (relative to the number injured or killed in other collisions). Similarly, we found that Zero BAC requirements newly applied to young drivers (<22y.o.) were associated with a reduction in the numbers of two other dissimilar drinking and driving sanctions received by young drivers (relative to the number of these sanctions received by non-young drivers). A roadside seven-day vehicle impoundment for BAC>0.08%, which was added to an already existing roadside 90-day license suspension, was not found to produce general deterrence. Taken together, our results suggest that sanctions which target previously untargeted groups, specifically via lower BAC requirements, are effective as general deterrents against drinking and driving.

Top 80 over 80: incidence and characteristics of the 80 highest blood alcohol concentrations obtained in suspected impaired drivers in Ontario

This retrospective study characterizes the findings from the 80 highest blood alcohol concentrations (BACs) determined at the Centre of Forensic Sciences (Toronto, ON) in suspected impaired drivers between 1988 and 2007. Blood and serum samples were analyzed for ethanol and other volatiles by headspace gas chromatography with flame ionization detection. The mean BAC for drivers (n = 70) was 428 ± 44 mg of alcohol in 100 mL of blood (mg/100 mL) (range: 382–570 mg/100 mL). The mean serum alcohol concentrations (SAC) for drivers (n = 10) was 532 ± 103 mg/10 mL (range: 445–764 mg/100 mL). Incidental concentrations of acetone (n = 22), isopropanol (n = 3), and methanol (n = 2) were detected in some cases. The occurrences were examined for the time of day, day of week, reason for police involvement, as well as characteristics and observations of the individual either operating or in care or control of the motor vehicle. When available, hospital analyses (n = 10) and breath tests (n = 2) were also examined in comparison to the laboratory blood or serum analysis. The SACs and BACs reported in this study are sufficient to cause death in non-tolerant individuals and indicate that these drivers possessed significant tolerance to the central nervous system depressant effects produced by alcohol.

Traumatic brain injury, driver aggression and motor vehicle collisions in Canadian adults

ObjectiveThis study examines the associations between lifetime traumatic brain injury (TBI), driver aggression, and motor vehicle collisions among a population sample of adults who reside in the province of Ontario, Canada. MethodA cross-sectional sample of 3993 Ontario adults, aged 18–97 were surveyed by telephone in 2011 and 2012 as part of Center for Addiction and Mental Health’s ongoing representative survey of adult mental health and substance use in Canada. TBI was defined as trauma to the head that resulted in loss of consciousness for at least five minutes or overnight hospitalization. ResultsAn estimated 91% (95% CI: 90.0, 91.9) of individuals in this sample held a valid Ontario driver’s license at the time of testing. Among those, 16.7% reported a history of lifetime TBI and 83.3% reported no TBI. The prevalence of TBI was higher among men than women. Relative to licensed adults without TBI, adults with a history of TBI had significantly higher odds of engaging in serious driver aggression in the past 12 months, such as making threats to hurt another driver, passenger or their vehicle (AOR=4.39). These individuals also reported significantly higher odds (AOR=1.74) of being involved in a motor vehicle collision that resulted in hurting themselves, their passenger(s) or their vehicle. ConclusionThis is the first population-based study to demonstrate a relationship between a history of TBI and higher rates of serious driver aggression and collision involvement. Given the large proportion of adult drivers with a history of TBI, these individuals may account for a disproportion burden of all traffic safety problems. Whether the increased road safety risk of adults with a history of TBI is reflective of neurocognitive deficits or is merely evidence of a cluster of unsafe activities produced by a higher risk lifestyles requires further research attention.

Examining the link between collision involvement and cocaine use

BackgroundCocaine is one of the more commonly found illicit drugs in injured drivers. In this work, we examine the association between self-reported past year cocaine use and past year collision involvement in a large representative sample of adult drivers in Ontario. MethodsData are based on the CAMH Monitor, an ongoing cross-sectional telephone survey of Ontario adults aged 18 and older. Five years of data (2002, 2003, 2004, 2006, 2008) were merged for this study (N=8107) due to survey item availability. Logistic regression analysis was performed to identify the risk of self-reported collision involvement within the past 12 months associated with past year use of cocaine, while controlling for sociodemographic, driving exposure and drinking–driving (as a function of drinking status) factors. Due to listwise deletion, the logistic regression model was based on a reduced sample (N=7284). ResultsThe prevalence of self-reported collision involvement within the past year was 18.9% among those who used cocaine in the past year compared to 7.4% of non-users. Logistic regression analysis, controlling for the potential confounding effects of age, gender, income, driving exposure and drinking–driving measures, found the odds of collision involvement in the preceding year among cocaine users was over twice that of non-users (OR=2.11, 95% CI=1.06–4.18). ConclusionsThis study suggests that cocaine users are significantly more likely to report collision involvement in the past year. Additional work to confirm these observations, and to assess possible causal pathways, is needed.

‘Maintaining Talk’ among taxi drivers: Accomplishing health-protective behaviour in precarious workplaces

This paper contributes to the body of research on the relationship between language, health (behaviour), and place. Drawing on data from a qualitative study of taxi drivers in Ontario, Canada, it illustrates how talk, a dimension of language, might (re)make and maintain an unconventional, precarious workplace through ameliorating its inherent risks and hazards. It shows how a group of taxi drivers, who work in a large, metropolitan city, and whose workplace comprises physical places such as streets, highways, and taxicabs, and social places characterised by disadvantaged social and economic location, enact different kinds of talk in an effort to protect their health. This finding suggest the need for a broader conceptualisation of health behaviour, and for further research into other occupational groups and/or unconventional workplaces in order to further develop or theorise the concept of talk.

Alcohol and drugs in suspected impaired drivers in Ontario from 2001 to 2005

IntroductionBlood samples from 733 drivers suspected of driving under the influence of alcohol in the province of Ontario from 2001 to 2005 were retrospectively examined. MethodsSamples were analyzed for alcohol content by headspace gas chromatography with flame ionization detection. Drivers ranged in age from 15 to 83years old with the majority of blood samples obtained from males (n=623, 85%). Of the 704 cases where quantifiable numerical values were obtained, blood alcohol concentrations ranged from 13 to 414mg/100mL (mean 172mg/100mL) for males and 10 to 425mg/100mL (mean 173mg/100mL) for females. The majority of these drivers (n=640/704, 90.9%) had blood alcohol concentrations of 80mg/100mL and greater at the time of sampling. Analysis for alcohol was undertaken in all cases. However, additional toxicological examinations for drugs was conducted on a case-by-case basis based on the submitted case history and/or where there were requests for additional drug analysis, or where such analysis would be probative in the absence of the detection of alcohol at a concentration that could cause impairment. ResultsTherefore, analyses for drugs were only performed in a small subset of 42 cases (6%). Thirty-four of these cases had positive drug findings, with Δ9-tetrahydrocannabinol being the most frequently encountered drug (n=18), followed by benzoylecgonine/cocaine (n=8), morphine (n=6), lorazepam (n=5) and diphenhydramine (n=4). The majority of individuals were involved in some type of motor vehicle accident (n=658, 89.8%), with single motor vehicle accidents (n=412, 56.2%) being the most common, followed by multiple motor vehicle accidents (n=169, 23%). Injuries (n=309, 42.1%) were the main cause of individuals not being able to provide breath samples with specific, non-life threatening injuries (n=178, 24.3%) representing the highest percentage of cases. The majority of incidents (n=449, 61.3%) occurred between Friday and Sunday reaching a peak on Saturday (n=174, 23.7%). Incidents occurred throughout the day, with the majority of events (n=449/705, 63.7%) for which a time was provided occurring between 6:01 pm and 3:00 am, and the peak number of incidents occurring between 9:01 pm and midnight (n=168/705, 23.8%). ConclusionHowever, these data demonstrate that ‘‘drugged driving” does occur and that further, comprehensive investigation is needed to determine the frequency and type of drug use by Ontario drivers.

Fatigued and drowsy driving: A survey of attitudes, opinions and behaviors

Introduction There is evidence suggesting that the problem of fatigued or drowsy driving is an important contributor to road crashes. However, not much is known about public perceptions of the issue. The purpose of this study was to obtain information on attitudes, opinions, and professed practices related to fatigued or drowsy driving. Methods The data were gathered by means of a public opinion poll among a representative sample of 750 Ontario drivers. Results A majority of drivers (58.6%) admitted that they occasionally drive while fatigued or drowsy. Of greater importance, 14.5% of respondents admitted that they had fallen asleep or “nodded off” while driving during the past year. Nearly 2% were involved in a fatigue or drowsy driving related crash in the past year. Respondents were also asked about measures they take to overcome fatigue or drowsiness. Results indicate that relatively ineffective measures such as opening the window or playing music are the most popular; the most effective preventive measure - taking a rest — is the least popular. Discussion The prevalence of the behavior, coupled with the ineffective prevention measures favored by the public suggest there is a need for increasing their level of awareness and knowledge about the problem. Impact on Industry Results from this study further emphasize the importance of increasing the fatigued and drowsy driving knowledge base and the need to educate the public about it.

Road Rage Experience and Behavior: Vehicle, Exposure, and Driver Factors

Road rage has generated increasing public concern. Research has shown that victimization and perpetration of road rage is more common among males and younger drivers. We aimed to extend the understanding of determinants of road rage to driving exposure and vehicle factors, based on a 2002–2003 population survey of 1,631 regular drivers in Ontario, Canada. Regression analyses revealed that number of times drivers reported experiencing road rage in the previous 12 months was significantly greater for males, younger respondents, and those residing in Toronto. Also, victimization was significantly greater for drivers who did all their driving on busy roads and increased with number of kilometers driven on a typical week; however, type of vehicle driven was not significant. Number of times road rage perpetration was reported in the past 12 months was significantly greater for males, younger respondents, and those residing in Toronto, and lower for those in the Eastern and Northern region. Road rage perpetration increased significantly with number of weekly kilometers driven and was significantly greater for drivers who are always on busy roads and lower for those who never drive on busy roads, and higher for high-performance vehicle drivers. Even after controlling for driving exposure, road rage victimization and perpetration were highest for drivers in Toronto, where the pace of life may be more demanding. As expected, high-performance vehicle drivers reported more road rage perpetration. These individuals may experience more frustration when they are prevented from using the full performance capacities of their vehicles by crowded urban roadways.