Valid Driver's License Research Articles

Gender differences and demographic influences in perceived concern for driver safety and support for impaired driving countermeasures

IntroductionDriving safety, impaired driving, and legislation to address these concerns remain important issues. It is imperative countermeasures be targeted toward the most appropriate groups. This paper explores the potential relationship between gender and driving attitudes toward safety issues and impaired-driving countermeasures. MethodThe data are from the 2007 Impaired Driving Survey commissioned by Transport Canada and Mothers Against Drunk Driving (MADD) Canada. The survey is a, stratified by region, telephone survey of 1,514 Canadian drivers 18years of age and older with a valid driver's license who had driven within the past 30days. ResultsThe findings illustrate a consistent impact of gender on these issues. Other variables were also identified as relevant factors although less consistently. Current findings suggest that strategies for building support for interventions, or for changing risk perception/concern for risky driving behaviors should be tailored by gender to maximize the potential for behavior change. ImpactThis information may assist program and policy developers through the identification of more or less receptive target groups. Future research directions are also presented.

Selection Bias in Population-Based Cancer Case–Control Studies Due to Incomplete Sampling Frame Coverage

Increasing numbers of individuals are choosing to opt out of population-based sampling frames due to privacy concerns. This is especially a problem in the selection of controls for case-control studies, as the cases often arise from relatively complete population-based registries, whereas control selection requires a sampling frame. If opt out is also related to risk factors, bias can arise. We linked breast cancer cases who reported having a valid driver's license from the 2004-2008 Wisconsin women's health study (N = 2,988) with a master list of licensed drivers from the Wisconsin Department of Transportation (WDOT). This master list excludes Wisconsin drivers that requested their information not be sold by the state. Multivariate-adjusted selection probability ratios (SPR) were calculated to estimate potential bias when using this driver's license sampling frame to select controls. A total of 962 cases (32%) had opted out of the WDOT sampling frame. Cases age <40 (SPR = 0.90), income either unreported (SPR = 0.89) or greater than $50,000 (SPR = 0.94), lower parity (SPR = 0.96 per one-child decrease), and hormone use (SPR = 0.93) were significantly less likely to be covered by the WDOT sampling frame (α = 0.05 level). Our results indicate the potential for selection bias due to differential opt out between various demographic and behavioral subgroups of controls. As selection bias may differ by exposure and study base, the assessment of potential bias needs to be ongoing. SPRs can be used to predict the direction of bias when cases and controls stem from different sampling frames in population-based case-control studies.

Relation of Driving Status to Incident Life Space Constriction in Community-Dwelling Older Persons: A Prospective Cohort Study

Maintaining spatial movement through the environment is an important feature of healthy aging. We examined whether being licensed to drive is associated with maintaining spatial movement in older persons initially reporting maximum spatial mobility. From the Rush Memory and Aging Project, 571 nondemented, community-dwelling older persons were identified with (i) baseline data on driving status, (ii) baseline report of spatial mobility to the largest life space zone, and (iii) at least one annual follow-up evaluation. Incident constriction of life space was the primary outcome of interest. Over an average follow-up of 4.3 years, 303 participants reported incident constriction of life space. In a proportional hazards model adjusted for age, sex, and education, having a valid driver's license at baseline was associated with a decreased hazard of reporting a life space constriction (hazard ratio = 0.39; 95% confidence interval = 0.29-0.54). Results were unchanged after controlling for number of vascular risk factors and vascular diseases, low visual acuity, social isolation, and gait speed. Of participants reporting incident life space constriction, 188 subsequently reported reexpansion of spatial mobility to the largest zone of life space. Having a valid driver's license was associated with a greater likelihood of life space recovery (hazard ratio = 2.00; 95% confidence interval = 1.27-3.17). In older persons, having a valid driving license was associated with reduced hazard of reporting life space constriction and a greater likelihood of life space recovery if incident life space constriction occurred.

Effects of a blue light–filtering intraocular lens on driving safety in glare conditions

To evaluate whether the previously established benefit of blue light-filtering intraocular lenses (IOLs) when driving in glare conditions is maintained in patients previously implanted with a blue light-filtering toric IOL. Department of Applied Psychology, Arizona State University, Mesa, Arizona, USA. Comparative case series. The study comprised patients with a blue light-filtering toric IOL (test IOL) or an ultraviolet (UV)-only filtering nontoric IOL (control IOL). All patients had good visual acuity and a valid driver's license. While wearing best spherocylindrical correction, patients performed left-turn maneuvers in front of oncoming traffic in a driving simulator. The safety margin was defined as the time to collision less the time taken to turn at an intersection with oncoming traffic. Measures were repeated with a glare source simulating low-angle sun conditions (daytime driving). Of the 33 evaluable patients, 18 had a test IOL and 15 had a control IOL. In the presence of glare, patients with test IOLs had significantly greater safety margins (mean 2.676 seconds ± 0.438 [SD]) than patients with control IOLs (mean 2.179 ± 0.343 seconds) and significantly lower glare susceptibility (P<.05). In no-glare and glare conditions, patients with test IOLs had significantly lower glare susceptibility than patients with control IOLs. The blue light-filtering toric IOL produced a significantly greater reduction in glare disability than the UV-only filtering nontoric IOL and increased the ability of drivers to safely execute left turns in low-sun conditions. Dr. Houtman is an employee of Alcon Laboratories, Inc. No other author has a financial or proprietary interest in any material or method mentioned.

Abstract 1676: Associations between hormone therapy with incident colorectal cancer by p53 protein expression in a population-based cohort of older women

Abstract Background: Cigarette smoking (CS) is an established colorectal cancer (CRC) risk factor. The p53 protein, encoded by the TP53 tumor suppressor gene that is commonly mutated in CRC, is important in cell cycle arrest needed to repair DNA damage or induce apoptosis to prevent tumor propagation. In this prospective cohort study, we examined CS-associated CRC risks by p53 protein expression level in the population-based Iowa Women's Health Study (IWHS). Methods: The IWHS recruited 41,836 randomly selected Iowa women, ages 55-69 years, with a valid driver's license at study entry (1986). CS and other exposure variables were assessed at baseline, by self-report. Incident CRC cases were ascertained by annual linkage with the Iowa Cancer Registry. Archived, paraffin-embedded tissue specimens were collected from 732 CRC cases diagnosed through 12/31/2002. CS was categorized by smoking status (never, current, former), average number of cigarettes per day (1-19, 20-39, &amp;gt; 40) and cumulative pack-years (1-19, 20-39, &amp;gt; 40). P53 protein expression was determined by immunohistochemistry on tissue microarrays. Tumor cores were scored by combining both staining intensity and percent of cells stained to determine negative, low or high p53 protein expression levels. Multivariate Cox regression models were fit to estimate relative risks (RRs) and 95% confidence intervals (CIs). Results: Of the 732 available CRC cases, 486 (66%) had complete CS and p53 data. Associations between CS and CRC subtypes defined by p53 expression level are shown in the Table. Conclusions: These data demonstrate no clear heterogeneity of CS with CRC subtypes defined by p53 expression levels among older women. Citation Format: {Authors}. {Abstract title} [abstract]. In: Proceedings of the 103rd Annual Meeting of the American Association for Cancer Research; 2012 Mar 31-Apr 4; Chicago, IL. Philadelphia (PA): AACR; Cancer Res 2012;72(8 Suppl):Abstract nr 1676. doi:1538-7445.AM2012-1676

Abstract 1677: Associations between cigarette smoking with incident colorectal cancer by p53 protein expression in a population-based cohort of older women

Abstract Background: Cigarette smoking (CS) is an established colorectal cancer (CRC) risk factor. The p53 protein, encoded by the TP53 tumor suppressor gene that is commonly mutated in CRC, is important in cell cycle arrest needed to repair DNA damage or induce apoptosis to prevent tumor propagation. In this prospective cohort study, we examined CS-associated CRC risks by p53 protein expression level in the population-based Iowa Women's Health Study (IWHS). Methods: The IWHS recruited 41,836 randomly selected Iowa women, ages 55-69 years, with a valid driver's license at study entry (1986). CS and other exposure variables were assessed at baseline, by self-report. Incident CRC cases were ascertained by annual linkage with the Iowa Cancer Registry. Archived, paraffin-embedded tissue specimens were collected from 732 CRC cases diagnosed through 12/31/2002. CS was categorized by smoking status (never, current, former), average number of cigarettes per day (1-19, 20-39, &amp;gt; 40) and cumulative pack-years (1-19, 20-39, &amp;gt; 40). P53 protein expression was determined by immunohistochemistry on tissue microarrays. Tumor cores were scored by combining both staining intensity and percent of cells stained to determine negative, low or high p53 protein expression levels. Multivariate Cox regression models were fit to estimate relative risks (RRs) and 95% confidence intervals (CIs). Results: Of the 732 available CRC cases, 486 (66%) had complete CS and p53 data. Associations between CS and CRC subtypes defined by p53 expression level are shown in the Table. Conclusions: These data demonstrate no clear heterogeneity of CS with CRC subtypes defined by p53 expression levels among older women. Citation Format: {Authors}. {Abstract title} [abstract]. In: Proceedings of the 103rd Annual Meeting of the American Association for Cancer Research; 2012 Mar 31-Apr 4; Chicago, IL. Philadelphia (PA): AACR; Cancer Res 2012;72(8 Suppl):Abstract nr 1677. doi:1538-7445.AM2012-1677

Availability of Driver's License Master Lists for Use in Government-Sponsored Public Health Research

Although the percentage of US drivers with valid driver's licenses varies from state to state, it has historically been high enough to constitute a useful sampling frame for many public health purposes. Over the past decade, states have had to restrict access to this information to comply with the Driver's Privacy Protection Act (18 U.S.C. 2721-2725). In 2009 and 2010, the authors conducted a survey of all 50 states on the availability of master lists of licensed drivers to be used to contact citizens of each state for research purposes. A hypothetical situation requiring driver's license data was sent to each state's responsible government agency for review. In addition, the authors collected data on opt-out mechanisms available to drivers, costs to researchers, and additional state privacy policies pertaining to driver's license files. A total of 42 states (84%) responded; 16 (32%) states allowed access to data, 4 (8%) states were unable to respond to the hypothetical situation, and 22 (44%) states denied access to data. A total of 74,697,574 records were available from the 16 states providing driver's license data. Although the Driver's Privacy Protection Act has restricted access to data on licensed drivers, these data are still an available resource in many states.

Abstract 1892: Folate intake and incident colorectal cancer by KRAS mutation status in a population-based cohort of older women

Abstract Background: Folate intake (FI) appears to affect colorectal cancer (CRC) risk, but the molecular mechanism(s) involved are incompletely defined. In this study, we analyzed associations between FI and incident CRC, overall and by KRAS mutation status, in the population-based Iowa Women's Health Study (IWHS). Methods: The IWHS recruited 41,836 randomly selected Iowa women, ages 55-69 years, with a valid driver's license at study entry (1986). FI and other exposure variables were assessed at baseline, by self-report. Incident CRC cases were ascertained by annual linkage with the Iowa Cancer Registry. Archived, paraffin-embedded tissue specimens were recently collected from 732 representative CRC cases diagnosed through 12/31/2002. FI (including supplements) was categorized by quartiles. KRAS mutation status (wildtype [wt] vs. mutated [mut]) was determined by direct sequence analysis of codons 12 and 13 (exon 2). Multivariate Cox regression models were fit to estimate relative risks (RRs) and 95% confidence intervals (CIs). Results: Of the 732 available CRC cases, 470 (64%) had complete FI and KRAS data. FI was not associated with incident CRC overall (for quartile 4 vs. quartile 1, RR = 1.03; 95% CI = 0.82-1.28; p trend = 0.90), or with the KRAS-wt or KRAS-mut subtypes (see Table). Conclusions: These data do not support an association between FI and incident CRC, overall or by KRAS-defined subtypes, among older, predominately white, non-Hispanic women. Citation Format: {Authors}. {Abstract title} [abstract]. In: Proceedings of the 102nd Annual Meeting of the American Association for Cancer Research; 2011 Apr 2-6; Orlando, FL. Philadelphia (PA): AACR; Cancer Res 2011;71(8 Suppl):Abstract nr 1892. doi:10.1158/1538-7445.AM2011-1892

Abstract 1891: Cigarette smoking and incident colorectal cancer by KRAS mutation status in a population-based cohort of older women

Abstract Background: Cigarette smoking (CS) is an established, although relatively modest, colorectal cancer (CRC) risk factor. Emerging data suggest that CS might affect distinct pathways of colorectal carcinogenesis. In this study, we examined CS-associated CRC risks by KRAS mutation status in the population-based Iowa Women's Health Study (IWHS). Methods: The IIWHS recruited 41,836 randomly selected Iowa women, ages 55-69 years, with a valid driver's license at study entry (1986). CS and other exposure variables were assessed at baseline, by self-report. Incident CRC cases were ascertained by annual linkage with the Iowa Cancer Registry. Archived, paraffin-embedded tissue specimens were collected from 732 representative CRC cases diagnosed through 12/31/2002. CS was categorized by smoking status (current, former), average number of cigarettes per day (1-19, 20-39, &amp;gt; 40) and pack-years (1-19, 20-39, &amp;gt; 40); never smokers were defined as the reference group. KRAS mutation status (wildtype [wt] vs. mutated [mut]) was determined by direct sequence analysis of codons 12 and 13 (exon 2). Multivariate Cox regression models were fit to estimate relative risks (RRs) and 95% confidence intervals (CIs). Results: Of the 732 available CRC cases, 507 (69%) had complete CS and KRAS data. Each of the CS-related variables was more strongly associated with KRAS-wt vs. KRAS-mut tumors (see Table). However, event rates were relatively small in some cells, and tests for heterogeneity between KRAS-defined subtypes were not statistically significant (p &amp;gt; 0.05 for each comparison). Conclusions: These findings suggest that CS may affect colorectal carcinogenesis through KRAS-independent pathways, but additional data are needed from larger, more diverse study populations. Citation Format: {Authors}. {Abstract title} [abstract]. In: Proceedings of the 102nd Annual Meeting of the American Association for Cancer Research; 2011 Apr 2-6; Orlando, FL. Philadelphia (PA): AACR; Cancer Res 2011;71(8 Suppl):Abstract nr 1891. doi:10.1158/1538-7445.AM2011-1891

Who's Behind the Wheel? Driving With Medically Intractable Epilepsy

To examine driving in the context of people with medically intractable epilepsy, a population generally discouraged from driving. This study tested the relationship between a comprehensive set of factors and driving among 190 patients with a currently valid driver's license who were being evaluated for epilepsy surgery. Almost one third (32.6%) of the sample reported currently driving. Distributional comparisons by current driving status revealed driving was significantly more prevalent among patients who were employed full-time and those who had not experienced a seizure-related MVA. The decision not to drive in the context of a chronic medical condition is complex and influenced by a myriad of factors such as perceived illness susceptibility and severity.

Reduced effect of glare disability on driving performance in patients with blue light–filtering intraocular lenses

To compare the effects of glare on driving performance in patients who had implantation of a blue light-filtering acrylic intraocular lens (IOL) and those who had implantation of an acrylic IOL with no blue-light filter. Department of Applied Psychology, Arizona State University, Mesa, Arizona, USA. Cross-sectional study. Patients with a blue light-filtering AcrySof Natural SN60AT IOL (study group) and patients with an AcrySof SA60AT IOL with no blue-light filter (control group) who had good visual acuity and a valid driver's license performed left-turn maneuvers in a driving simulator in front of oncoming traffic. The safety margin (time to collision minus time taken to turn at intersection with oncoming traffic) was calculated. The measurements were repeated with a glare source simulating low-angle sun conditions (daytime driving). With glare, the safety margin was statistically significantly greater in the study group (n= 17) than in the control group (n = 17) (mean 2.534 seconds ± 0.488 [SD] and 2.116 ± 0.511 seconds, respectively) (P < .05). Comparing no-glare conditions and glare conditions, the study group had significantly lower glare susceptibility, fewer collisions with the oncoming car, and a lower impact on intersection approach speed than the control group. The IOL incorporating blue light-filtering technology significantly reduced glare disability and improved the driver's ability to safely execute a left turn with oncoming traffic in the presence of glare simulating low-angle sun conditions. The real-world benefit of this technology is presumably mediated by a stronger signal to detect approaching objects (motion-in-depth) as a result of a reduction in glare disability. No author has a financial or proprietary interest in any material or method mentioned. Additional disclosures are found in the footnotes.

The Cost-Effectiveness of Baseline MRI Versus CT in Patients With Clinical Symptoms Strongly Suggestive of Stroke—A Decision Analysis

Gray's reinforcement sensitivity theory (RST), implementing Carver and White's behavior inhibition system (BIS) and behavior approach system (BAS) scales, was used to predict reported engagement in 10 risky driving behaviors: speeding (2 levels), driving under the influence of alcohol, racing other vehicles, cell phone use (hand-held and hands free), tailgating, unsafe overtaking, driving while fatigued, and not wearing a seatbelt. Participants were 165 young male and female (n = 101) drivers aged 17–25 years who held a valid Australian driver's license. Effects of the explanatory variables and specific risk perceptions upon engagement in the reported risky driving behaviors were examined using SEM analyses. Also of interest was whether perceived risk mediated the relationship between the personality variables and reported engagement in risky driving behaviors. RST variables, negative reactivity, reward responsiveness and fun seeking, accounted for unique variance in young drivers’ perceived risk. Reward responsiveness and perceived risk accounted for unique variance in young drivers’ reported engagement in risky driving behaviors. Negative reactivity was completely mediated by perceived risk in its negative relationship with reported engagement. To better understand driving related risk decision making, future research could usefully incorporate drivers’ motivation systems. This has the potential to lead to more tailored approaches to identifying risk-prone drivers and provide information for the development and implementation of media campaigns and educational programs.

Young novice driver subtypes: Relationship to driving violations, errors and lapses

The present study aimed to identify, in a large Italian sample of young, novice drivers, specific subtypes of drivers on the basis of combinations of self-reported personality traits (i.e., driving anger, anxiety, angry hostility, excitement-seeking, altruism, normlessness and driving locus of control) and to evaluate their high-risk driving behaviors not only in terms of traffic rule violations and risk-taking behaviors, but also in terms of driving errors and lapses as measured by the Manchester Driver Behavior Questionnaire. Participants were 1008 high school students between the ages of 18 and 23 years, with valid driver's licenses. On the basis of a cluster analysis of the personality variables, three easily interpretable driver subgroups were identified (risky drivers, worried drivers and careful drivers) that differed on self-reported accident involvement, attitudes toward traffic safety and risk perception, as well as on driving violations, errors, and lapses. The inclusion of internal and external driving locus of control, variables not previously considered in similar cluster studies, provided a relevant contribution to the final cluster solution. Further, the use of the Driving Behavior Questionnaire permitted the differentiation between deliberate deviations from safe driving practices and mistakes due to misjudgments or lapses in attention. This distinction was critical for understanding the behavior of each of the three identified subgroups of drivers, and for planning interventions to promote safe driving.

Highly reported prevalence of drinking and driving in Brazil: data from the first representative household study

Brazil lacks information about driving under the influence of alcohol (DUI) originated from representative samples obtained from the general population. 333 subjects with a valid driver's license and drinking in the last 12 months were drawn from a multistaged sample of 2,346 adults from the first Brazilian Household Survey of Patterns of Alcohol Use. A multivariate analysis was conducted to understand the associations between risk factors and driving after drinking three or more drinks. the overall DUI prevalence reported in the sample was 34.7% - 42.5% among males and 9.2% among females. Being male (OR = 6.0, 95% CI 2.9-12.6), having a previous DUI accident (OR = 7.9, 95% CI 2.5-24.9), binging in the last year (OR = 2.2, 95% CI 1.03-4.5) and having an unfavorable opinion towards policies (OR = 2.9, 95% CI 1.4-6.2) remained associated with heavy drinking and driving after model adjustments. This was the first study evaluating driving under the influence of alcohol in a representative sample of the Brazilian population. The prevalence of DUI found is alarming, and possibly underestimated in the sample. Results demonstrate the need for more studies on this association and show directions towards preventive strategies for the specific high-risk group of male drivers with previous problems with alcohol and unfavorable opinions about prevention policies.

Elderly drivers: Future challenges?

The objective of this paper is to describe and interpret the results from a public opinion poll about elderly drivers to provide useful information regarding future challenges related to elderly drivers. The introduction describes demographic developments, factors affecting elderly drivers, crash rates of elderly drivers and characteristics of crashes of elderly drivers. This information is used to provide a context to interpret the results of the public opinion poll. A total of 1238 drivers completed the interview, which required an average of approximately 15 min per respondent. It was administered by telephone to a random sample of Canadian drivers by Opinion Search Inc., in September 2007. Criteria for inclusion were having a valid driver's license and having driven in the past 30 days. Data were weighted according to region, gender and age to avoid bias. Univariate frequency distributions, their 95% confidence intervals and Chi-square statistics were calculated taking account of the stratified and weighted sampling design. Also, multivariate logistic regression was performed, accounting for the design effects of the used sampling design. Lower levels of concern about the issue of elderly drivers were found among the public at large and especially among elderly drivers. While general support for actions to protect elderly drivers was high, elderly drivers were less supportive for a measure requiring them to complete training to maintain their driving privileges. The results from this survey are contrasted against what is known from the literature about the issue of elderly drivers and conclusions regarding future challenges are drawn.

Stroke and Driving

A major contributor to poststroke patients’ independence is their ability to drive. Most poststroke patients desire to drive to maintain autonomy, an active lifestyle, and social contacts. No uniform method exists to evaluate poststroke patients’ driving ability. Evaluation methods usually focus on vision, cognition, and motor function. A minimum level of visual acuity is required in every state, but there are significant variations between states. Most states require a visual acuity of 20/40 to 20/70 in at least one eye to obtain a valid driver license. Usually, a patient who has only one functional eye may drive a private vehicle but not a commercial vehicle. A stroke often results in a homonymous visual field defect. The larger the homonymous visual field defect, the more likely it is that the patient will lose his/her driver’s license. Many stroke patients are unaware of the field loss that has occurred. A driver rehabilitation specialist is usually an occupational therapist who has specialized in driver evaluation and assessment. Doctors and state agencies refer to a driver rehabilitation specialist patients who do not qualify legally to drive, require new devices to drive, or have a change in their medical history that puts them at risk for an accident.

Self-reported safety belt use among emergency department patients in Boston, Massachusetts

BackgroundSafety belt use is 80% nationally, yet only 63% in Massachusetts. Safety belt use among potentially at-risk groups in Boston is unknown. We sought to assess the prevalence and correlates of belt non-use among emergency department (ED) patients in Boston.MethodsA cross-sectional survey with systematic sampling was conducted on non-urgent ED patients age ≥18. A closed-ended survey was administered by interview. Safety belt use was defined via two methods: a single-item and a multiple-item measure of safety belt use. Each was scored using a 5-point frequency scale. Responses were used to categorize safety belt use as 'always' or less than 'always'. Outcome for multivariate logistic regression analysis was safety belt use less than 'always'.ResultsOf 478 patients approached, 381 (80%) participated. Participants were 48% female, 48% African-American, 40% White, median age 39. Among participants, 250 (66%) had been in a car crash; 234 (61%) had a valid driver's license, and 42 (11%) had been ticketed for belt non-use. Using two different survey measures, a single-item and a multiple-item measure, safety belt use 'always' was 51% and 36% respectively. According to separate regression models, factors associated with belt non-use included male gender, alcohol consumption >5 drinks in one episode, riding with others that drink and drive, ever receiving a citation for belt non-use, believing that safety belt use is 'uncomfortable', and that 'I just forget', while 'It's my usual habit' was protective.ConclusionED patients at an urban hospital in Boston have considerably lower self-reported safety belt use than state or national estimates. An ED-based intervention to increase safety belt use among this hard-to-reach population warrants consideration.

Drawing clocks and driving cars

The purpose of the study was to determine whether a new method of scoring the Clock Drawing Test (CDT) is a reliable and valid method for identifying older adults with declining driving competence. Prospective cohort study. An outpatient driving evaluation clinic. One hundred nineteen community-dwelling, active drivers with a valid driver's license, aged 60 and older referred for driving evaluation. The CDT and a driving test using a STISIM Drive simulator. The CDT showed a high level of accuracy in predicting driving simulation outcome (area under the receiver-operator curve, 0.90; 95% confidence interval, 0.82 to 0.95). CDT scoring scales were comparable and all correlations between CDT scores and driving performance were negative, implying that as the CDT score decreases, the number of errors increases. Interrater reliability of CDT scores was 0.95. Subjects scoring less than 5 out of 7 points on the CDT made significantly more driving errors, hazardous and in total (P<.001). The CDT can help establish problems with executive function and indicate the need for a formal driving evaluation. Our CDT scoring scale is a reliable, valid, and time-effective screening tool for identifying elderly drivers in need of further evaluation.

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.

Commentary: Supersized vans: A supersized problem

Commentary: Supersized vans: A supersized problem