Number Of Motor Vehicle Crashes Research Articles

Delineations for Police Patrolling on Street Network Segments with p-Median Location Models

Police patrolling intends to enhance traffic safety by mitigating the risks associated with vehicle crashes and accidents. From a view of operations, patrolling requires an effective distribution of resources and often involves area delineations for this distribution purpose. Given constraints such as budget and human resources for traffic safety, delineating geographic areas optimally for police patrol areas is an important agenda item. This paper considers two p-median location models using segments on a street network as observational units on which traffic issues such as vehicle crashes occur. It also uses two weight sets to construct an enhanced delineation of police patrol areas in the City of Plano, Texas. The first model for the standard p-median formulation gives attention to the cumulative number of motor vehicle crashes from 2011 to 2021 on the major transportation networks in Plano. The second model, an extension of this first p-median one, uses balancing constraints to achieve balanced spatial coverage across patrol areas. These two models are also solved with network kernel density count estimates (NKDCE) instead of crash counts. These smoothed densities on a network enable consideration of uncertainty affiliated with this aggregation. The analysis results of this paper suggest that the p-median models provide effective specifications, including their capability to define patrol areas that encompass the entire study region while minimizing distance costs. The inclusion of balancing constraints ensures a more equitable distribution of workloads among patrol areas, improving overall efficiency. Additionally, the model with NKDCE results in an improved workload balance among delineated areas for police patrolling activities, thus supporting more informed spatial decision-making processes for public safety.

Economic Evaluation of a Novel Treatment of Attention-Deficit/Hyperactivity Disorder in US Motor Vehicle Drivers

Background: Attention-deficit/hyperactivity disorder (ADHD) affects approximately 4.4% of US adults. ADHD is associated with high-risk driving behavior and costly motor vehicle accidents. DYANAVEL XR (DXR) (Tris Pharma, Inc.) is a once-daily fast-acting amphetamine developed for ADHD treatment. A randomized controlled trial showed that DXR patients were 43% less likely to crash during a driving simulation than individuals taking placebo. Study outcomes suggest a DXR crash rate similar to that of a driver without ADHD, while patients treated with the current standard of care (SOC) have a 52% higher crash risk than non-ADHD drivers. Objective: The aim was to evaluate the economic benefits attributable to improved driving abilities and avoided crashes in DXR patients compared with patients treated with the SOC or those who are untreated. Methods: A cost-impact model estimated 1-year crash-related cost outcomes for DXR-treated patients compared with SOC-treated and untreated ADHD patients. SOC was assumed to consist of a combination of short-, intermediate-, and long-acting ADHD stimulant and non-stimulant medications. DXR crash risk was assumed equivalent to the non-ADHD population risk, as supported by trial data. Crash risk for untreated and SOC-treated ADHD patients were assumed to be 99% and 52% higher than the general US population, respectively. Model outcomes included the cost impact (medication- and crash-related costs) and the number of crashes, injuries, and fatalities avoided with DXR. Results: Treatment with DXR would avoid 0.82 crashes, 0.016 injuries, and 0.036 fatalities per year compared with untreated patients, and 0.036 crashes, 0.007 injuries, and 0.0001 fatalities per year compared with SOC-treated patients. Compared with a population of 25% SOC-treated patients and 75% untreated patients, DXR use would save an average of $4581 per person per year across all age groups when priced at $80 per month, assuming all SOC-treated and untreated patients utilized DXR. When the value of quality-of-life improvement is considered, savings increase over 7-fold. Discussion: Outcomes suggest that DXR may be an economically beneficial treatment compared with SOC for ADHD patients. Conclusions: The economic model showed that DXR is cost-saving compared with no treatment and SOC by reducing the number of motor vehicle crashes in the ADHD population.

Economic Evaluation of a Novel Treatment of Attention-Deficit/Hyperactivity Disorder in US Motor Vehicle Drivers.

Background: Attention-deficit/hyperactivity disorder (ADHD) affects approximately 4.4% of US adults. ADHD is associated with high-risk driving behavior and costly motor vehicle accidents. DYANAVEL XR (DXR) (Tris Pharma, Inc.) is a once-daily fast-acting amphetamine developed for ADHD treatment. A randomized controlled trial showed that DXR patients were 43% less likely to crash during a driving simulation than individuals taking placebo. Study outcomes suggest a DXR crash rate similar to that of a driver without ADHD, while patients treated with the current standard of care (SOC) have a 52% higher crash risk than non-ADHD drivers. Objective: The aim was to evaluate the economic benefits attributable to improved driving abilities and avoided crashes in DXR patients compared with patients treated with the SOC or those who are untreated. Methods: A cost-impact model estimated 1-year crash-related cost outcomes for DXR-treated patients compared with SOC-treated and untreated ADHD patients. SOC was assumed to consist of a combination of short-, intermediate-, and long-acting ADHD stimulant and non-stimulant medications. DXR crash risk was assumed equivalent to the non-ADHD population risk, as supported by trial data. Crash risk for untreated and SOC-treated ADHD patients were assumed to be 99% and 52% higher than the general US population, respectively. Model outcomes included the cost impact (medication- and crash-related costs) and the number of crashes, injuries, and fatalities avoided with DXR. Results: Treatment with DXR would avoid 0.82 crashes, 0.016 injuries, and 0.036 fatalities per year compared with untreated patients, and 0.036 crashes, 0.007 injuries, and 0.0001 fatalities per year compared with SOC-treated patients. Compared with a population of 25% SOC-treated patients and 75% untreated patients, DXR use would save an average of 80 per month, assuming all SOC-treated and untreated patients utilized DXR. When the value of quality-of-life improvement is considered, savings increase over 7-fold. Discussion: Outcomes suggest that DXR may be an economically beneficial treatment compared with SOC for ADHD patients. Conclusions: The economic model showed that DXR is cost-saving compared with no treatment and SOC by reducing the number of motor vehicle crashes in the ADHD population.

Effect of driving training on car crashes and driving skills in older people: A systematic review and meta-analysis.

The primary aim of this systematic review was to examine the efficacy of driving interventions with regard to a reduction in motor vehicle crashes and improvements in driving skills among older people. The secondary aim was to identify the optimal type (on-road or off-road) and dosage (period, sessions, and duration) of driving interventions for improving driving skills in older people. We searched MEDLINE, EMBASE, PsycINFO, and Scopus of Systematic Reviews for papers published from their inception to December 1, 2020, as well as the reference lists of the included papers. The selected studies were randomized controlled trials examining the effects of driving interventions among community-dwelling older drivers aged 65 years and over. A meta-analysis of two studies (n = 960) showed that driving interventions significantly reduced the number of motor vehicle crashes per person-years. Ten studies (n = 575) were included in the meta-analysis showing that the interventions significantly improved the driving skill scores. Driving skill scores significantly improvedafteron-road training, and in interventions of at least 3 h, 3 sessions, and 3 weeks. Driving interventions significantly improve driving skills and reduce motor vehicle crashes among older drivers aged 65 years and over. On-road training is more efficacious than off-road training and driving interventions of at least 3 h taking place in 3 sessions over a period of 3 weeksmay be required to improve driving skills in older drivers. Geriatr Gerontol Int 2023; 23: 771-778.

Increase in trauma volume as compared to emergency department volume during the COVID-19 pandemic

BackgroundDuring the months between April through June 2020 when we experienced the largest number of COVID-19 patients in our hospital, the volume of patients in the Emergency Department (ED) was decreased by more than 30%. In contrast to most early reports we did not notice a decrease in trauma volume during this time period. Materials and MethodsWe compared trauma patients presenting to our Level III Trauma Center, between April 2019 through June 2019 to those presenting from April 2020 through June 2020, the initial surge in COVID-19 patients. We compared ground level falls (GLF), motor vehicle crashes (MVC), bicycle and skateboard crashes, assault, and other. ResultsThere was a 13% increase in trauma patients presenting during the study period in 2020 as compared to 2019, and the total number of trauma patients as a percentage of total ED patients also increased 269/9235 (2.9%) to 308/6216 (5.0%), P < 0.0001. There was no significant difference in demographics or outcome data between the trauma patients presenting during the two time periods. Although traffic decreased by more than 40%, the number of MVC's was similar. ConclusionThe volume of patients presenting to our Trauma Center as compared to the total ED volume increased during the time period from April through June 2020 versus the year just prior to the COVID-19 pandemic. Despite the fact that the total traffic volume decreased more than 40 percent between these two time periods, the actual number of motor vehicle crashes remained similar.

Increase in traffic injury crashes following the 2016 Kumamoto earthquake in Japan: A model comparison

Objective Following natural disasters, the number of motor vehicle crashes may increase as drivers are often forced to drive under stressful conditions. This study aims to analyze the changes in motor vehicle crashes that resulted in injury or death (injury crash) following the 2016 Kumamoto earthquake in Japan. An existing study reported that the increased crashes resulted in property damage following the earthquake; however, the effects on injury crashes remain unreported. Methods Interrupted time series analysis is employed to investigate the changes in injury crashes following the earthquake. The results are compared based on several time series models, including negative binomial and autoregressive integrated moving average models. Monthly injury-crash data from 2011 to 2020 in Kumamoto and Fukuoka city is used. Results The results reveal a 1,642-count or 20% increase (1.20-times increase, 95% confidence interval: 1.12, 1.27) in injury crashes due to the earthquake in Kumamoto city, where the earthquake damage was heavy. In contrast, statistically significant change is not detected in Fukuoka city, where the earthquake damage is negligible. Conclusion The results indicate that the earthquake has increased the motor-vehicle-crash risk and that traffic crash alerts are important following disasters.

Do Hoosiers Forget How to Drive in the Snow Each Year?

Abstract The winter season in many U.S. states includes snowfall, and with it comes comments about how drivers always seem to “forget” how to drive in snow when the first snowfall of the season occurs. This study assesses the accuracy of this popular sentiment during Indiana winters from 2007 to 2020. The number of motor vehicle crashes, injuries, and fatalities during the first snowfall of the season was compared with those during subsequent snow events. A grid of 46 cells was constructed to subdivide the state, and instances of snowfall and crashes were aggregated within each cell each day during the study period. Daily crash, injury, and fatality totals in each cell were normalized by their respective means and standard deviations, allowing for data from all cells to be combined into a single dataset. Four snow accumulation thresholds were examined: 1, 13, 25, and 51 mm. Distributions at each threshold show that more crashes occur on average on days with the first snowfall of the winter season than on other days with snowfall, regardless of the accumulation threshold used. Statistical tests support this result, showing significant differences between the mean numbers of crashes at each of the four snowfall thresholds. There were also significantly more injuries on the first snowfall day and more fatalities, although fatalities were only significant for the 13-mm snowfall threshold. Significance Statement The purpose of my research is to answer the question: are there more motor vehicle crashes on the first day with snow each winter when compared with the number of crashes on other days with snowfall in the state of Indiana? Using four snowfall thresholds of increasing amounts, statistical tests comparing daily crashes on first snowfall and other snowfall days showed that there were significantly more crashes on average on the first day with snowfall each winter, regardless of the amount of snow accumulation. This supports the popular notion that crashes occur more frequently the first time it snows each year, although it is more likely attributed to drivers reacclimating to snowy road conditions than to forgetfulness.

Analysis of Current E-Scooter Safety Regulation in a Large U.S. City Using Epidemiological Components as a Framework

E-scooters have been promoted as a solution to environmental and last-mile issues. However, physicians have reported an unusual increase in injured e-scooter riders, calling it an “epidemic.” An epidemiological investigation of e-scooter safety carried out in 2018 characterized injuries associated with e-scooter riders in Austin, TX for a period of 87 days. However, the effectiveness of the city’s current regulation on micromobility devices has not been discussed to determine whether it addresses the risk factors identified in this epidemiological investigation. To address this gap, this paper presents an analysis of the legal framework on micromobility devices from the components of the epidemiology triangle (agent, host, and environment) used by traffic authorities in the 1960s to curtail motor vehicle crashes. This analysis revealed that the current micromobility regulation does not offer practical provisions to tackle safety concerns efficiently. Furthermore, based on the number of motor vehicle crashes reported in Austin for 2018, it was found that if e-scooter riders were to travel the same distance in miles as motor vehicle drivers, there would be approximately 3,700,000 injuries compared with 15,133 motor vehicles injuries. Furthermore, this hypothetical figure does not consider the potential underreporting of e-scooter crashes, meaning that the number of injured people per 100,000 mi traveled on e-scooters could be even higher. At least 108 more injured riders were identified than was initially calculated in the 2018 epidemiological investigation. Overall, this study should encourage local authorities around the world to enact appropriate regulations to tackle safety issues surrounding micromobility devices.

Driver speeding typologies by roadway behaviours and beliefs: A latent class analysis with a multistate sample of U.S. adults

Speeding has consistently contributed to a high number of motor vehicle crashes and subsequent injuries and deaths in the U.S. Identifying types of drivers related to speeding behaviour may help target interventions to reduce speeding. Typology of U.S. driver speeders have examined very specifically speeding behaviours and speeding-related attitudes. This exploratory work used latent class analysis (LCA) to examine how other driving behaviours and attitudes cluster around speeding behaviours to determine speeder typologies, which may lend a more holistic perspective to speeder types. Predicted class assignments were evaluated for associations with demographic and personality factors. The LCA resulted in four driver typologies, which we labelled: Externally Motivated (40.7%), Non-Reactors (26.2%), Perceived Invulnerable (24.3%), and Perceived Vulnerable (8.9%). The Externally Motivated and Non-Reactors typologies had the highest probability of reporting extreme speeding. The Externally Motivated may be intervened upon with messaging about reducing risks crashes and injuring passengers, while the Perceived Vulnerable class already exhibit several risk-averse behaviours that self-limits their speeding behaviour. Class placement was associated with age, self-reported speeding frequency, receipt of speeding violations. The resulting U.S. driver typologies advances the literature by demonstrating that non-speeding driver behaviours and attitudes cluster with speeding behaviours, which altogether can inform more nuanced and effective anti-speeding campaigns.

Increased motor vehicle crashes following the 2016 Kumamoto earthquake, Japan: an interrupted time series analysis of property damage crashes

Driving after natural disasters entails a substantial amount of stress; therefore, the number of motor vehicle crashes may increase. However, few studies have examined this issue. This study investigated motor vehicle crashes after the 2016 Kumamoto earthquake in Japan. Monthly data about crashes resulting in property damage from 49 municipalities in Kumamoto from 2015 to 2018 were used. An interrupted time series analysis using Poisson or negative binomial regression models was conducted for 49 municipalities; the models were estimated for four classified areas to obtain the robust results. We found that property damage crashes increased significantly in the heavily affected area (Relative Risk (RR) = 1.48, 95% Confidence interval (CI): 1.29, 1.71) and the affected area (RR = 1.25, 95% CI: 1.15, 1.36) after the earthquake. A mountainous area showed a reduction in property damage crashes despite its heavy damage (RR = 0.74, 95% CI: 0.67, 0.82), which can be attributed to the closure of its main gate routes. The unaffected area showed no difference before and after the earthquake. Geographical presentation of the result demonstrates a clear positive association of earthquake damage and increased crashes. The findings of this study highlight the importance of motor-vehicle-crash alerts after an earthquake.

Performance of Modified Early Warning Score (MEWS) and Circulation, Respiration, Abdomen, Motor, and Speech (CRAMS) score in trauma severity and in-hospital mortality prediction in multiple trauma patients: a comparison study.

BackgroundWith an increasing number of motor vehicle crashes, there is an urgent need in emergency departments (EDs) to assess patients with multiple trauma quickly, easily, and reliably. Trauma severity can range from a minor to major threats to life or bodily function. In-hospital mortality and trauma severity prediction in such cases is crucial in the ED for the management of multiple trauma and improvement of the outcome of these patients. Previous studies have examined the performance of Modified Early Warning Score (MEWS) or Circulation, Respiration, Abdomen, Motor, and Speech (CRAMS) score based solely on mortality prediction or injury severity prediction. However, to the best of our knowledge, the performances of both scoring systems on in-hospital mortality and trauma severity prediction have not been compared previously. This retrospective study evaluated the value of MEWS and CRAMS score to predict in-hospital mortality and trauma severity in patients presenting to the ED with multiple traumatic injuries.MethodsAll study subjects were multiple trauma patients. Medical data of 1,127 patients were analyzed between January 2014 and April 2018. The MEWS and CRAMS score were calculated, and logistic regression and receiver operating characteristic curve analysis were conducted to investigate their performances regarding in-hospital mortality and trauma severity prediction.ResultsFor in-hospital mortality prediction, the areas under the receiver operating characteristic curve (AUROCs) for MEWS and CRAMS score were 0.90 and 0.91, respectively, indicating that both of them were good in-hospital mortality predictors. Further, our study indicated that the CRAMS score performed better in trauma severity prediction, with an AUROC value of 0.84, which was higher than that of MEWS (AUROC = 0.77). For trauma severity prediction, the optimal cut-off value for MEWS was 2, while that of the CRAMS score was 8.ConclusionsWe found that both MEWS and CRAMS score can be used as predictors for trauma severity and in-hospital mortality for multiple trauma patients, but that CRAMS score was superior to MEWS for trauma severity prediction. CRAMS score should be prioritized in the prediction of trauma severity due to its excellence as a multiple trauma triage tool and potential contribution to rapid emergency rescue decisions.

Risk of motor vehicle crash for older adults after receiving a traffic charge: A case–crossover study

ABSTRACTObjective: After the age of 65, the number of motor vehicle crashes per mile driven increases. Traffic-related charges issued by law enforcement can help identify drivers who are at a higher risk of having a crash. This study examines the relationship between motor vehicle crashes and traffic-related charges among older adult drivers.Methods: Iowa Department of Transportation crash data from 2011–2012 were linked with Iowa Court Information System data for moving violations that occurred during 2009–2012 for drivers over the age of 50. A time-stratified case–crossover design was used matching on time periods 1 year apart. Case exposure was defined as having a traffic-related charge 30 days before the crash. Control exposure was the same 30-day time period 1 year before the crash for each individual. Conditional logistic regression was used to analyze the self-matched pairs. Additional time periods of 31–60, 61–90, 91–120, 121–150, 151–180, and 181–210 days before the crash were also assessed.Results: There were 38,171 adults at least 50 years of age with an Iowa driver's license who were involved in a crash in Iowa between 2011 and 2012. In addition, 13,129 adults over the age of 50 received a charge during 2009–2012. Relative to the control time period, experiencing a traffic-related charge in the 30-day time period before the crash increased the risk of a crash by 21% (odds ration [OR] = 1.21, 95% confidence interval [CI], 1.03–1.42) for all drivers included in the study. This crash risk was similar for adults aged 50–64 (OR = 1.20, 95% CI, 1.00–1.45) and adults 65 and older (OR = 1.24, 95% CI, 0.90–1.72). In the 30 days after receiving a traffic-related charge, the risk of a crash was also increased for crashes occurring in adverse weather (OR = 1.79, 95% CI, 1.12–2.84) or during night, dawn, or twilight (OR = 1.89, 95% CI, 1.31–2.72).Conclusions: A traffic-related charge for an adult over the age of 50 indicates an increased risk of experiencing a crash in the 30 days following the charge. The risk for crashes occurring in adverse conditions or outside of daylight hours was also increased in the 30 days after receiving a traffic-related charge. The risk of experiencing a crash decreases as time passes after receiving a charge. Measures to restrict or increase driving safety during these conditions could help reduce the crash risk for older adults who receive a traffic-related charge.

High Ambient Temperatures and Risk of Motor Vehicle Crashes in Catalonia, Spain (2000-2011): A Time-Series Analysis.

BackgroundExperimental studies have shown a decrease in driving performance at high temperatures. The epidemiological evidence for the relationship between heat and motor vehicle crashes is not consistent.ObjectivesWe estimated the impact of high ambient temperatures on the daily number of motor vehicle crashes and, in particular, on crashes involving driver performance factors (namely distractions, driver error, fatigue, or sleepiness).MethodsWe performed a time-series analysis linking daily counts of motor vehicle crashes and daily temperature or occurrence of heat waves while controlling for temporal trends. All motor vehicle crashes with victims that occurred during the warm period of the years 2000–2011 in Catalonia (Spain) were included. Temperature data were obtained from 66 weather stations covering the region. Poisson regression models adjusted for precipitation, day of the week, month, year, and holiday periods were fitted to quantify the associations.ResultsThe study included 118,489 motor vehicle crashes (an average of 64.1 per day). The estimated risk of crashes significantly increased by 2.9% [95% confidence interval (CI): 0.7%, 5.1%] during heat wave days, and this association was stronger (7.7%, 95% CI: 1.2%, 14.6%) when restricted to crashes with driver performance–associated factors. The estimated risk of crashes with driver performance factors significantly increased by 1.1% (95% CI: 0.1%, 2.1%) for each 1°C increase in maximum temperature.ConclusionsMotor vehicle crashes involving driver performance–associated factors were increased in association with heat waves and increasing temperature. These findings are relevant for designing preventive plans in a context of global warming.CitationBasagaña X, Escalera-Antezana JP, Dadvand P, Llatje Ò, Barrera-Gómez J, Cunillera J, Medina-Ramón M, Pérez K. 2015. High ambient temperatures and risk of motor vehicle crashes in Catalonia, Spain (2000–2011): a time-series analysis. Environ Health Perspect 123:1309–1316; http://dx.doi.org/10.1289/ehp.1409223

Comparison of visual status of Iranian military and commercial drivers.

Background:There is no legal requirement for Iranian military truck drivers to undergo regular visual checkups as compared to commercial truck drivers.Objectives:This study aimed to evaluate the impact of drivers’ visual checkups by comparing the visual function of Iranian military and commercial truck drivers.Patients and Methods:In this comparative cross-sectional study, two hundred military and 200 commercial truck drivers were recruited and their Visual Acuity (VA), Visual Field (VF), color vision and Contrast Sensitivity (CS) were assessed and compared using the Snellen chart, confrontation screening method, D15 test and Pelli-Robson letter chart, respectively. A questionnaire regarding driving exposure and history of motor-vehicle crashes (MVCs) was also filled by drivers. Results were analyzed using an independent samples t-test, one-way ANOVA (assessing difference in number of MVCs across different age groups), chi-square test and Pearson correlation at statistical significance level of P < 0.05.Results:Mean age was 41.6 ± 9.2 for the military truck drivers and 43.4 ± 10.9 for commercial truck drivers (P > 0.05). No significant difference between military and commercial drivers was found in terms of driving experience, number of MVCs, binocular VA, frequency of color vision defects and CS scores. In contrast, the last ocular examination was significantly earlier in military drivers than commercial drivers (P < 0.001). In addition, 4% of military drivers did not meet the national standards to drive as opposed to 2% of commercial drivers. There was a significant but weak correlation between binocular VA and age (r = 0.175, P < 0.001). However, CS showed a significantly moderate correlation with age (r = -0.488, P < 0.001).Conclusions:The absence of legal requirement for regular eye examination in military drivers caused the incompetent drivers to be missed in contrast to commercial drivers. The need for scientific revision of VA standard for Iranian drivers is also discussed. The CS measurement in visual checkups of older drivers deserves to be investigated more thoroughly.

273 Does Speed Camera’s System Reduce the Number of Motor Vehicle Crashes and Severity of Injuries: Trauma Center 4 Years Experience

To assess the efficacy of speed camera systems in reducing the numbers of crashes and severity of injuries resulting from road traffic accidents. A retrospective cohort study included all consecutive patients involved in motor vehicle crashes (MVC) presented to the emergency departments of a trauma center in Khober, Saudi Arabia, from December 2008 to December 2012. The primary outcome measure was the reduction in number of crashes per year. Secondary outcome was the number of serious injury, as measured by an injury severity score (ISS).We compared demographic data (age, sex), presenting vital signs, initial Glasgow coma score (GCS), ISS, and the number of crashes before and after the start of speed camera system (January 2011). Before and after group differences were tested by using the chi-square test for categorical variables and the Student's t test for continuous variables. During the study period, a total of 306 patients were identified. More men were involved in car accidents in both periods before and after speed camera system implementation 92% and 70% with a mean age of 25.9 and 27.3 respectively. The significant difference found in the number of accidents before and after period with 75 accidents per year compared to 41 per year, P=.0001. The mean of ISS was found between 16 and 30 with statistically significant results found higher score before speed camera system compared to the after period, P=0.021. Speed camera system is a traffic control system that might lead to decrease number of car accidents and decrease severity of injury of involved victims after its implementation.

Alcohol-impaired motor vehicle crash risk and the location of alcohol purchase

Motor vehicle crashes involving alcohol impairment are among the leading causes of mortality and morbidity in the U.S. In this study, we examine how the probability of driving after a binge-drinking episode varies with the location of consumption and type of alcohol consumed. We also investigate the relationship between the location of alcohol purchase and the number of alcohol-impaired fatal motor vehicle crashes. Using multiple datasets that are representative of the U.S. between 2003 and 2009, we find that binge-drinkers are significantly more likely to drive after consuming alcohol at establishments that sell alcohol for on-premises consumption, e.g., from bars or restaurants, particularly after drinking beer. Further, per capita sales of alcohol for off-premises consumption are unrelated to the rate of alcohol-impaired fatal motor vehicle crashes. When disaggregating alcohol types, per capita sales of beer for off-premises consumption are negatively associated with the rate of alcohol-impaired fatal motor vehicle crashes. In contrast, total per capita sales of alcohol from all establishments (on- and off-premises) are positively related to the rate of alcohol-impaired fatal motor vehicle crashes and the magnitude of this relationship is strongest for beer sales. Thus, policies that shift consumption away from bars and restaurants could lead to a decline in the number of motor vehicle crashes.

Alcohol-Related Motor Vehicle Crash Risk and the Location of Alcohol Purchase

In this study, we examine how the probability of driving after a binge-drinking episode varies with the location of consumption and type of alcohol consumed. We also investigate the relationship between the location of alcohol purchase and the number of alcohol-related fatal motor vehicle crashes. We find that binge-drinkers are significantly more likely to drive after consuming alcohol at establishments that sell alcohol for on-premises consumption, e.g., from bars or restaurants, particularly after drinking beer. Further, per capita sales of alcohol for off-premises consumption are unrelated to the rate of alcohol-related fatal motor vehicle crashes. When disaggregating alcohol types, per capita sales of beer for off-premises consumption are negatively associated with the rate of alcohol-related fatal motor vehicle crashes. In contrast, total per capita sales of alcohol from all establishments (on- and off-premises) are positively related to the rate of alcohol-related fatal motor vehicle crashes and the magnitude of this relationship is strongest for beer sales. Thus, policies that shift consumption away from bars and restaurants could lead to a decline in the number of motor vehicle crashes.

Understanding Graduated Drivers Licensing

Motor vehicle crashes represent 77% of the unintentional injury deaths to young people between the ages of 15 and 19 years. 1. Centers for Disease Control and PreventionNational Centers for Injury Prevention and ControlWeb-based Injury Statistics Query and Reporting System (WISQARS) [online, 2005, retrieved 2006 Sept 15]. http://cdc.gov/ncipc/wisqars Google Scholar Teenagers drive fewer miles than all age groups except for older drivers. However, the number of motor vehicle crashes and deaths related to these crashes among teenagers is disproportionately higher. Reviewing crashes of all severities, the crash rate per mile driven for 16- to 19-year-olds is 4 times the risk for older drivers. Risk is highest at age 16 years, and the crash rate per mile driven is twice as high for 16-year-olds as it is for 18- to 19-year-olds. 2. Insurance Institute for Highway Safety. Fatality facts 2004: teenagers [online, retrieved 15 Sept 2006]. http://www.iihs.org/research/fatality_facts/teenagers.html Google Scholar Tomi St. Mars is Injury Prevention Program Manager, AZ Department of Health Services, Gilbert, Ariz.

Use of an automatic crash notification system to relate dynamic vehicle data with occupant injuries

The objective of this study was to describe our initial experience with an automatic crash notification device (ACND) and to compare dynamic vehicle data acquired by the ACND in motor vehicle crashes (MVCs) for occupants with and without cervical strain injuries. Eight hundred and seventy-four cars were equipped with an ACND, which detected crashes by analyzing vehicular acceleration in real time. The device placed an automated call to 9-1-1 whenever the pre-established crash threshold was exceeded and transmitted crash location, principal direction of crash force, and crash change in velocity. All occupants involved in an MVC involving an ACNDequipped vehicle were contacted and asked to report anatomical location(s) of any injuries. Those with cervical- strain-type complaints were identified through post-crash interviews and medical record reviews. Principle direction of force and crash change in velocity were compared between these two groups. Dynamic vehicle data were obtained for 15 crashes involving 26 occupants, with crash change in velocity ranging from 12 kph to 42 kph. The principle direction of force was 12 o’clock (six vehicles), 2 o’clock (three vehicles), 3 o’clock (two vehicles), 6 o’clock (one vehicle), 9 o’clock (one vehicle), and 11 o’clock (two vehicles). Thirteen occupants reported a variety of injuries. Five reported cervical-strain-type complaints including three in a rear-end crash (principle direction of force 6 o’clock, change in velocity 29 kph), one in a frontal crash (principle direction of force 12 o’clock, change in velocity 14 kph), and one in a right-frontal crash (principle direction of force 2 o’clock, change in velocity 26 kph). Results indicate that, although the number of MVCs was small, no cervical-strain-type complaints were reported when change in velocity was less than 14 kph. Dynamic vehicular information obtained from the ACND at time of crash may be useful for instantaneous injury prediction. The ability to predict injury in real time may some day allow for better allocation of on-scene resources.

Fatal red light crashes: the role of race and ethnicity

There is an increasing number of motor vehicle crashes (MVCs) in the U.S. that occur at intersections. Noncompliance with traffic signals is one of the causes for such increase. In this study, we focused on Hispanic drivers. It has been shown that failing to follow traffic laws and regulations is a major cause of MVCs in Latin America. Does this driving behavior in Latin America correspond to the Hispanic community in the U.S.? Are U.S. Hispanics more likely to die in a red light incident? Are Hispanics more likely to be red light runners than other racial/ethnic groups in the U.S.? We answered these questions by taking advantage of a 1990–1996 Fatality Analysis Reporting System (FARS) file with additional racial/ethnic information. Overall, we found no differences between African–American, White, and Hispanic drivers regarding red light running. We found that drinking and driving was the most important factor for red light running. However, we found evidence that some Hispanic subgroups may be more vulnerable to red light running. One such subgroup is formed by Hispanics who have no valid driver license and no record of previous driver license suspension. This study is the first to apply national, archival data to document the relevance of race/ethnicity to the red light running problem, and we hope that it might serve as an incentive for more research on this area.