Alcohol-crash problem in Canada, 2008

DOT National Transportation Integrated Search

2010-12-01

This report examines: data on alcohol in fatally injured drivers and pedestrians; the number and : percent of people who died in alcohol-related crashes; and alcohol involvement in those crashes : in which someone was seriously injured but not killed...

Alcohol-crash problem in Canada, 2007

DOT National Transportation Integrated Search

2010-03-01

This report examines: data on alcohol in fatally injured drivers and pedestrians; the number and : percent of people who died in alcohol-related crashes; and alcohol involvement in those crashes : in which someone was seriously injured but not killed...

Reducing death on the road: the effects of minimum safety standards, publicized crash tests, seat belts, and alcohol.

PubMed Central

Robertson, L S

1996-01-01

OBJECTIVES. Two phases of attempts to improve passenger car crash worthiness have occurred: minimum safety standards and publicized crash tests. This study evaluated these attempts, as well as changes in seat belt and alcohol use, in terms of their effect on occupant death and fatal crash rates. METHODS. Data on passenger car occupant fatalities and total involvement in fatal crashes, for 1975 through 1991, were obtained from the Fatal Accident Reporting System. Rates per mile were calculated through published sources on vehicle use by vehicle age. Regression estimates of effects of regulation, publicized crash tests, seat belt use and alcohol involvement were obtained. RESULTS. Substantial reductions in fatalities occurred in the vehicle model years from the late 1960s through most of the 1970s, when federal standards were applied. Some additional increments in reduced death rates, attributable to additional improved vehicle crashworthiness, occurred during the period of publicized crash tests. Increased seat belt use and reduced alcohol use also contributed significantly to reduced deaths. CONCLUSIONS. Minimum safety standards, crashworthiness improvements, seat belt use laws, and reduced alcohol use each contributed to a large reduction in passenger car occupant deaths. PMID:8561238

Adjusting for car occupant injury liability in relation to age, speed limit, and gender-specific driver crash involvement risk.

PubMed

Keall, Michael; Frith, William

2004-12-01

It is well established that older drivers' fragility is an important factor associated with higher levels of fatal crash involvement for older drivers. There has been less research on age-related fragility with respect to the sort of minor injuries that are more common in injury crashes. This study estimates a quantity that is related to injury fragility: the probability that a driver or a passenger of that driver will be injured in crashes involving two cars. The effects of other factors apart from drivers' fragility are included in this measure, including the fragility of the passengers, the crashworthiness of cars driven, seatbelt use by the occupants, and characteristics of crashes (including configuration and impact speed). The car occupant injury liability estimates appropriately includes these factors to adjust risk curves by age, gender, and speed limit accounting for overrepresentation in crashes associated with fragility and these other factors.

Vehicle year and the risk of car crash injury.

PubMed

Blows, S; Ivers, R Q; Woodward, M; Connor, J; Ameratunga, S; Norton, R

2003-12-01

To quantify the association between vehicle age and risk of car crash injury. Data from a population based case-control study conducted in the Auckland region in 1998/99 was used to examine the adjusted risk of car crash injury or death due to vehicle age, after controlling for a range of known confounders. Cases were all cars involved in crashes in which at least one occupant was hospitalized or killed anywhere in the Auckland region, and controls were randomly selected cars on Auckland roads. The drivers of the 571 case vehicles and 588 control vehicles completed a structured interview. Hospitalisation or death of a vehicle occupant due to car crash injury. Vehicles constructed before 1984 had significantly greater chance of being involved in an injury crash than those constructed after 1994 (odds ratio 2.88, 95% confidence interval (CI) 1.20 to 6.91), after adjustment for potential confounders. There was also a trend for increasing crash risk with each one year increase in vehicle age after adjustment for potential confounders (odds ratio 1.05, 95% CI 0.99 to 1.11; p = 0.09). This study quantifies the increased risk of car crash injury associated with older vehicle year and confirms this as an important public health issue.

Car crash and injury among young drivers: contribution of social, circumstantial and car attributes.

PubMed

Laflamme, L; Vaez, M

2007-03-01

The objective of the study was to assess the independent contribution of individual, car and circumstantial features in severe and fatal car crashes involving young drivers. A prospective longitudinal, register-based cohort study was conducted at national level (in Sweden), in which people born in the years 1970-1972 (n = 334070) were followed up for the period 1988-2000 (aged 16-18 years in 1988) for their first two-car crashes leading to severe or fatal injury. Ten variables descriptive of the driver (sociodemographics), the car (safety level) and the crash have been analysed using multiple logistic regressions for male and female drivers separately, compiling crude and adjusted odds ratios with 95% CI. When controlling for other features, none of the variables descriptive of male and female drivers' socio-demographic characteristics impacts significantly on the odds of being severely injured or dying in a car-to-car crash. After adjustment, significant excess risks are observed for speed limits higher than the lowest one, type of crash other than rear end collision and road and light conditions other than favourable (dry and daylight), for both male and female drivers. For males only, cars from all car safety levels have significantly higher odds than those from the safest category. Among male and female young drivers, class differences in the risk of being severely injured in a traffic injury are substantial. Yet, despite this imbalance, crash characteristics (for males and females) and safety level of the vehicle driven (for males) remain the most determinant factors of crash severity. Understanding the social patterning of road traffic injuries is a challenge for public health and it seems that qualitative and quantitative differences in crash exposure offer part of the explanation. Young drivers from all social groups need, however, to be sensitized to the risk factors.

The combined effects of alcohol and cannabis on driving: Impact on crash risk.

PubMed

Dubois, Sacha; Mullen, Nadia; Weaver, Bruce; Bédard, Michel

2015-03-01

Driving under the influence of alcohol or cannabis alone is associated with increased crash risk. This study explores the combined influence of low levels of alcohol (BAC≤0.08) and cannabis on crash risk. Drivers aged 20 years or older who had been tested for both drugs and alcohol after involvement in a fatal crash in the United States (1991-2008) were examined using a case-control design. Cases were drivers with at least one potentially unsafe driving action (UDA) recorded in relation to the crash (e.g., weaving); controls had none recorded. We examined the prevalence of driving under the influence of alcohol, cannabis, and both agents, for drivers involved in a fatal crash. Adjusted odds ratios of committing an UDA for alcohol alone, THC alone, and their combined effect were computed via logistic regression and adjusted for a number of potential confounders. Over the past two decades, the prevalence of THC and alcohol in car drivers involved in a fatal crash has increased approximately five-fold from below 2% in 1991 to above 10% in 2008. Each 0.01 BAC unit increased the odds of an UDA by approximately 9-11%. Drivers who were positive for THC alone had 16% increased odds of an UDA. When alcohol and THC were combined the odds of an UDA increased by approximately 8-10% for each 0.01 BAC unit increase over alcohol or THC alone. Drivers positive for both agents had greater odds of making an error than drivers positive for either alcohol or cannabis only. Further research is needed to better examine the interaction between cannabis concentration levels, alcohol, and driving. This research would support enforcement agencies and public health educators by highlighting the combined effect of cannabis at low BAC levels. Copyright © 2014 Elsevier Ireland Ltd. All rights reserved.

Vehicle year and the risk of car crash injury

PubMed Central

Blows, S; Ivers, R; Woodward, M; Connor, J; Ameratunga, S; Norton, R

2003-01-01

Objective: To quantify the association between vehicle age and risk of car crash injury. Design and setting: Data from a population based case-control study conducted in the Auckland region in 1998/99 was used to examine the adjusted risk of car crash injury or death due to vehicle age, after controlling for a range of known confounders. Cases were all cars involved in crashes in which at least one occupant was hospitalized or killed anywhere in the Auckland region, and controls were randomly selected cars on Auckland roads. The drivers of the 571 case vehicles and 588 control vehicles completed a structured interview. Main outcome measure: Hospitalisation or death of a vehicle occupant due to car crash injury. Results: Vehicles constructed before 1984 had significantly greater chance of being involved in an injury crash than those constructed after 1994 (odds ratio 2.88, 95% confidence interval (CI) 1.20 to 6.91), after adjustment for potential confounders. There was also a trend for increasing crash risk with each one year increase in vehicle age after adjustment for potential confounders (odds ratio 1.05, 95% CI 0.99 to 1.11; p = 0.09). Conclusion: This study quantifies the increased risk of car crash injury associated with older vehicle year and confirms this as an important public health issue. PMID:14693899

Fatal alcohol-related traffic crashes increase subsequent to changes to and from daylight savings time.

PubMed

Hicks, G J; Davis, J W; Hicks, R A

1998-06-01

On the hypothesis that sleepiness and alcohol interact to increase the risk of alcohol-related traffic fatalities, the percentages of alcohol-related fatal traffic crashes were assessed for the entire state of New Mexico for the years 1989-1992, for each of the seven days that preceded the changes to and from Daylight Savings Time and for each of the 14 days which followed the changes to and from Daylight Savings Time. Consistent with our hypothesis the percentage of alcohol-related fatal crashes increased significantly during the first seven days after these changes in Daylight Savings Time.

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

PubMed

Cotti, Chad; Dunn, Richard A; Tefft, Nathan

2014-05-01

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. Copyright © 2014 Elsevier Ltd. All rights reserved.

The collection of national trend data on alcohol related crashes for comparison with alcohol safety action projects results. Volume 1, National trend sample

DOT National Transportation Integrated Search

1977-07-01

To study the national trend in alcohol-related crashes, a sample of 14 states was selected, and monthly accident data were collected for each state for the years 1965 through 1975. Surrogate measures for alcohol-related crashes were chosen on the bas...

Vehicle mass and injury risk in two-car crashes: A novel methodology.

PubMed

Tolouei, Reza; Maher, Mike; Titheridge, Helena

2013-01-01

This paper introduces a novel methodology based on disaggregate analysis of two-car crash data to estimate the partial effects of mass, through the velocity change, on absolute driver injury risk in each of the vehicles involved in the crash when absolute injury risk is defined as the probability of injury when the vehicle is involved in a two-car crash. The novel aspect of the introduced methodology is in providing a solution to the issue of lack of data on the speed of vehicles prior to the crash, which is required to calculate the velocity change, as well as a solution to the issue of lack of information on non-injury two-car crashes in national accident data. These issues have often led to focussing on relative measures of injury risk that are not independent of risk in the colliding cars. Furthermore, the introduced methodology is used to investigate whether there is any effect of vehicle size above and beyond that of mass ratio, and whether there are any effects associated with the gender and age of the drivers. The methodology was used to analyse two-car crashes to investigate the partial effects of vehicle mass and size on absolute driver injury risk. The results confirmed that in a two-car collision, vehicle mass has a protective effect on its own driver injury risk and an aggressive effect on the driver injury risk of the colliding vehicle. The results also confirmed that there is a protective effect of vehicle size above and beyond that of vehicle mass for frontal and front to side collisions. Copyright © 2012 Elsevier Ltd. All rights reserved.

Alcohol Policies and Alcohol-Related Motor Vehicle Crash Fatalities Among Young People in the US.

PubMed

Hadland, Scott E; Xuan, Ziming; Sarda, Vishnudas; Blanchette, Jason; Swahn, Monica H; Heeren, Timothy C; Voas, Robert B; Naimi, Timothy S

2017-03-01

Motor vehicle crashes (MVCs) are a leading cause of death among young people in the United States. We examined the relationship between states' alcohol policy environments and alcohol-related MVC fatalities among children, adolescents, and young adults under the minimum legal drinking age of 21 years. We used the Alcohol Policy Scale (APS), an assessment of 29 alcohol policies across 50 states and Washington, DC, developed with the assistance of an interdisciplinary Delphi panel. Using the Fatality Analysis Reporting System, we examined APS scores in relation to fatalities of people ≤20 years old from 2000 to 2013 occurring in crashes in which ≥1 involved driver had a blood alcohol content ≥0.08%. Logistic regression was used with a 1-year lag between policies and MVC fatalities and adjusted for potential confounders. Of 84 756 MVC fatalities of those ≤20 years old during the study period, 23 757 (28.0%) were alcohol related, including deaths of 11 006 (46.3%) drivers, 10 212 (43.0%) passengers, and 2539 (10.7%) pedestrians, cyclists, and others. People killed in alcohol-related MVCs were predominantly male (72.7%) and older (65.5% were 18-20 years old), and 51.2% were non-Hispanic white. Restrictive policy environments were associated with fewer fatalities (adjusted odds ratio, 0.91 per 10-percentage-point increase in APS score; 95% confidence interval, 0.89-0.94). The association was observed for drivers and passengers, male and female decendents, and children, adolescents, and young adults. More restrictive alcohol policies are associated with reduced alcohol-related MVC mortality among young people. Studies should scrutinize the relationship between policies and fatalities to highlight mechanisms. Copyright © 2017 by the American Academy of Pediatrics.

The relative risk of involvement in fatal crashes as a function of race/ethnicity and blood alcohol concentration

PubMed Central

Torres, Pedro; Romano, Eduardo; Voas, Robert B.; de la Rosa, Mario; Lacey, John H.

2014-01-01

Introduction The literature presents a puzzling picture of Latinos being overrepresented in alcohol-related crashes, but not in noncrash drinking and driving. This report examines if, like other demographic variables in which some groups are at a higher crash risk than others (e.g., young drivers), different racial/ethnic groups face different crash risks Method This study compares blood-alcohol information from the 2006–2007 U.S. Fatality Analysis Reporting System (FARS) with control data from the 2007 U.S. National Roadside Survey. Logistic regression, including a dual interaction between BAC and race/ethnicity, was used to estimate crash risk at different BAC levels. Results It was found that, although Hispanic and African-American drivers were less likely to be involved in single-vehicle crashes than their White counterparts, all drivers face similar BAC relative crash risk regardless of their group membership. The overrepresentation of Latino drivers in alcohol-related crashes could be explained by differences in patterns of consumption, driving exposure, lack of awareness of driving rules, and/or socioeconomics. PMID:24529097

Study concerning the loads over driver's chests in car crashes with cars of the same or different generation

NASA Astrophysics Data System (ADS)

Ispas, N.; Năstăsoiu, M.

2016-08-01

Reducing occupant injuries for cars involves in traffic accidents is a main target of today cars designers. Known as active or passive safety, many technological solutions were developing over the time for an actual better car's occupant safety. In the real world, in traffic accidents are often involved cars from different generations with various safety historical solutions. The main aim of these papers are to quantify the influences over the car driver chest loads in cases of same or different generation of cars involved in side car crashes. Both same and different cars generations were used for the study. Other goal of the paper was the study of in time loads conformity for diver's chests from both cars involved in crash. The paper's experimental results were obtained by support of DSD, Dr. Steffan Datentechnik GmbH - Linz, Austria. The described tests were performed in full test facility of DSD Linz, in “Easter 2015 PC-Crash Seminar”. In all crashes we obtaining results from both dummy placed in impacted and hits car. The novelty of the paper are the comparisons of data set from each of driver (dummy) of two cars involved in each of six experimental crashes. Another novelty of this paper consists in possibilities to analyse the influences of structural historical cars solutions over deformation and loads in cases of traffic accidents involved. Paper's conclusions can be future used for car passive safety improvement.

A comprehensive examination of U.S. laws enacted to reduce alcohol-related crashes among underage drivers.

PubMed

Romano, Eduardo; Scherer, Michael; Fell, James; Taylor, Eileen

2015-12-01

To effectively address concerns associated with alcohol-related traffic laws, communities must apply comprehensive and well-coordinated interventions that account for as many factors as possible. The goal of the current research article is to examine and evaluate the simultaneous contribution of 20 underage drinking laws and 3 general driving safety laws, while accounting for demographic, economic, and environmental variables. Annual fatal crash data (1982 to 2010), policies, and demographic, economic, and environmental information were collected and applied to each of the 51 jurisdictions (50 states and the District of Columbia). A structural equation model was fit to estimate the relative contribution of the variables of interest to alcohol-related crashes. As expected, economic factors (e.g., unemployment rate, cost of alcohol) and alcohol outlet density were found highly relevant to the amount of alcohol teens consume and therefore to teens' impaired driving. Policies such as those regulating the age of bartenders, sellers, or servers; social host civil liability laws; dram shop laws; internal possession of alcohol laws; and fake identification laws do not appear to have the same impact on teens' alcohol-related crash ratios as other types of policies such as those regulating alcohol consumption or alcohol outlet density. This effort illustrates the need for comprehensive models of teens' impaired driving. After simultaneously accounting for as many factors as possible, we found that in general (for most communities) further reductions in alcohol-related crashes among teens might be more rapidly achieved from efforts focused on reducing teens' drinking rather than on reducing teens' driving. Future efforts should be made to develop models that represent specific communities. Based on this and community-specific models, simulation programs can be developed to help communities understand and visualize the impact of various policy alternatives. Copyright © 2015

Characteristics of 1226 alcohol-positive drivers involved in nonfatal traffic crashes in Shanghai, China.

PubMed

Sun, Yingying; Huang, Zhibin; Zhao, Ziqin; Jiang, Yan; Ye, Yonghong; Yu, Tianfang; Rao, Yulan

2014-01-01

The purpose of our study was to better characterize and evaluate drunk driving for governmental reference in order to further reduce alcohol-impaired driving. This article reports the characteristics of 1226 alcohol-positive drivers with blood alcohol concentrations (BACs) at or over the legal limit of 0.20 mg/mL involved in nonfatal traffic accidents in Shanghai, China, from 2008 to 2011. The mean BAC, age, and gender of these drivers are discussed as well as the vehicle types and times of day when the crashes occurred. The mean BAC was 1.41 mg/mL and the mean age was 38 years old, and the vast majority of drivers were male (96.9%). The mean BAC of male drivers (1.42 mg/mL) was higher than that of female drivers (1.20 mg/mL). The mean age of male drivers (38) was also higher than that of female drivers (33). Distributions of vehicle types involved were studied. Cars had the highest percentage of occurrences (56.4%), followed by motorcycles (32.8%), electric bicycles (6.8%), trucks (1.5%), and bicycles (0.8%). It was found that these alcohol-related traffic crashes most often occurred between 7:00 p.m. and 10:59 p.m., representing 48.1 percent (n = 590) of the 1226 cases. Single-vehicle crashes were overrepresented (70.3%) in all cases. The mean BAC in multivehicle crashes (1.69 mg/mL) was higher than that in single-vehicle crashes (1.30 mg/mL). The results indicated a notable need for more governmental attention that would prevent accidents caused by driving under the influence of alcohol.

Child Passengers Killed in Reckless and Alcohol-Related Motor Vehicle Crashes

PubMed Central

Kelley-Baker, Tara; Romano, Eduardo

2014-01-01

Introduction About 20 years ago, concern was raised about the dangers children face when driven by drinking drivers in the United States. During the last decade, the pace of research on this topic subsided. Yet in 2010, every day three children younger than age 15 were killed, and 469 were injured in motor-vehicle crashes. Method The aim of this effort is to describe the status of the problem in the United States and suggest lines of research. From the Fatality Analysis Reporting System (FARS), we selected crashes in which a driver aged 21 or older was driving at least one child younger than age 15. We identified crashes that occurred at different times of the day in which the driver was speeding, ran a red light, or was alcohol positive. We described the drivers’ demographics and examined how they relate to the different crash types. Results We found that, although driving a child seems to protect against the studied forms of risky driving, such protection varies sharply depending upon the drivers’ and children’s demographics and the crash type. There is no clear reason to explain the drivers’ decision to endanger the children they drive. The percent of children killed in speeding-related and red-light running motor-vehicle crashes has remained relatively stable during the last decade. Future research must (a) examine the effectiveness of current child endangerment laws; (b) examine crashes other than fatal; and (c) be more targeted, looking at specific drivers’ age and gender, specific children’s ages, the time of the crash, and the type of crash. PMID:24529098

Cars with antilock brakes no longer are overinvolved in fatal crashes

DOT National Transportation Integrated Search

2000-04-15

New tests suggest that cars with antilock braking system no longer are disproportionately involved in certain types of fatal crashes, but antilocks still are not producing reductions in overall fatal crash risk. Since the poor experience of cars with...

A systematic review: effectiveness of mass media campaigns for reducing alcohol-impaired driving and alcohol-related crashes.

PubMed

Yadav, Rajendra-Prasad; Kobayashi, Miwako

2015-09-04

Mass media campaigns have long been used as a tool for promoting public health. In the past decade, the growth of social media has allowed more diverse options for mass media campaigns. This systematic review was conducted to assess newer evidence from quantitative studies on the effectiveness of mass media campaigns for reducing alcohol-impaired driving (AID) and alcohol-related crashes, particularly after the paper that Elder et al. published in 2004. This review focused on English language studies that evaluated the effect of mass media campaigns for reducing AID and alcohol-related crashes, with or without enforcement efforts. A systematic search was conducted for studies published between January 1, 2002 and December 31, 2013. Studies from the review by Elder et al. were added as well. A total of 19 studies met the inclusion criteria for the systematic review, including three studies from the review by Elder et al. Nine of them had concomitant enforcement measures and did not evaluate the impact of media campaigns independently. Studies that evaluated the impact of mass media independently showed reduction more consistently (median -15.1%, range -28.8 to 0%), whereas results of studies that had concomitant enforcement activities were more variable (median -8.6%, range -36.4 to +14.6%). Summary effects calculated from seven studies showed no evidence of media campaigns reducing the risk of alcohol-related injuries or fatalities (RR 1.00, 95% CI = 0.94 to 1.06). Despite additional decade of evidence, reviewed studies were heterogeneous in their approaches; therefore, we could not conclude that media campaigns reduced the risk of alcohol-related injuries or crashes. More studies are needed, including studies evaluating newly emerging media and cost-effectiveness of media campaigns.

Car Crashes and Central Disorders of Hypersomnolence: A French Study.

PubMed

Pizza, Fabio; Jaussent, Isabelle; Lopez, Regis; Pesenti, Carole; Plazzi, Giuseppe; Drouot, Xavier; Leu-Semenescu, Smaranda; Beziat, Severine; Arnulf, Isabelle; Dauvilliers, Yves

2015-01-01

Drowsiness compromises driving ability by reducing alertness and attentiveness, and delayed reaction times. Sleep-related car crashes account for a considerable proportion of accident at the wheel. Narcolepsy type 1 (NT1), narcolepsy type 2 (NT2) and idiopathic hypersomnia (IH) are rare central disorders of hypersomnolence, the most severe causes of sleepiness thus being potential dangerous conditions for both personal and public safety with increasing scientific, social, and political attention. Our main objective was to assess the frequency of recent car crashes in a large cohort of patients affected with well-defined central disorders of hypersomnolence versus subjects from the general population. We performed a cross-sectional study in French reference centres for rare hypersomnia diseases and included 527 patients and 781 healthy subjects. All participants included needed to have a driving license, information available on potential accident events during the last 5 years, and on potential confounders; thus analyses were performed on 282 cases (71 IH, 82 NT2, 129 NT1) and 470 healthy subjects. Patients reported more frequently than healthy subjects the occurrence of recent car crashes (in the previous five years), a risk that was confirmed in both treated and untreated subjects at study inclusion (Untreated, OR = 2.21 95%CI = [1.30-3.76], Treated OR = 2.04 95%CI = [1.26-3.30]), as well as in all disease categories, and was modulated by subjective sleepiness level (Epworth scale and naps). Conversely, the risk of car accidents of patients treated for at least 5 years was not different to healthy subjects (OR = 1.23 95%CI = [0.56-2.69]). Main risk factors were analogous in patients and healthy subjects. Patients affected with central disorders of hypersomnolence had increased risk of recent car crashes compared to subjects from the general population, a finding potentially reversed by long-term treatment.

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

PubMed

Fell, J C; Nash, C E

1989-01-01

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

Numerical reconstruction and injury biomechanism in a car-pedestrian crash accident.

PubMed

Zou, Dong-Hua; Li, Zheng-Dong; Shao, Yu; Feng, Hao; Chen, Jian-Guo; Liu, Ning-Guo; Huang, Ping; Chen, Yi-Jiu

2012-12-01

To reconstruct a car-pedestrian crash accident using numerical simulation technology and explore the injury biomechanism as forensic evidence for injury identification. An integration of multi-body dynamic, finite element (FE), and classical method was applied to a car-pedestrian crash accident. The location of the collision and the details of the traffic accident were determined by vehicle trace verification and autopsy. The accident reconstruction was performed by coupling the three-dimensional car behavior from PC-CRASH with a MADYMO dummy model. The collision FE models of head and leg, developed from CT scans of human remains, were loaded with calculated dummy collision parameters. The data of the impact biomechanical responses were extracted in terms of von Mises stress, relative displacement, strain and stress fringes. The accident reconstruction results were identical with the examined ones and the biomechanism of head and leg injuries, illustrated through the FE methods, were consistent with the classical injury theories. The numerical simulation technology is proved to be effective in identifying traffic accidents and exploring of injury biomechanism.

Crash protectiveness to occupant injury and vehicle damage: An investigation on major car brands.

PubMed

Huang, Helai; Li, Chunyang; Zeng, Qiang

2016-01-01

This study sets out to investigate vehicles' crash protectiveness on occupant injury and vehicle damage, which can be deemed as an extension of the traditional crash worthiness. A Bayesian bivariate hierarchical ordered logistic (BVHOL) model is developed to estimate the occupant protectiveness (OP) and vehicle protectiveness (VP) of 23 major car brands in Florida, with considering vehicles' crash aggressivity and controlling external factors. The proposed model not only takes over the strength of the existing hierarchical ordered logistic (HOL) model, i.e. specifying the order characteristics of crash outcomes and cross-crash heterogeneities, but also accounts for the correlation between the two crash responses, driver injury and vehicle damage. A total of 7335 two-vehicle-crash records with 14,670 cars involved in Florida are used for the investigation. From the estimation results, it's found that most of the luxury cars such as Cadillac, Volvo and Lexus possess excellent OP and VP while some brands such as KIA and Saturn perform very badly in both aspects. The ranks of the estimated safety performance indices are even compared to the counterparts in Huang et al. study [Huang, H., Hu, S., Abdel-Aty, M., 2014. Indexing crash worthiness and crash aggressivity by major car brands. Safety Science 62, 339-347]. The results show that the rank of occupant protectiveness index (OPI) is relatively coherent with that of crash worthiness index, but the ranks of crash aggressivity index in both studies is more different from each other. Meanwhile, a great discrepancy between the OPI rank and that of vehicle protectiveness index is found. What's more, the results of control variables and hyper-parameters estimation as well as comparison to HOL models with separate or identical threshold errors, demonstrate the validity and advancement of the proposed model and the robustness of the estimated OP and VP. Copyright © 2015 Elsevier Ltd. All rights reserved.

Age of drinking onset, driving after drinking, and involvement in alcohol-related motor vehicle crashes

DOT National Transportation Integrated Search

2001-01-01

This study assessed whether persons who begin drinking at younger ages are more likely to report drunk driving and alcohol-related crash involvement over the life course, even after controlling analytically for diagnosis of alcohol dependence and oth...

Costs of Alcohol-Involved Crashes, United States, 2010

PubMed Central

Zaloshnja, Eduard; Miller, Ted R.; Blincoe, Lawrence J.

2013-01-01

This paper estimates total and unit costs of alcohol-involved crashes in the U.S. in 2010. With methods from earlier studies, we estimated costs per crash survivor by MAIS, body part, and fracture/dislocation involvement. We multiplied them times 2010 crash incidence estimates from NHTSA data sets, with adjustments for underreporting of crashes and their alcohol involvement. The unit costs are lifetime costs discounted at 3%. To develop medical costs, we combined 2008 Health Care Utilization Program national data for hospitalizations and ED visits of crash survivors with prior estimates of post-discharge costs. Productivity losses drew on Current Population Survey and American Time Use Survey data. Quality of life losses came from a 2011 AAAM paper and property damage from insurance data. We built a hybrid incidence file comprised of 2008–2010 and 1984–86 NHTSA crash surveillance data, weighted with 2010 General Estimates System weights. Fatality data came from the 2010 FARS. An estimated 12% of 2010 crashes but only 0.9% of miles driven were alcohol-involved (BAC > .05). Alcohol-involved crashes cost an estimated $125 billion. That is 22.5% of the societal cost of all crashes. Alcohol-attributable crashes accounted for an estimated 22.5% of US auto liability insurance payments. Alcohol-involved crashes cost $0.86 per drink. Above the US BAC limit of .08, crash costs were $8.37 per mile driven; 1 in 788 trips resulted in a crash and 1 in 1,016 trips in an arrest. Unit costs for crash survivors by severity are higher for impaired driving than for other crashes. That suggests national aggregate impaired driving cost estimates in other countries are substantial underestimates if they are based on all-crash unit costs. PMID:24406941

Thoracic Injury Risk as a Function of Crash Severity - Car-to-car Side Impact Tests with WorldSID Compared to Real-life Crashes.

PubMed

Sunnevång, Cecilia; Rosén, Erik; Boström, Ola; Lechelt, Ulf

2010-01-01

Side airbags reduce the risk of fatal injury by approximately 30%. Due to limited real-life data the risk reducing effect for serious injury has not yet been established. Since side airbags are mainly designed and validated for crash severities used in available test procedures little is known regarding the protective effect when severity increases.The objective of this study was to understand for which crash severities AIS3+ thorax occupant protection in car-to-car nearside collisions need to and can be improved. The aim was fulfilled by means of real life data, for older cars without side airbag, and a series of car-to-car tests performed with the WorldSID 50%-ile in modern and older cars at different impact speeds.The real life data showed that the risk of AIS3+ injury was highest for the thorax followed by the pelvis and head. For both non-senior and senior occupants, most thorax injuries were sustained at lateral delta-v from 20 km/h to 40 km/h. In this severity range, senior occupants were found to have approximately four times higher risk of thoracic injury than non-senior occupants. The crash tests at lateral impact speed 55 km/h (delta-v 32 km/h) confirmed the improved performance at severities represented in current legal and rating tests. The structural integrity of the modern car impacted at 70 km/h showed a potential for improved side impact protection by interior countermeasures.

Spatial panel analyses of alcohol outlets and motor vehicle crashes in California: 1999–2008

PubMed Central

Ponicki, William R.; Gruenewald, Paul J.; Remer, Lillian G.

2014-01-01

Although past research has linked alcohol outlet density to higher rates of drinking and many related social problems, there is conflicting evidence of density’s association with traffic crashes. An abundance of local alcohol outlets simultaneously encourages drinking and reduces driving distances required to obtain alcohol, leading to an indeterminate expected impact on alcohol-involved crash risk. This study separately investigates the effects of outlet density on (1) the risk of injury crashes relative to population and (2) the likelihood that any given crash is alcohol-involved, as indicated by police reports and single-vehicle nighttime status of crashes. Alcohol outlet density effects are estimated using Bayesian misalignment Poisson analyses of all California ZIP codes over the years 1999–2008. These misalignment models allow panel analysis of ZIP-code data despite frequent redefinition of postal-code boundaries, while also controlling for overdispersion and the effects of spatial autocorrelation. Because models control for overall retail density, estimated alcohol-outlet associations represent the extra effect of retail establishments selling alcohol. The results indicate a number of statistically well-supported associations between retail density and crash behavior, but the implied effects on crash risks are relatively small. Alcohol-serving restaurants have a greater impact on overall crash risks than on the likelihood that those crashes involve alcohol, whereas bars primarily affect the odds that crashes are alcohol-involved. Off-premise outlet density is negatively associated with risks of both crashes and alcohol involvement, while the presence of a tribal casino in a ZIP code is linked to higher odds of police-reported drinking involvement. Alcohol outlets in a given area are found to influence crash risks both locally and in adjacent ZIP codes, and significant spatial autocorrelation also suggests important relationships across geographical units

Crash fatality and vehicle incompatibility in collisions between cars and light trucks or vans.

PubMed

Ossiander, Eric M; Koepsell, Thomas D; McKnight, Barbara

2014-12-01

In crashes between a car and a light truck or van (LTV), car occupants are more likely to be killed than LTV occupants. The extent this is due to the greater harm imposed by LTVs on cars or the greater protection they offer their own occupants is not known. We conducted a case-control study of collisions between two passenger vehicles in the USA during 1990-2008. Cases were all decedents in fatal crashes (N=157,684); one control was selected from each crash in a national probability sample of crashes (N=379,458). Adjusted for the type of vehicle they were riding in and other confounders, occupants of vehicles colliding with any type of LTVs (categorised as compact sport utility vehicles (SUV), full-size SUVs, minivans, full-size vans, compact pickups and full-size pickups) were at higher risk of death compared with occupants colliding with cars. Adjusted for the type of vehicle they crashed with and other confounders, occupants of LTVs in a collision with any vehicle were at lower risk of death compared with car occupants. Compared with a crash between two cars, the overall RR of death in a crash between any of the other 27 different combinations of vehicle types was 1.0 or greater, except for crashes between two full-size pickups, where the RR of death was 0.9. Although LTVs protect their own occupants better than cars do, LTVs are associated with an excess total risk of death in crashes with cars or other LTVs. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://group.bmj.com/group/rights-licensing/permissions.

Child passengers killed in reckless and alcohol-related motor vehicle crashes.

PubMed

Kelley-Baker, Tara; Romano, Eduardo

2014-02-01

About 20years ago, concern was raised about the dangers that children face when driven by drinking drivers in the United States. During the last decade, the pace of research on this topic subsided. Yet in 2010, every day three children younger than age 15 were killed, and 469 were injured in motor-vehicle crashes. The aim of this effort is to describe the status of the problem in the United States and suggest lines of research. From the Fatality Analysis Reporting System (FARS), we selected crashes in which a driver aged 21 or older was driving at least one child younger than age 15. We identified crashes that occurred at different times of the day in which the driver was speeding, ran a red light, or was alcohol positive. We described the drivers' demographics and examined how they relate to the different crash types. We found that, although driving a child seems to protect against the studied forms of risky driving, such protection varies sharply depending upon the drivers' and children's demographics and the crash type. There is no clear reason to explain the drivers' decision to endanger the children that they drive. The percent of children killed in speeding-related and red-light running motor-vehicle crashes has remained relatively stable during the last decade. Future research must (a) examine the effectiveness of current child endangerment laws; (b) examine crashes other than fatal; and (c) be more targeted, looking at specific drivers' age and gender, specific children's ages, the time of the crash, and the type of crash. Significant attention needs to be given towards improving state laws on child endangerment. Policymakers' reaction to this problem is tentative because of our limited understanding of the problem; therefore, further research is needed. With unfocused countermeasures and prevention efforts, we have been restricted in our ability to evaluate these responses. The findings of this report should be informative to policy makers. Copyright �

Impact of lowering the legal blood alcohol concentration limit to 0.03 on male, female and teenage drivers involved alcohol-related crashes in Japan.

PubMed

Desapriya, E; Shimizu, S; Pike, I; Subzwari, S; Scime, G

2007-09-01

In June of 2002, a revision to part of the Road Traffic Act drastically increased the penalties for drinking and driving offences in Japan. Most notably, the legal blood alcohol concentration (BAC) limit for driving was lowered from 0.05 mg/ml to 0.03 mg/ml. The rationale for the new lower BAC limit was predicated on the assumption that drinking drivers will comply with the new, lower limit by reducing the amount of alcohol they consume prior to driving, thereby lowering their risk of crash involvement. This, in turn, would lead to fewer alcohol-related crashes. A key limitation of previous lower BAC evaluation research in determining the effectiveness of lower legal BAC limit policies is the assumption of population homogeneity in responding to the laws. The present analysis is unique in this perspective and focuses on the evaluation of the impact of BAC limit reduction on different segments of the population. The chief objective of this research is to quantify the extent to which lowering the legal limit of BAC has reduced male, female and teenager involvement in motor vehicle crashes in Japan since 2002. Most notably, the introduction of reduced BAC limit legislation resulted in a statistically significant decrease in the number of alcohol-impaired drivers on the road in Japan, indicating responsiveness to the legal change among adults and teenagers. In addition, this preliminary assessment appears to indicate that the implementation of 0.03 BAC laws and other associated activities are associated with statistically significant reductions in alcohol-involved motor vehicle crashes. In comparison, the rates of total crashes showed no statistically significant decline nor increase in the period following the introduction of the BAC law, indicating that the lower BAC limit only had an effect on alcohol-related crashes in Japan. The evidence suggests that the lower BAC legal limit and perceived risk of detection are the two most important factors resulting in a

Car Crashes and Central Disorders of Hypersomnolence: A French Study

PubMed Central

Lopez, Regis; Pesenti, Carole; Plazzi, Giuseppe; Drouot, Xavier; Leu-Semenescu, Smaranda; Beziat, Severine; Arnulf, Isabelle; Dauvilliers, Yves

2015-01-01

Background Drowsiness compromises driving ability by reducing alertness and attentiveness, and delayed reaction times. Sleep-related car crashes account for a considerable proportion of accident at the wheel. Narcolepsy type 1 (NT1), narcolepsy type 2 (NT2) and idiopathic hypersomnia (IH) are rare central disorders of hypersomnolence, the most severe causes of sleepiness thus being potential dangerous conditions for both personal and public safety with increasing scientific, social, and political attention. Our main objective was to assess the frequency of recent car crashes in a large cohort of patients affected with well-defined central disorders of hypersomnolence versus subjects from the general population. Methods We performed a cross-sectional study in French reference centres for rare hypersomnia diseases and included 527 patients and 781 healthy subjects. All participants included needed to have a driving license, information available on potential accident events during the last 5 years, and on potential confounders; thus analyses were performed on 282 cases (71 IH, 82 NT2, 129 NT1) and 470 healthy subjects. Results Patients reported more frequently than healthy subjects the occurrence of recent car crashes (in the previous five years), a risk that was confirmed in both treated and untreated subjects at study inclusion (Untreated, OR = 2.21 95%CI = [1.30–3.76], Treated OR = 2.04 95%CI = [1.26–3.30]), as well as in all disease categories, and was modulated by subjective sleepiness level (Epworth scale and naps). Conversely, the risk of car accidents of patients treated for at least 5 years was not different to healthy subjects (OR = 1.23 95%CI = [0.56–2.69]). Main risk factors were analogous in patients and healthy subjects. Conclusion Patients affected with central disorders of hypersomnolence had increased risk of recent car crashes compared to subjects from the general population, a finding potentially reversed by long-term treatment. PMID:26052938

Impact test of a crash-energy management passenger rail car

DOT National Transportation Integrated Search

2004-04-06

On December 3, 2003, a single-car impact test was : conducted to assess the crashworthiness performance of a : modified passenger rail car. A coach car retrofitted with a : Crash Energy Management (CEM) end structure impacted a : fixed barrier at app...

Thoracic Injury Risk as a Function of Crash Severity – Car-to-car Side Impact Tests with WorldSID Compared to Real-life Crashes

PubMed Central

Sunnevång, Cecilia; Rosén, Erik; Boström, Ola; Lechelt, Ulf

2010-01-01

Side airbags reduce the risk of fatal injury by approximately 30%. Due to limited real-life data the risk reducing effect for serious injury has not yet been established. Since side airbags are mainly designed and validated for crash severities used in available test procedures little is known regarding the protective effect when severity increases. The objective of this study was to understand for which crash severities AIS3+ thorax occupant protection in car-to-car nearside collisions need to and can be improved. The aim was fulfilled by means of real life data, for older cars without side airbag, and a series of car-to-car tests performed with the WorldSID 50%-ile in modern and older cars at different impact speeds. The real life data showed that the risk of AIS3+ injury was highest for the thorax followed by the pelvis and head. For both non-senior and senior occupants, most thorax injuries were sustained at lateral delta-v from 20 km/h to 40 km/h. In this severity range, senior occupants were found to have approximately four times higher risk of thoracic injury than non-senior occupants. The crash tests at lateral impact speed 55 km/h (delta-v 32 km/h) confirmed the improved performance at severities represented in current legal and rating tests. The structural integrity of the modern car impacted at 70 km/h showed a potential for improved side impact protection by interior countermeasures. PMID:21050600

The new car assessment program: does it predict the relative safety of vehicles in actual crashes?

PubMed

Nirula, Ram; Mock, Charles N; Nathens, Avery B; Grossman, David C

2004-10-01

Federal motor vehicle safety standards are based on crash test dummy analyses that estimate the relative risk of traumatic brain injury (TBI) and severe thoracic injury (STI) by quantifying head (Head Injury Criterion [HIC]) and chest (Chest Gravity Score [CGS]) acceleration. The New Car Assessment Program (NCAP) combines these probabilities to yield the vehicle's five-star rating. The validity of the NCAP system as it relates to an actual motor vehicle crash (MVC) remains undetermined. We therefore sought to determine whether HIC and CGS accurately predict TBI and STI in actual crashes, and compared the NCAP five-star rating system to the rates of TBI and/or STI in actual MVCs. We analyzed frontal crashes with restrained drivers from the 1994 to 1998 National Automotive Sampling System. The relationship of HIC and CGS to the probabilities of TBI and STI derived from crash tests were respectively compared with the HIC-TBI and CGS-STI risk relationships observed in actual crashes while controlling for covariates. Receiver operating characteristic curves determined the sensitivity and specificity of HIC and CGS as predictors of TBI and STI, respectively. Estimates of the likelihood of TBI and/or STI (in actual MVCs) were compared with the expected probabilities of TBI and STI (determined by crash test analysis), as they relate to NCAP ratings. The crash tests overestimate TBI likelihood at HIC scores >800 and underestimate it at scores <500. STI likelihood is overestimated when CGS exceeds 40 g. Receiver operating characteristic curves demonstrated poor sensitivity and specificity of HIC and CGS in predicting injury. The actual MVC injury probability estimates did not vary between vehicles of different NCAP rating. HIC and CGS are poor predictors of TBI and STI in actual MVCs. The NCAP five-star rating system is unable to differentiate vehicles of varying crashworthiness in actual MVCs. More sensitive parameters need to be developed and incorporated into vehicle

Alcohol and older drivers' crashes.

DOT National Transportation Integrated Search

2014-09-01

Researchers have examined the effects of alcohol consumption : on older adults functioning, and some have : addressed alcohols effects on older drivers crash risk. : Generally, the findings have shown that alcohol is less : likely to be a fa...

Car-Crash Experiment for the Undergraduate Laboratory

ERIC Educational Resources Information Center

Ball, Penny L.; And Others

1974-01-01

Describes an interesting, inexpensive, and highly motivating experiment to study uniform and accelerated motion by measuring the position of a car as it crashes into a rigid wall. Data are obtained from a sequence of pictures made by a high speed camera. (Author/SLH)

Factors Related to Serious Injury In Post-NCAP European Cars Involved in Frontal Crashes

PubMed Central

Frampton, Richard; Williams, Owen; Thomas, Pete

2004-01-01

This study examined the relationship between EuroNCAP ratings for body region protection and real world injury risk for 653 belted drivers in frontal crashes. It was also able to comment on further improvements in crash protection for post-EuroNCAP cars. Protection for the head and lower leg appeared good. In terms of life threatening injury, results showed a need to prioritise chest protection, whilst for impairment, protection for the upper leg and ankle/foot should be considered. The EuroNCAP body region scoring system reflects trends in real crash injury risks to all body regions, except for the chest, where there is no clear trend. More generally, further development in the testing regime could usefully concentrate on a restraint system test and the use of smaller dummies seated appropriately, rather than an increase of the test speed. PMID:15319115

Factors related to serious injury in post-NCAP European cars involved in frontal crashes.

PubMed

Frampton, Richard; Williams, Owen; Thomas, Pete

2004-01-01

ABSTRACT This study examined the relationship between EuroNCAP ratings for body region protection and real world injury risk for 653 belted drivers in frontal crashes. It was also able to comment on further improvements in crash protection for post-EuroNCAP cars. Protection for the head and lower leg appeared good. In terms of life threatening injury, results showed a need to prioritise chest protection, whilst for impairment, protection for the upper leg and ankle/foot should be considered. The EuroNCAP body region scoring system reflects trends in real crash injury risks to all body regions, except for the chest, where there is no clear trend. More generally, further development in the testing regime could usefully concentrate on a restraint system test and the use of smaller dummies seated appropriately, rather than an increase of the test speed.

Causation mechanisms in car-to-vulnerable road user crashes: implications for active safety systems.

PubMed

Habibovic, Azra; Davidsson, Johan

2012-11-01

Vulnerable road users (VRUs), such as pedestrians and bicyclists, are often involved in crashes with passenger cars. One way to prevent these crashes is to deploy active safety systems that support the car drivers and/or VRUs. However, to develop such systems, a thorough understanding of crash causation mechanisms is required. The aim of this study is to identify crash causation mechanisms from the perspective of the VRUs, and to explore the implications of these mechanisms for the development of active safety systems. Data originate from the European project SafetyNet, where 995 crashes were in-depth investigated using the SafetyNet Accident Causation System (SNACS). To limit the scope, this study analyzed only intersection crashes involving VRUs. A total of 56 VRU crashes were aggregated. Results suggest that, while 30% of the VRUs did not see the conflict car due to visual obstructions in the traffic environment, 70% of the VRUs saw the car before the collision, but still misunderstood the traffic situation and/or made an inadequate plan of action. An important implication that follows from this is that, while detection of cars is clearly an issue that needs to be addressed, it is even more important to help the VRUs to correctly understand traffic situation (e.g., does the driver intend to slow down, and if s/he does, is it to let the VRU cross or for some other reason?). The former issue suggests a role for various cooperative active safety systems, as the obstacles are generally impenetrable with regular sensors. The latter issue is less straightforward. While various systems can be proposed, such as providing gap size estimation and reducing the car speed variability, the functional merits of each such a system need to be further investigated. Copyright © 2012 Elsevier Ltd. All rights reserved.

Use of car crashes resulting in fatal and serious injuries to analyze a safe road transport system model and to identify system weaknesses.

PubMed

Stigson, Helena; Hill, Julian

2009-10-01

The objective of this study was to evaluate a model for a safe road transport system, based on some safety performance indicators regarding the road user, the vehicle, and the road, by using crashes with fatally and seriously injured car occupants. The study also aimed to evaluate whether the model could be used to identify system weaknesses and components (road user, vehicles, and road) where improvements would yield the highest potential for further reductions in serious injuries. Real-life car crashes with serious injury outcomes (Maximum Abbreviated Injury Scale 2+) were classified according to the vehicle's safety rating by Euro NCAP (European New Car Assessment Programme) and whether the vehicle was fitted with ESC (Electronic Stability Control). For each crash, the road was also classified according to EuroRAP (European Road Assessment Programme) criteria, and human behavior in terms of speeding, seat belt use, and driving under the influence of alcohol/drugs. Each crash was compared and classified according to the model criteria. Crashes where the safety criteria were not met in more than one of the 3 components were reclassified to identify whether all the components were correlated to the injury outcome. In-depth crash injury data collected by the UK On The Spot (OTS) accident investigation project was used in this study. All crashes in the OTS database occurring between 2000 and 2005 with a car occupant with injury rated MAIS2+ were included, for a total of 101 crashes with 120 occupants. It was possible to classify 90 percent of the crashes according to the model. Eighty-six percent of the occupants were injured when more than one of the 3 components were noncompliant with the safety criteria. These cases were reclassified to identify whether all of the components were correlated to the injury outcome. In 39 of the total 108 cases, at least two components were still seen to interact. The remaining cases were only related to one of the safety criteria

Risk factors for the severity of injury incurred in crashes involving on-duty police cars.

PubMed

Chu, Hsing-Chung

2016-07-03

This article explores the risk factors associated with police cars on routine patrol and/or on an emergency run and their effects on the severity of injuries in crashes. The binary probit model is used to examine the effects of important factors on the risk of injuries sustained in crashes involving on-duty police cars. Several factors significantly increase the probability of crashes that cause severe injuries. Among those causes are police officers who drive at excessive speeds, traffic violations during emergency responses or pursuits, and driving during the evening (6 to 12 p.m.) or in rainy weather. Findings also indicate some potential issues associated with an increase in the probability of crashes that cause injuries. Younger police drivers were found to be more likely to be involved in crashes causing injuries than middle-aged drivers were. Distracted driving by on-duty police officers as well as civilian drivers who did not pull over to let a police car pass in emergency situations also caused serious crashes. Police cars are exempted from certain traffic laws under emergency circumstances. However, to reduce the probability of being involved in a crash resulting in severe injuries, officers are still obligated to drive safely and follow safety procedures when responding to emergencies or pursuing a car. Enhancement of training techniques for emergency situations or driving in pursuit of an offender and following the safety procedures are essential for safety in driving during an emergency run by police.

Large and Small Cars in Real-World Crashes -Patterns of Use, Collision Types and Injury Outcomes

PubMed Central

Thomas, Pete; Frampton, Richard

1999-01-01

Previous work examining the effect of vehicle mass has demonstrated the link with occupant injury severity. The principal factor has been related to Newtonian mechanics. This paper analyses data from the UK Co-operative Crash Injury Study and identifies other factors associated with car size. The mass of the car is found to have a predominant effect on injury outcome in frontal collisions only where the effect is seen most in injuries to the head, face and chest. Most fatal casualties in small cars die when in collision with another car in front or side collisions while the key group for large cars is frontal collisions with road-side objects. There are several characteristics of small car occupants that differ from those in large cars including gender, age and vehicle occupancy. New information in the analysis concerns the priorities in casualty reduction between small and large car occupants and the paper argues that vehicle design should take account of this variation to produce vehicles optimised for the complete range of crashes and car occupants.

The effects of drug and alcohol consumption on driver injury severities in single-vehicle crashes.

PubMed

Behnood, Ali; Mannering, Fred L

2017-07-04

It is well known that alcohol and drugs influence driving behavior by affecting the central nervous system, awareness, vision, and perception/reaction times, but the resulting effect on driver injuries in car crashes is not fully understood. The purpose of this study was to identify factors affecting the injury severities of unimpaired, alcohol-impaired, and drug-impaired drivers. The current article applies a random parameters logit model to study the differences in injury severities among unimpaired, alcohol-impaired, and drug-impaired drivers. Using data from single-vehicle crashes in Cook County, Illinois, over a 9-year period from January 1, 2004, to December 31, 2012, separate models for unimpaired, alcohol-impaired, and drug-impaired drivers were estimated. A wide range of variables potentially affecting driver injury severity was considered, including roadway and environmental conditions, driver attributes, time and location of the crash, and crash-specific factors. The estimation results show significant differences in the determinants of driver injury severities across groups of unimpaired, alcohol-impaired, and drug-impaired drivers. The findings also show that unimpaired drivers are understandably more responsive to variations in lighting, adverse weather, and road conditions, but these drivers also tend to have much more heterogeneity in their behavioral responses to these conditions, relative to impaired drivers. In addition, age and gender were found to be important determinants of injury severity, but the effects varied significantly across all drivers, particularly among alcohol-impaired drivers. The model estimation results show that statistically significant differences exist in driver injury severities among the unimpaired, alcohol-impaired, and drug-impaired driver groups considered. Specifically, we find that unimpaired drivers tend to have more heterogeneity in their injury outcomes in the presence potentially adverse weather and road surface

Pre-crash scenarios at road junctions: A clustering method for car crash data.

PubMed

Nitsche, Philippe; Thomas, Pete; Stuetz, Rainer; Welsh, Ruth

2017-10-01

Given the recent advancements in autonomous driving functions, one of the main challenges is safe and efficient operation in complex traffic situations such as road junctions. There is a need for comprehensive testing, either in virtual simulation environments or on real-world test tracks. This paper presents a novel data analysis method including the preparation, analysis and visualization of car crash data, to identify the critical pre-crash scenarios at T- and four-legged junctions as a basis for testing the safety of automated driving systems. The presented method employs k-medoids to cluster historical junction crash data into distinct partitions and then applies the association rules algorithm to each cluster to specify the driving scenarios in more detail. The dataset used consists of 1056 junction crashes in the UK, which were exported from the in-depth "On-the-Spot" database. The study resulted in thirteen crash clusters for T-junctions, and six crash clusters for crossroads. Association rules revealed common crash characteristics, which were the basis for the scenario descriptions. The results support existing findings on road junction accidents and provide benchmark situations for safety performance tests in order to reduce the possible number parameter combinations. Copyright © 2017 Elsevier Ltd. All rights reserved.

Differences in passenger car and large truck involved crash frequencies at urban signalized intersections: an exploratory analysis.

PubMed

Dong, Chunjiao; Clarke, David B; Richards, Stephen H; Huang, Baoshan

2014-01-01

The influence of intersection features on safety has been examined extensively because intersections experience a relatively large proportion of motor vehicle conflicts and crashes. Although there are distinct differences between passenger cars and large trucks-size, operating characteristics, dimensions, and weight-modeling crash counts across vehicle types is rarely addressed. This paper develops and presents a multivariate regression model of crash frequencies by collision vehicle type using crash data for urban signalized intersections in Tennessee. In addition, the performance of univariate Poisson-lognormal (UVPLN), multivariate Poisson (MVP), and multivariate Poisson-lognormal (MVPLN) regression models in establishing the relationship between crashes, traffic factors, and geometric design of roadway intersections is investigated. Bayesian methods are used to estimate the unknown parameters of these models. The evaluation results suggest that the MVPLN model possesses most of the desirable statistical properties in developing the relationships. Compared to the UVPLN and MVP models, the MVPLN model better identifies significant factors and predicts crash frequencies. The findings suggest that traffic volume, truck percentage, lighting condition, and intersection angle significantly affect intersection safety. Important differences in car, car-truck, and truck crash frequencies with respect to various risk factors were found to exist between models. The paper provides some new or more comprehensive observations that have not been covered in previous studies. Copyright © 2013 Elsevier Ltd. All rights reserved.

Simulation System of Car Crash Test in C-NCAP Analysis Based on an Improved Apriori Algorithm*

NASA Astrophysics Data System (ADS)

Xiang, LI

In order to analysis car crash test in C-NCAP, an improved algorithm is given based on Apriori algorithm in this paper. The new algorithm is implemented with vertical data layout, breadth first searching, and intersecting. It takes advantage of the efficiency of vertical data layout and intersecting, and prunes candidate frequent item sets like Apriori. Finally, the new algorithm is applied in simulation of car crash test analysis system. The result shows that the relations will affect the C-NCAP test results, and it can provide a reference for the automotive design.

The effectiveness of lane departure warning systems-A reduction in real-world passenger car injury crashes.

PubMed

Sternlund, Simon; Strandroth, Johan; Rizzi, Matteo; Lie, Anders; Tingvall, Claes

2017-02-17

The objective of this study was to estimate the safety benefits of in vehicle lane departure warning (LDW) and lane keeping aid (LKA) systems in reducing relevant real-world passenger car injury crashes. The study used an induced exposure method, where LDW/LKA-sensitive and nonsensitive crashes were compared for Volvo passenger cars equipped with and without LDW/LKA systems. These crashes were matched by car make, model, model year, and technical equipment; that is, low-speed autonomous emergency braking (AEB) called City Safety (CS). The data were extracted from the Swedish Traffic Accident Data Acquisition database (STRADA) and consisted of 1,853 driver injury crashes that involved 146 LDW-equipped cars, 11 LKA-equipped cars, and 1,696 cars without LDW/LKA systems. The analysis showed a positive effect of the LDW/LKA systems in reducing lane departure crashes. The LDW/LKA systems were estimated to reduce head-on and single-vehicle injury crashes on Swedish roads with speed limits between 70 and 120 km/h and with dry or wet road surfaces (i.e., not covered by ice or snow) by 53% with a lower limit of 11% (95% confidence interval [CI]). This reduction corresponded to a reduction of 30% with a lower limit of 6% (95% CI) for all head-on and single-vehicle driver injury crashes (including all speed limits and all road surface conditions). LDW/LKA systems were estimated to lower the driver injury risk in crash types that the systems are designed to prevent; that is, head-on and single-vehicle crashes. Though these are important findings, they were based on a small data set. Therefore, further research is desirable to evaluate the effectiveness of LDW/LKA systems under real-world conditions and to differentiate the effectiveness between technical solutions (i.e., LDW and LKA) proposed by different manufacturers.

The relationship of alcohol safety laws to drinking drivers in fatal crashes.

PubMed

Voas, R B; Tippetts, A S; Fell, J

2000-07-01

This paper presents an analysis of the relationships between the passage of key alcohol safety laws and the number of drinking drivers in fatal crashes. The study evaluated three major alcohol safety laws--administrative license revocation laws, 0.10 illegal per se, and 0.08 illegal per se laws--on the proportion of drinking drivers in fatal crashes. Drivers aged 21 and older in fatal crashes at two BAC levels--0.01-0.09 and 0.10 or greater--were considered separately. Drivers under age 21 were not included because they are affected by the Minimum Legal Drinking Age (MLDA) law. This study used data on drinking drivers in fatal crashes from the Fatality Analysis Reporting System (FARS) covering 16 years (1982-1997) for all 50 states and the District of Columbia. Also included in the study were such variables as per capita alcohol consumption and annual vehicle miles traveled (VMT), which could affect the number of alcohol-related crashes. The results indicate that each of the three laws had a significant relationship to the downward trend in alcohol-related fatal crashes in the United States over that period. This paper points out that this long-term trend is not the product of a single law. Instead, it is the result of the growing impact of several laws over time plus the affect of some factors not included in the model tested (such as the increasing use of sobriety checkpoints and the media's attention to the drinking-and-driving problem).

Acceptance of drinking and driving and alcohol-involved driving crashes in California.

PubMed

MacLeod, Kara E; Karriker-Jaffe, Katherine J; Ragland, David R; Satariano, William A; Kelley-Baker, Tara; Lacey, John H

2015-08-01

Alcohol-impaired driving accounts for substantial proportion of traffic-related fatalities in the U.S. Risk perceptions for drinking and driving have been associated with various measures of drinking and driving behavior. In an effort to understand how to intervene and to better understand how risk perceptions may be shaped, this study explored whether an objective environmental-level measure (proportion of alcohol-involved driving crashes in one's residential city) were related to individual-level perceptions and behavior. Using data from a 2012 cross-sectional roadside survey of 1147 weekend nighttime drivers in California, individual-level self-reported acceptance of drinking and driving and past-year drinking and driving were merged with traffic crash data using respondent ZIP codes. Population average logistic regression modeling was conducted for the odds of acceptance of drinking and driving and self-reported, past-year drinking and driving. A non-linear relationship between city-level alcohol-involved traffic crashes and individual-level acceptance of drinking and driving was found. Acceptance of drinking and driving did not mediate the relationship between the proportion of alcohol-involved traffic crashes and self-reported drinking and driving behavior. However, it was directly related to behavior among those most likely to drink outside the home. The present study surveys a particularly relevant population and is one of few drinking and driving studies to evaluate the relationship between an objective environmental-level crash risk measure and individual-level risk perceptions. In communities with both low and high proportions of alcohol-involved traffic crashes there was low acceptance of drinking and driving. This may mean that in communities with low proportions of crashes, citizens have less permissive norms around drinking and driving, whereas in communities with a high proportion of crashes, the incidence of these crashes may serve as an

Acceptance of drinking and driving and alcohol-involved driving crashes in California

PubMed Central

Karriker-Jaffe, Katherine J.; Ragland, David R.; Satariano, William A.; Kelley-Baker, Tara; Lacey, John H.

2016-01-01

Background Alcohol-impaired driving accounts for substantial proportion of traffic-related fatalities in the U.S. Risk perceptions for drinking and driving have been associated with various measures of drinking and driving behavior. In an effort to understand how to intervene and to better understand how risk perceptions may be shaped, this study explored whether an objective environmental-level measure (proportion of alcohol-involved driving crashes in one's residential city) were related to individual-level perceptions and behavior. Methods Using data from a 2012 cross-sectional roadside survey of 1,147 weekend nighttime drivers in California, individual-level self-reported acceptance of drinking and driving and past-year drinking and driving were merged with traffic crash data using respondent ZIP codes. Population average logistic regression modeling was conducted for the odds of acceptance of drinking and driving and self-reported, past-year drinking and driving. Results A non-linear relationship between city-level alcohol-involved traffic crashes and individual-level acceptance of drinking and driving was found. Acceptance of drinking and driving did not mediate the relationship between the proportion of alcohol-involved traffic crashes and self-reported drinking and driving behavior. However, it was directly related to behavior among those most likely to drink outside the home. Discussion The present study surveys a particularly relevant population and is one of few drinking and driving studies to evaluate the relationship between an objective environmental-level crash risk measure and individual-level risk perceptions. In communities with both low and high proportions of alcohol-involved traffic crashes there was low acceptance of drinking and driving. This may mean that in communities with low proportions of crashes, citizens have less permissive norms around drinking and driving, whereas in communities with a high proportion of crashes, the incidence of

Spinal injury in car crashes: crash factors and the effects of occupant age.

PubMed

Bilston, Lynne E; Clarke, Elizabeth C; Brown, Julie

2011-08-01

Motor vehicle crashes are the leading cause of serious spinal injury in most developed nations. However, since these injuries are rare, systematic analyses of the crash factors that are predictive of spinal injury have rarely been performed. This study aimed to use a population-reference crash sample to identify crash factors associated with moderate to severe spinal injury, and how these vary with occupant age. The US National Automotive Sampling System Crashworthiness Data System (NASS) data for 1993-2007 were analysed using logistic regression to identify crash factors associated with Abbreviated Injury Scale (AIS)2+ spinal injury among restrained vehicle passengers. Risk of moderate or severe spinal injury (AIS2+) was associated with higher severity crashes (OR=3.5 (95% CI 2.6 to 4.6)), intrusion into an occupant's seating position (OR=2.7 (95% CI 1.9 to 3.7)), striking a fixed object rather than another car (OR=1.7 (95% CI 1.3 to 2.1)), and use of a shoulder-only belt (OR=2.7 (95% CI 1.5 to 4.8)). Older occupants (65 years or older) were at higher risk of spinal injury than younger adults in frontal, side and rollover crashes. Children under 16 were at a lower risk of spinal injury than adults in all crash types except frontal crashes. While the risk of serious spinal injury in motor vehicle crashes is low, these injuries are more common in crashes of higher severity or into fixed objects, and in the presence of intrusion. There are elevated risks of spinal injury for older occupants compared with younger adults, which may reflect changes in biomechanical tolerances with age. Children appear to be at lower risk of serious spinal injury than adults except in frontal crashes.

Crash test rating and likelihood of major thoracoabdominal injury in motor vehicle crashes: the new car assessment program side-impact crash test, 1998-2010.

PubMed

Figler, Bradley D; Mack, Christopher D; Kaufman, Robert; Wessells, Hunter; Bulger, Eileen; Smith, Thomas G; Voelzke, Bryan

2014-03-01

The National Highway Traffic Safety Administration's New Car Assessment Program (NCAP) implemented side-impact crash testing on all new vehicles since 1998 to assess the likelihood of major thoracoabdominal injuries during a side-impact crash. Higher crash test rating is intended to indicate a safer car, but the real-world applicability of these ratings is unknown. Our objective was to determine the relationship between a vehicle's NCAP side-impact crash test rating and the risk of major thoracoabdominal injury among the vehicle's occupants in real-world side-impact motor vehicle crashes. The National Automotive Sampling System Crashworthiness Data System contains detailed crash and injury data in a sample of major crashes in the United States. For model years 1998 to 2010 and crash years 1999 to 2010, 68,124 occupants were identified in the Crashworthiness Data System database. Because 47% of cases were missing crash severity (ΔV), multiple imputation was used to estimate the missing values. The primary predictor of interest was the occupant vehicle's NCAP side-impact crash test rating, and the outcome of interest was the presence of major (Abbreviated Injury Scale [AIS] score ≥ 3) thoracoabdominal injury. In multivariate analysis, increasing NCAP crash test rating was associated with lower likelihood of major thoracoabdominal injury at high (odds ratio [OR], 0.8; 95% confidence interval [CI], 0.7-0.9; p < 0.01) and medium (OR, 0.9; 95% CI, 0.8-1.0; p < 0.05) crash severity (ΔV), but not at low ΔV (OR, 0.95; 95% CI, 0.8-1.2; p = 0.55). In our model, older age and absence of seat belt use were associated with greater likelihood of major thoracoabdominal injury at low and medium ΔV (p < 0.001), but not at high ΔV (p ≥ 0.09). Among adults in model year 1998 to 2010 vehicles involved in medium and high severity motor vehicle crashes, a higher NCAP side-impact crash test rating is associated with a lower likelihood of major thoracoabdominal trauma

Covert effects of "one drink" of alcohol on brain processes related to car driving: an event-related potential study.

PubMed

Ebe, Kazutoshi; Itoh, Kosuke; Kwee, Ingrid L; Nakada, Tsutomu

2015-04-23

The effects of a low dose of alcohol on car driving remain controversial. To address this issue, event-related potentials were recorded while subjects performed a simple car-following task in a driving simulator before and after consuming either "one drink" of beer (representing one standard alcoholic beverage containing 14 g of alcohol) or mineral water (control condition). Subjects who had consumed the determined amount of alcohol demonstrated no detectable outward behavioral signs of intoxication while performing the driving task, an observation in agreement with previous findings. However, the parietal P3 elicited by the brake lights of the preceding car was significantly reduced in amplitude, approximately 50% that observed under the control condition, likely indicating alteration of the neural processing of visual information critical for safe driving. The finding suggests that alcohol begins to affect neural processes for driving even at quantities too low to modify behavior. Copyright © 2015 Elsevier Ireland Ltd. All rights reserved.

Glass half-full: On-road glance metrics differentiate crashes from near-crashes in the 100-Car data.

PubMed

Seppelt, Bobbie D; Seaman, Sean; Lee, Joonbum; Angell, Linda S; Mehler, Bruce; Reimer, Bryan

2017-10-01

Much of the driver distraction and inattention work to date has focused on concerns over drivers removing their eyes from the forward roadway to perform non-driving-related tasks, and its demonstrable link to safety consequences when these glances are timed at inopportune moments. This extensive literature has established, through the analyses of glance from naturalistic datasets, a clear relationship between eyes-off-road, lead vehicle closing kinematics, and near-crash/crash involvement. This paper looks at the role of driver expectation in influencing drivers' decisions about when and for how long to remove their eyes from the forward roadway in an analysis that consider the combined role of on- and off-road glances. Using glance data collected in the 100-Car Naturalistic Driving Study (NDS), near-crashes were examined separately from crashes to examine how momentary differences in glance allocation over the 25-s prior to a precipitating event can differentiate between these two distinct outcomes. Individual glance metrics of mean single glance duration (MSGD), total glance time (TGT), and glance count for off-road and on-road glance locations were analyzed. Output from the AttenD algorithm (Kircher and Ahlström, 2009) was also analyzed as a hybrid measure; in threading together on- and off-road glances over time, its output produces a pattern of glance behavior meaningful for examining attentional effects. Individual glance metrics calculated at the epoch-level and binned by 10-s units of time across the available epoch lengths revealed that drivers in near-crashes have significantly longer on-road glances, and look less frequently between on- and off- road locations in the moments preceding a precipitating event as compared to crashes. During on-road glances, drivers in near-crashes were found to more frequently sample peripheral regions of the roadway than drivers in crashes. Output from the AttenD algorithm affirmed the cumulative net benefit of longer on

The safety potential of lane departure warning systems-A descriptive real-world study of fatal lane departure passenger car crashes in Sweden.

PubMed

Sternlund, Simon

2017-05-29

Lane departure crashes account for a significant proportion of passenger car occupant fatalities and serious injuries. Utilizing real-world data involving fatal passenger car crashes in Sweden, the characteristics of lane departure crashes were identified and the safety potential of lane departure warning (LDW) systems was quantified. The material consisted of 104 in-depth studies of fatal passenger car crashes in 2010. The crashes were classified as single-vehicle (n = 48), head-on (n = 52), and overtaking (n = 4) crashes. These crash types were identified as crashes that could have potentially involved lane departure. A case-by-case analysis was carried out and lane departure crashes were identified and characterized using police reports and information collected by crash investigators at the Swedish Transport Administration; for example, inspections and photographs of the crash sites and of the involved vehicles. Lane departure crashes were separated from crashes where loss of control occurred pre-lane departure. Furthermore, loss of control post-lane departures were identified. When studying the pre-stage of lane departure without prior loss of control, crashes were categorized as unintentional drifting, intentional lane change, or evasive maneuver. Using previously published effectiveness information, the potential for LDW systems to prevent crashes was estimated. Of all crashes with passenger car occupant fatalities in Sweden in 2010, 46% (63/138) were found to relate to lane departure without prior loss of control. These crashes accounted for 61% (63/104) of all single-vehicle, head-on, and overtaking crashes. The remaining 41 crashes were due to loss of control pre-lane departure. Unintentional drifting accounted for 81% (51/63) of all lane departure crashes without prior loss of control, which corresponded to 37% (51/138) of all fatal passenger car occupant crashes. LDW systems were found to potentially prevent 33-38 of the 100 fatal head-on and single

Analysis of passenger-car crash injury severity in different work zone configurations.

PubMed

Osman, Mohamed; Paleti, Rajesh; Mishra, Sabyasachee

2018-02-01

Work zone safety remains a priority to the Federal Highway Administration, State Highway Departments, highway engineers, and the traveling public. Work zones create a hospitable environment for crashes; an issue that gained tremendous share of attention in recent years. Therefore, every effort should be sought out to reduce the injury severity of crashes in work zones. In this paper we attempt to investigate factors contributing to the injury severity of passenger-car crashes in different work zone configurations. Considering the discrete ordinal nature of injury severity categories, a Mixed Generalized Ordered Response Probit (MGORP) modeling framework was developed. The model estimation was undertaken by compiling a database consisting of 10 years of crashes that involved at least one passenger car, and occurred in a work zone. Revealing the underlying factors contributing to injury severity levels for different work zone configurations will allow for distinguishing mitigation methods for higher severity outcomes that best suit each of the depicted work zone layouts. This can be accomplished through the implementation of specific safety measures based on the specific configuration of a work zone as a potential crash location. Elasticity analysis suggests that partial control of access, roadways classified as rural, crashes during evening times, crashes during weekends, and curved roadways are key factors that increase the likelihood of severe outcomes. Also, the effects of several covariates were found to vary across the different work zone configurations. Copyright © 2017 Elsevier Ltd. All rights reserved.

Impact tests of crash energy management passenger rail cars: analysis and structural measurements

DOT National Transportation Integrated Search

2004-11-13

Two full-scale impact tests were conducted to measure the : crashworthiness performance of Crash Energy Management : (CEM) passenger rail cars. On December 3, 2003 a single car : impacted a fixed barrier at approximately 35 mph and on : February 26, ...

Space-Time Analyses of Alcohol Outlets and Related Motor Vehicle Crashes: Associations at City and Census Block-Group Levels.

PubMed

Lipton, Robert; Ponicki, William R; Gruenewald, Paul J; Gaidus, Andrew

2018-06-01

Past research has linked alcohol outlet densities to drinking, drunken driving, and alcohol-related motor vehicle crashes (MVCs). Because impaired drivers travel some distances from drinking places to crash locations, spatial relationships between outlets and crashes are complex. We investigate these relationships at 3 geographic levels: census block groups (CBGs), adjacent (nearby) areas, and whole cities. We examined risks of all injury MVCs as well as "had been drinking" (HBD) and single-vehicle-nighttime (SVN) subgroups using data from the Statewide Integrated Traffic Records System across CBGs among 50 California cities from 2001 to 2008. Relationships between outlet densities at the city level, within CBGs, and in adjacent CBGs and crashes were examined using Bayesian Poisson space-time analyses controlling for population size income and other demographics (all as covariates). All injury MVCs were positively related to adjacent CBG population size (relative rate [RR] = 1.008, 95% credible interval (CI) = 1.004, 1.012), and outlet densities at CBG (RR = 1.027, CI = 1.020, 1.035), nearby area (RR = 1.084, CI = 1.060, 1.106) and city levels (RR = 1.227, CI = 1.147, 1.315), and proportion of bars or pubs at the city level (RR = 2.257, CI = 1.187, 4.125). HBD and SVN crashes were comparatively less frequent in high outlet density CBG (RR = 0.993, CI = 0.987, 0.999; RR = 0.963, CI = 0.951, 0.975) and adjacent areas (RR = 0.979, CI = 0.962, 0.996; RR = 0.909, CI = 0.883, 0.936), but positively associated with city-level proportions of bars (RR = 3.373, CI = 0.736, 15.644; RR = 10.322, CI = 1.704, 81.215). Overall, a 10% increase in all outlets was related to 2.8% more injury crashes (CI = 2.3, 3.3) and 2.5% more HBDs (CI = 1.7, 3.3). A 10% increase in bars was related to 1.4% more crashes, 4.3% more HBDs, and 10.3% more SVNs. Population size and densities of bars or pubs were found to be associated with crash rates

Alcohol involvement in fatal traffic crashes 1996

DOT National Transportation Integrated Search

1998-01-01

This report presents estimates of alcohol involvement in fatal traffic crashes that occurred during 1996. The data represent a combination of actual blood alcohol concentration (BAC) test results recorded in the Fatal Accident Reporting System (FARS)...

Alcohol involvement in fatal traffic crashes 1998

DOT National Transportation Integrated Search

2001-03-01

This report presents estimates of alcohol involvement in fatal traffic crashes that occurred during 1998. Several comparisons of alcohol involvement for the period 1982-1998 are presented to illustrate changes and trends. The data are abstracted from...

Alcohol involvement in fatal traffic crashes 1999

DOT National Transportation Integrated Search

2001-05-01

This report presents estimates of alcohol invoelement in fatal traffic crashes that occured during 1999. Several comparisons of alcohol involvement for the period 1982-1999 are presented to illustrate changes and trends. The data are abstracted from ...

Alcohol involvement in fatal traffic crashes 1997

DOT National Transportation Integrated Search

2000-08-01

This report presents estimates of alcohol involvement in fatal traffic crashes that occurred during 1997. Several comparisons of alcohol involvement for the period 1982-1997 are presented to illustrate changes and trends. The data are abstracted from...

Cannabis and crash responsibility while driving below the alcohol per se legal limit.

PubMed

Romano, Eduardo; Voas, Robert B; Camp, Bayliss

2017-11-01

There is a growing interest in how extensively the use of marijuana by drivers relates to crash involvement. While cognitive, lab-based studies are consistent in showing that the use of cannabis impairs driving tasks, epidemiological, field-based studies have been inconclusive regarding whether cannabis use causes an increased risk of accidents. There is ample evidence that the presence of cannabis among drivers with a BAC≥0.08g/dL highly increases the likelihood of a motor vehicle crash. Less clear, however, is the contribution of cannabis to crash risk when drivers have consumed very little or no alcohol. This effort addresses this gap in knowledge. We took advantage of a unique database that merged fatal crashes in the California Statewide Integrated Traffic Records System (SWITRS) and the Fatality Analysis Reporting System (FARS), which allows for a precise identification of crash responsibility. To account for recent increase in lab testing, we restricted our sample to cover only the years 1993-2009. A total of 4294 drivers were included in the analyses. Descriptive analyses and logistic regressions were run to model the contribution of alcohol and drugs to the likelihood of being responsible in a fatal crash. We found evidence that compared with drivers negative for alcohol and cannabis, the presence of cannabis elevates crash responsibility in fatal crashes among drivers at zero BACs (OR=1.89) and with 0crashes, in particular in the absence of alcohol, are needed. Copyright © 2017 Elsevier Ltd. All rights reserved.

The impact of alcohol and road traffic policies on crash rates in Botswana, 2004-2011: a time-series analysis.

PubMed

Sebego, Miriam; Naumann, Rebecca B; Rudd, Rose A; Voetsch, Karen; Dellinger, Ann M; Ndlovu, Christopher

2014-09-01

In Botswana, increased development and motorization have brought increased road traffic-related death rates. Between 1981 and 2001, the road traffic-related death rate in Botswana more than tripled. The country has taken several steps over the last several years to address the growing burden of road traffic crashes and particularly to address the burden of alcohol-related crashes. This study examines the impact of the implementation of alcohol and road safety-related policies on crash rates, including overall crash rates, fatal crash rates, and single-vehicle nighttime fatal (SVNF) crash rates, in Botswana from 2004 to 2011. The overall crash rate declined significantly in June 2009 and June 2010, such that the overall crash rate from June 2010 to December 2011 was 22% lower than the overall crash rate from January 2004 to May 2009. Additionally, there were significant declines in average fatal crash and SVNF crash rates in early 2010. Botswana's recent crash rate reductions occurred during a time when aggressive policies and other activities (e.g., education, enforcement) were implemented to reduce alcohol consumption and improve road safety. While it is unclear which of the policies or activities contributed to these declines and to what extent, these reductions are likely the result of several, combined efforts. Copyright © 2014 Elsevier Ltd. All rights reserved.

The Effect of Alcohol and Road Traffic Policies on Crash Rates in Botswana, 2004–2011: A Time-Series Analysis

PubMed Central

Sebego, Miriam; Naumann, Rebecca B.; Rudd, Rose A.; Voetsch, Karen; Dellinger, Ann M.; Ndlovu, Christopher

2015-01-01

In Botswana, increased development and motorization have brought increased road traffic-related death rates. Between 1981 and 2001, the road traffic-related death rate in Botswana more than tripled. The country has taken several steps over the last several years to address the growing burden of road traffic crashes and particularly to address the burden of alcohol-related crashes. This study examines the impact of the implementation of alcohol and road safety-related policies on crash rates, including overall crash rates, fatal crash rates, and single-vehicle nighttime fatal (SVNF) crash rates, in Botswana from 2004 to 2011. The overall crash rate declined significantly in June 2009 and June 2010, such that the overall crash rate from June 2010 to December 2011 was 22% lower than the overall crash rate from January 2004 to May 2009. Additionally, there were significant declines in average fatal crash and SVNF crash rates in early 2010. Botswana’s recent crash rate reductions occurred during a time when aggressive policies and other activities (e.g., education, enforcement) were implemented to reduce alcohol consumption and improve road safety. While it is unclear which of the policies or activities contributed to these declines and to what extent, these reductions are likely the result of several, combined efforts. PMID:24686164

Crash Testing in the Lab: Putting a New Stop to the CO2 Car!

ERIC Educational Resources Information Center

Decker, Rob

2005-01-01

Every year in the United States, the federal government, insurance companies and automobile manufacturers wreck hundreds of cars for safety-testing purposes. All this crashing comes in an effort to rate vehicular safety for the public. Inspired by numerous movies with car chases, dramatic wrecks and television commercials showing car safety tests,…

Analyzing the relationship between car generation and severity of motor-vehicle crashes in Denmark.

PubMed

Rich, Jeppe; Prato, Carlo Giacomo; Hels, Tove; Lyckegaard, Allan; Kristensen, Niels Buus

2013-05-01

While the number of fatalities on Danish roads has decreased in the last 40 years, research has not investigated the contribution of legislation changes, enforcement measures, technological enhancements, infrastructural improvements and human factors to this reduction. In the context of a Danish car market with remarkably high registration tax that causes potential buyers to hold longer onto old cars, the relationship between technological enhancements of vehicles and severity of crashes requires particular attention. The current study investigated the relationship between car generation (i.e., car's first registration year) and injury severity sustained by car drivers involved in accidents in Denmark between 2004 and 2010. A generalized ordered logit model was estimated while controlling for several characteristics of the crash, the vehicle and the persons involved, and a sensitivity analysis was performed to assess the effect of car generation on drivers' injury severity. Results illustrate that newer car generations are associated to significantly lower probability of injury and fatality, and that replacing older cars with newer ones introduces significant and not to be overlooked benefits for both population and society. Copyright © 2013 Elsevier Ltd. All rights reserved.

Crash analysis of lower extremity injuries in children restrained in forward-facing car seats during front and rear impacts.

PubMed

Bennett, Tellen D; Kaufman, Robert; Schiff, Melissa; Mock, Charles; Quan, Linda

2006-09-01

The mechanism, crash characteristics, and spectrum of lower extremity injuries in children restrained in forward-facing car seats during front and rear impacts have not been described. We identified in two databases children who sustained lower extremity injuries while restrained in forward-facing car seats. To identify the mechanism, we analyzed crash reconstructions from three frontal-impact cases from the Crash Injury Research and Engineering Network. To further describe the crash and injury characteristics we evaluated children between 1 and 4 years of age with lower extremity injuries from front or rear impacts in the National Automotive Sampling System (NASS) Crashworthiness Data System (CDS) database. Crash reconstruction data demonstrated that the likely mechanism of lower extremity injury was contact between the legs and the front seatbacks. In the CDS database, we identified 15 children with lower extremity injuries in a forward-facing child seat, usually (13 out of 15) placed in the rear seat, incurred in frontal impacts (11 out of 15). Several (5 out of 15) children were in unbelted or improperly secured forward-facing car seats. Injury Severity Scores varied widely (5-50). Children in forward-facing car seats involved in severe front or rear crashes may incur a range of lower extremity injury from impact with the car interior component in front of them. Crash scene photography can provide useful information about anatomic sites at risk for injury and alert emergency department providers to possible subtle injury.

How can we reduce alcohol-related road crash deaths among young Australians?

PubMed

Hall, Wayne D; Wallace, Angela L; Cobiac, Linda J; Doran, Christopher M; Vos, Theo

2010-04-19

In the United States, policy experiments over a 20-year period have demonstrated that road crash deaths among young adults can be substantially reduced by raising the minimum legal drinking age to 21 years. A recent evaluation of the cost-effectiveness of policies for reducing alcohol-related harm in Australia found that, if the US experience were to be replicated in Australia, raising the minimum legal drinking age would be more cost-effective than random breath testing and drink-driving campaigns. Given the major political obstacles to increasing the minimum legal drinking age, we propose another policy that could achieve a similar reduction in road crash deaths - requiring licensed drivers to maintain a blood alcohol concentration (BAC) of zero until at least the age of 21 years (close to the current policy of zero BAC until age 22 years in Victoria), and preferably until 25 years. This would allow young Australians to drink or drive but not to combine these activities for at least the first several years of driving. If all Australian jurisdictions had adopted this policy in 2003, 17 deaths could have been be averted among young Australians as they aged from 18 to 21 years and many more serious injuries could have been prevented each year. If we had enforced a zero BAC until age 25, the number of deaths averted until age 25 years could have been as high as 50.

Crash compatibility between cars and light trucks: benefits of lowering front-end energy-absorbing structure in SUVs and pickups.

PubMed

Baker, Bryan C; Nolan, Joseph M; O'Neill, Brian; Genetos, Alexander P

2008-01-01

Passenger vehicles are designed to absorb crash energy in frontal crashes through deformation or crush of energy-absorbing structures forward of the occupant compartment. In collisions between cars and light trucks (i.e., pickups and SUVs), however, the capacity of energy-absorption structures may not be fully utilized because mismatches often exist between the heights of these structures in the colliding vehicles. In 2003 automakers voluntarily committed to new design standards aimed at reducing the height mismatches between cars and light trucks. By September 2009 all new light trucks will have either the primary front structure (typically the frame rails) or a secondary structure connected to the primary structure low enough to interact with the primary structures in cars, which for most cars is about the height of the front bumper. To estimate the overall benefit of the voluntary commitment, the real-world crash experience of light trucks already meeting the height-matching criteria was compared with that of light trucks not meeting the criteria for 2000-2003 model light trucks in collisions with passenger cars during calendar years 2001-2004. The estimated benefits of lower front energy-absorbing structure were a 19 percent reduction (p<0.05) in fatality risk to belted car drivers in front-to-front crashes with light trucks and a 19 percent reduction (p<0.05) in fatality risk to car drivers in front-to-driver-side crashes with light trucks.

Alcohol-related risk of driver fatalities: an update using 2007 data.

PubMed

Voas, Robert B; Torres, Pedro; Romano, Eduardo; Lacey, John H

2012-05-01

The purpose of this study was to determine whether the relative risk of being involved in an alcohol-related crash has changed over the decade from 1996 to 2007, a period during which there has been little evidence of a reduction in the percentage of all fatal crashes involving alcohol. We compared blood-alcohol information for the 2006 and 2007 crash cases (N = 6,863, 22.8% of them women) drawn from the U.S. Fatality Analysis Reporting System (FARS) with control blood-alcohol data from participants in the 2007 U.S. National Roadside Survey (N = 6,823). Risk estimates were computed and compared with those previously obtained from the 1996 FARS and roadside survey data. Although the adult relative risk of being involved in a fatal alcohol-related crash apparently did not change from 1996 to 2007, the risk for involvement in an alcohol-related crash for underage women has increased to the point where it has become the same as that for underage men. Further, the risk that sober underage men will become involved in a fatal crash has doubled over the 1996-2007 period. Compared with estimates obtained from a decade earlier, young women in this study are at an increased risk of involvement in alcohol-related crashes. Similarly, underage sober drivers in this study are more at risk of involvement in a crash than they were a decade earlier.

Alcohol involvement in fatal crashes : comparisons among countries

DOT National Transportation Integrated Search

2001-06-01

This report describes the different definitions of key elements in the measurement of alcohol involvement in crashes in 20 different countries. Specifically, countries differ in their definitions of alcohol involvement (e.g., driver only, driver and ...

Effects of a 2009 Illinois Alcohol Tax Increase on Fatal Motor Vehicle Crashes.

PubMed

Wagenaar, Alexander C; Livingston, Melvin D; Staras, Stephanie S

2015-09-01

We examined the effects of a 2009 increase in alcohol taxes in Illinois on alcohol-related fatal motor vehicle crashes. We used an interrupted time-series design, with intrastate and cross-state comparisons and measurement derived from driver alcohol test results, for 104 months before and 28 months after enactment. Our analyses used autoregressive moving average and generalized linear mixed Poisson models. We examined both population-wide effects and stratifications by alcohol level, age, gender, and race. Fatal alcohol-related motor vehicle crashes declined 9.9 per month after the tax increase, a 26% reduction. The effect was similar for alcohol-impaired drivers with positive alcohol levels lower than 0.15 grams per deciliter (-22%) and drivers with very high alcohol levels of 0.15 or more (-25%). Drivers younger than 30 years showed larger declines (-37%) than those aged 30 years and older (-23%), but gender and race stratifications did not significantly differ. Increases in alcohol excise taxes, such as the 2009 Illinois act, could save thousands of lives yearly across the United States as part of a comprehensive strategy to reduce alcohol-impaired driving.

Effects of a 2009 Illinois Alcohol Tax Increase on Fatal Motor Vehicle Crashes

PubMed Central

Livingston, Melvin D.; Staras, Stephanie S.

2015-01-01

Objectives. We examined the effects of a 2009 increase in alcohol taxes in Illinois on alcohol-related fatal motor vehicle crashes. Methods. We used an interrupted time-series design, with intrastate and cross-state comparisons and measurement derived from driver alcohol test results, for 104 months before and 28 months after enactment. Our analyses used autoregressive moving average and generalized linear mixed Poisson models. We examined both population-wide effects and stratifications by alcohol level, age, gender, and race. Results. Fatal alcohol-related motor vehicle crashes declined 9.9 per month after the tax increase, a 26% reduction. The effect was similar for alcohol-impaired drivers with positive alcohol levels lower than 0.15 grams per deciliter (−22%) and drivers with very high alcohol levels of 0.15 or more (−25%). Drivers younger than 30 years showed larger declines (−37%) than those aged 30 years and older (−23%), but gender and race stratifications did not significantly differ. Conclusions. Increases in alcohol excise taxes, such as the 2009 Illinois act, could save thousands of lives yearly across the United States as part of a comprehensive strategy to reduce alcohol-impaired driving. PMID:25790414

Long-term impact on alcohol-involved crashes of lowering the minimum purchase age in New Zealand.

PubMed

Huckle, Taisia; Parker, Karl

2014-06-01

We assessed the long-term effect of lowering the minimum purchase age for alcohol from age 20 to age 18 years on alcohol-involved crashes in New Zealand. We modeled ratios of drivers in alcohol-involved crashes to drivers in non-alcohol-involved crashes by age group in 3 time periods using logistic regression, controlling for gender and adjusting for multiple comparisons. Before the law change, drivers aged 18 to 19 and 20 to 24 years had similar odds of an alcohol-involved crash (P = .1). Directly following the law change, drivers aged 18 to 19 years had a 15% higher odds of being in an alcohol-involved crash than did drivers aged 20 to 24 years (P = .038). In the long term, drivers aged 18 to 19 years had 21% higher odds of an alcohol-involved crash than did the age control group (P ≤ .001). We found no effects for fatal alcohol-involved crashes alone and no trickle-down effects for the youngest group. Lowering the purchase age for alcohol was associated with a long-term impact on alcohol-involved crashes among drivers aged 18 to 19 years. Raising the minimum purchase age for alcohol would be appropriate.

Long-Term Impact on Alcohol-Involved Crashes of Lowering the Minimum Purchase Age in New Zealand

PubMed Central

Parker, Karl

2014-01-01

Objectives. We assessed the long-term effect of lowering the minimum purchase age for alcohol from age 20 to age 18 years on alcohol-involved crashes in New Zealand. Methods. We modeled ratios of drivers in alcohol-involved crashes to drivers in non–alcohol-involved crashes by age group in 3 time periods using logistic regression, controlling for gender and adjusting for multiple comparisons. Results. Before the law change, drivers aged 18 to 19 and 20 to 24 years had similar odds of an alcohol-involved crash (P = .1). Directly following the law change, drivers aged 18 to 19 years had a 15% higher odds of being in an alcohol-involved crash than did drivers aged 20 to 24 years (P = .038). In the long term, drivers aged 18 to 19 years had 21% higher odds of an alcohol-involved crash than did the age control group (P ≤ .001). We found no effects for fatal alcohol-involved crashes alone and no trickle-down effects for the youngest group. Conclusions. Lowering the purchase age for alcohol was associated with a long-term impact on alcohol-involved crashes among drivers aged 18 to 19 years. Raising the minimum purchase age for alcohol would be appropriate. PMID:24825211

Drug and alcohol crash risk : a case-control study.

DOT National Transportation Integrated Search

2016-12-01

This study used a case-control design to estimate the risk of crashes involving drivers using drugs, alcohol or both. Data was collected in Virginia Beach, Virginia, for 20 months. The study obtained biological measures on more than 3,000 crash...

Patterns of severe injury in pediatric car crash victims: Crash Injury Research Engineering Network database.

PubMed

Brown, J Kristine; Jing, Yuezhou; Wang, Stewart; Ehrlich, Peter F

2006-02-01

Motor vehicle crashes (MVCs) account for 50% of pediatric trauma. Safety improvements are typically tested with child crash dummies using an in vitro model. The Crash Injury Research Engineering Network (CIREN) provides an in vivo validation process. Previous research suggest that children in lateral crashes or front-seat locations have higher Injury Severity Scale scores and lower Glasgow Coma Scale scores than those in frontal-impact crashes. However, specific injury patterns and crash characteristics have not been characterized. Data were collected from the CIREN multidisciplinary crash reconstruction network (10 pediatric trauma centers). Injuries were examined with regard to crash direction (frontal/lateral), restraint use, seat location, and change in velocity at impact (DeltaV). Injuries were limited to Abbreviated Injury Scale (AIS) scores of 3 or higher and included head, thoracic, abdominal, pelvic, spine, and long bone (orthopedic) injuries. Standard age groupings (0-4, 5-9, 10-14, and 15-18 years) were used. Statistical analyses used Fisher's Exact test and multiple logistic regressions. Four hundred seventeen MVCs with 2500 injuries were analyzed (males = 219, females = 198). Controlling for DeltaV and age, children in lateral-impact crashes (n = 232) were significantly more likely to suffer severe injuries to the head and thorax as compared with children in frontal crashes (n = 185), who were more likely to suffer severe spine and orthopedic injuries. Children in a front-seat (n = 236) vs those in a back-seat (n = 169) position had more injuries to the thoracic (27% vs 17%), abdominal (21% vs 13%), pelvic (11% vs 1%), and orthopedic (28% vs 10%) regions (P < .05 for all). Seat belts were protective for pelvic (5% vs 12% unbelted) and orthopedic (15% vs 40%) injuries (odds ratio = 3, P < .01 for both). A reproducible pattern of injury is noted for children involved in lateral-impact crashes characterized by head and chest injuries. The Injury Severity

Relative risk of fatal crash involvement by BAC, age, and gender

DOT National Transportation Integrated Search

2000-04-01

The objective of this study was to re-examine and refine estimates for alcohol-related relative risk of driver involvement in fatal crashes by age and gender as a function of blood alcohol concentration (BAC) using recent data. The method of study wa...

The effects of studded tires on fatal crashes with passenger cars and the benefits of electronic stability control (ESC) in Swedish winter driving.

PubMed

Strandroth, Johan; Rizzi, Matteo; Olai, Maria; Lie, Anders; Tingvall, Claes

2012-03-01

This study set out to examine the effects of studded tires on fatal crashes on roads covered with ice or snow in Sweden and also to investigate the extra benefits of electronic stability control (ESC) during the winter months. Two different studies are presented in this paper. Both studies used an induced exposure approach. In the main study, 369 in-depth studies of fatal crashes with passenger cars were analyzed to determine whether loss-of-control (LOC) had been a major component or not. Only crashes involving cars without ESC and equipped with approved studded or non-studded winter tires were analyzed. The additional study used police-reported crashes that occurred during the winter seasons 2003-2010, involving passenger cars with and without ESC. While police records in Sweden do not include any tire information, it was assumed that most cars involved in crashes during the winter period would be equipped with studded tires. Findings in the main study showed that in 64% of the fatal crashes on roads covered with ice or snow LOC had been a major component. Furthermore, in 82% of LOC crashes, the passenger car over-steered prior to collision. Studded tires were found to have a statistically significant effect of 42% in terms of fatal crash reduction on roads covered with ice or snow, compared to non-studded winter tires. The effect on dry or wet roads in the winter was negative, although statistically non-significant. In the additional study, it was found that ESC further reduced crashes with injuries by 29%. The benefits on severe and fatal crashes were slightly greater (32%), although the lower 95% confidence limit was lower. Although studded tires were shown to reduce the risk of fatal crash involvement, compared to non-studded winter tires, the proportion of LOC and over-steering among cars with studded tires was large (59% and 49%, respectively). It was therefore concluded that studded tires do not prevent all LOC crashes, while ESC has benefits in those

Requirements of a system to reduce car-to-vulnerable road user crashes in urban intersections.

PubMed

Habibovic, Azra; Davidsson, Johan

2011-07-01

Intersection crashes between cars and vulnerable road users (VRUs), such as pedestrians and bicyclists, often result in injuries and fatalities. Advanced driver assistance systems (ADASs) can prevent, or mitigate, these crashes. To derive functional requirements for such systems, an understanding of the underlying contributing factors and the context in which the crashes occur is essential. The aim of this study is to use microscopic and macroscopic crash data to explore the potential of information and warning providing ADASs, and then to derive functional sensor, collision detection, and human-machine interface (HMI) requirements. The microscopic data were obtained from the European project SafetyNet. Causation charts describing contributing factors for 60 car-to-VRU crashes had been compiled and were then also aggregated using the SafetyNet Accident Causation System (SNACS). The macroscopic data were obtained from the Swedish national crash database, STRADA. A total of 9702 crashes were analyzed. The results show that the most frequent contributing factor to the crashes was the drivers' failure to observe VRUs due to reduced visibility, reduced awareness, and/or insufficient comprehension. An ADAS should therefore help drivers to observe the VRUs in time and to enhance their ability to interpret the development of events in the near future. The system should include a combination of imminent and cautionary collision warnings, with additional support in the form of information about intersection geometry and traffic regulations. The warnings should be deployed via an in-vehicle HMI and according to the likelihood of crash risk. The system should be able to operate under a variety of weather and light conditions. It should have the capacity to support drivers when their view is obstructed by physical objects. To address problems that vehicle-based sensors may face in this regard, the use of cooperative systems is recommended. Copyright © 2011 Elsevier Ltd. All

Reducing alcohol-impaired driving crashes through the use of social marketing.

PubMed

Rothschild, Michael L; Mastin, Beth; Miller, Thomas W

2006-11-01

Over the past decade there has been little decrease in the number of alcohol-related driving fatalities. During this time most interventions have been educational or legal. This paper presents the results of a field experiment that used social marketing to introduce a new ride program into three rural communities. Almost all people in the 21-34-year-old target know that they should not drive while impaired, and most agree it is not a good thing to do, but for many the opportunity to behave properly does not exist. The Road Crew program was developed using new product development techniques and implemented by developing broad coalitions within the communities. A key feature of the program included rides to, between, and home from bars in older luxury vehicles. Results showed a significant shift in riding/driving behavior, especially among 21-34-year olds, a projected 17% decline in alcohol-related crashes in the first year, no increase in drinking behavior, and large savings between the reactive cost of cleaning up after a crash and the proactive cost of avoiding a crash. Programs have become self-sustaining based on fares and tavern contributions, and have become part of the life style in the treatment communities.

Impact of the 1994 alcohol production and sales deregulation policy on traffic crashes and fatalities in Japan.

PubMed

Desapriya, Ediriweera; Fujiwara, Takeo; Dutt, Namrata; Arason, Neil; Pike, Ian

2012-09-01

. Many studies have demonstrated a strong relationship between alcohol availability and traffic crashes involving alcohol-impaired drivers. The present analysis focuses on the evaluation of the impact of alcohol availability on the Japanese population by comparing fatal and nonfatal motor vehicle crash rates before and after implementation of the alcohol deregulation policy in 1994. Participants and method. Poisson regression with robust standard error was used to model the before-to-after change in incidence rate ratios (IRRs) in the population. To control for potential confounders, per capita alcohol consumption, unemployment rate, and vehicle miles travelled (VMT) were also added to the model. The exponents of the fitted coefficients are equivalent to the IRRs. . Implementation of the policy deregulating alcohol sales and production did not appear to increase traffic fatalities and other traffic crashes in Japan. In the overall study results, nighttime fatalities were reduced statistically significantly by 6% since the implementation of the alcohol deregulation policy in 1994. Discussion. Contrary to previous research, the findings of this study demonstrated lower rates of fatalities and higher compliance with alcohol-related driving legislation. Further well-designed, nonaligned studies on alcohol availability and traffic fatalities in other countries are urgently needed.

Vital Sign Monitoring and Mobile Phone Usage Detection Using IR-UWB Radar for Intended Use in Car Crash Prevention.

PubMed

Leem, Seong Kyu; Khan, Faheem; Cho, Sung Ho

2017-05-30

In order to avoid car crashes, active safety systems are becoming more and more important. Many crashes are caused due to driver drowsiness or mobile phone usage. Detecting the drowsiness of the driver is very important for the safety of a car. Monitoring of vital signs such as respiration rate and heart rate is important to determine the occurrence of driver drowsiness. In this paper, robust vital signs monitoring through impulse radio ultra-wideband (IR-UWB) radar is discussed. We propose a new algorithm that can estimate the vital signs even if there is motion caused by the driving activities. We analyzed the whole fast time vital detection region and found the signals at those fast time locations that have useful information related to the vital signals. We segmented those signals into sub-signals and then constructed the desired vital signal using the correlation method. In this way, the vital signs of the driver can be monitored noninvasively, which can be used by researchers to detect the drowsiness of the driver which is related to the vital signs i.e., respiration and heart rate. In addition, texting on a mobile phone during driving may cause visual, manual or cognitive distraction of the driver. In order to reduce accidents caused by a distracted driver, we proposed an algorithm that can detect perfectly a driver's mobile phone usage even if there are various motions of the driver in the car or changes in background objects. These novel techniques, which monitor vital signs associated with drowsiness and detect phone usage before a driver makes a mistake, may be very helpful in developing techniques for preventing a car crash.

Vital Sign Monitoring and Mobile Phone Usage Detection Using IR-UWB Radar for Intended Use in Car Crash Prevention

PubMed Central

Leem, Seong Kyu; Khan, Faheem; Cho, Sung Ho

2017-01-01

In order to avoid car crashes, active safety systems are becoming more and more important. Many crashes are caused due to driver drowsiness or mobile phone usage. Detecting the drowsiness of the driver is very important for the safety of a car. Monitoring of vital signs such as respiration rate and heart rate is important to determine the occurrence of driver drowsiness. In this paper, robust vital signs monitoring through impulse radio ultra-wideband (IR-UWB) radar is discussed. We propose a new algorithm that can estimate the vital signs even if there is motion caused by the driving activities. We analyzed the whole fast time vital detection region and found the signals at those fast time locations that have useful information related to the vital signals. We segmented those signals into sub-signals and then constructed the desired vital signal using the correlation method. In this way, the vital signs of the driver can be monitored noninvasively, which can be used by researchers to detect the drowsiness of the driver which is related to the vital signs i.e., respiration and heart rate. In addition, texting on a mobile phone during driving may cause visual, manual or cognitive distraction of the driver. In order to reduce accidents caused by a distracted driver, we proposed an algorithm that can detect perfectly a driver's mobile phone usage even if there are various motions of the driver in the car or changes in background objects. These novel techniques, which monitor vital signs associated with drowsiness and detect phone usage before a driver makes a mistake, may be very helpful in developing techniques for preventing a car crash. PMID:28556818

The relationship of different socioeconomic variables and alcohol consumption with nighttime fatal traffic crashes in Spain: 1978-1993.

PubMed

González-Luque, J C; Rodríguez-Artalejo, F

2000-01-01

This paper identifies the variables associated with alcohol-related fatal traffic crashes (AFTC) in Spain. In addition, and for the first time in this country, these variables are used to describe the trend in AFTC, and to study the relationship between AFTC and alcohol consumption over the period 1976-1993. To this end, official data were obtained from the Traffic Department (Dirección General de Tráfico), the National Statistics Institute (Instituto Nacional de Estadística), and from international publications on trends in alcohol consumption. Nighttime fatal crashes (NFC) and male-driver single-vehicle nighttime fatal crashes (MNFC) were strongly associated with AFTC rates in Spain. A further finding was the decrease in NFC and MNFC rates during the period 1978-1993, though this decrease proved of a lower magnitude than that observed for daytime crashes. No relationship was observed between alcohol consumption at the population level and NFC or MNFC rates. The fatal crash rate, particularly the daytime rate, showed a rise with wealth level, as measured by gross domestic product and national private consumption, and an inverse relationship with the unemployment rate. The relationship between the fatal crash rate and economic variables was due, in most part, to changes in vehicle-km travelled.

Methodology for determining motorcycle operator crash risk and alcohol impairment. Vol. 2, Literature review report

DOT National Transportation Integrated Search

2007-04-01

Alcohol involvement continues to be a prominent factor in motorcycle crashes. Drinking and driving have been researched extensively, and the relationship between a drivers' blood alcohol concentration (BAC) and crash risk is well understood. Unfortun...

Latent Classes of Polydrug Users as a Predictor of Crash Involvement and Alcohol Consumption.

PubMed

Scherer, Michael; Romano, Eduardo; Voas, Robert; Taylor, Eileen

2018-05-01

Polydrug users have been shown to be at higher risk for alcohol consumption and crash involvement. However, research has shown that polydrug groups differ in some important ways. It is currently unknown how polydrug-using groups differ in terms of crash involvement and alcohol consumption. The current study used latent class analysis to examine subgroups of polydrug users (n = 384) among a sample of drivers in Virginia Beach, Virginia (N = 10,512). A series of logistic regression analyses were conducted to determine the relationship between polydrug use categories and crash involvement and alcohol consumption. Four distinct subclasses of users were identified among polydrug-using drivers: Class 1 is the "marijuana-amphetamines class" and accounts for 21.6% of polydrug users. Class 2 is the "benzo-antidepressant class" and accounts for 39.0% of polydrug users. Class 3 is the "opioid-benzo class" and accounts for 32.7% of polydrug users. Finally, Class 4 is the "marijuana-cocaine class" and accounts for 6.7% of the study sample. Drivers in the opioid-benzo class were significantly more likely than those in any other class as well as non-drug users and single-drug users to be involved in a crash and were more likely than those in most other conditions to consume alcohol. No significant difference was found between marijuana-amphetamine users or benzo-antidepressant users and non-drug users on crash risk. Some polydrug users are indeed at greater risk for crash involvement and alcohol consumption; however, not all polydrug users are significantly worse than single-drug users and/or non-drug users, and the practice of lumping polydrug users together when predicting crash risk runs the risk of inaccurately attributing crash involvement to certain drivers.

Sleep-related car crashes: risk perception and decision-making processes in young drivers.

PubMed

Lucidi, Fabio; Russo, Paolo Maria; Mallia, Luca; Devoto, Alessandra; Lauriola, Marco; Violani, Cristiano

2006-03-01

The aim of the present study is to analyse factors affecting worries, coping strategies and decisions of young drivers regarding the risk of sleep-related car crashes. Furthermore, the study also analyses whether framing the same information about sleepiness in two different linguistic forms influences: (1) the evaluation of the level of risk associated to a specific level of drowsiness (Attribute Framing problem); (2) the willingness to enact strategies to "prevent" sleepiness before night-time driving (Goal Framing problem); (3) the choice between two different ways, both of equal expected efficacy, of lowering drowsiness (Risky decision-making Framing problem). Six hundred and ninety-five young drivers [(57.6% females, 42.4% males); mean age 20.85 years (S.D.=1.2)] answered questions on drive risk perception and sleepiness, on nocturnal driving experience and on the strategies to deal with driver sleepiness, responding to one of the two different versions of the framed problems. A sub-sample of 130 participants completed the framed problems in both versions. The results show that experiences of sleep attacks and nocturnal driving frequency in the past 6 months affect both risk perception and the preventive strategies adopted. Furthermore, the manipulation on two out of the three problems (attribute and risky decision-making frames) significantly affected the respondents' evaluation.

Roof strength and injury risk in rollover crashes of passenger cars.

PubMed

Brumbelow, Matthew L; Teoh, Eric R

2009-12-01

A 2009 study by the Insurance Institute for Highway Safety found that midsize SUVs with stronger roofs, as measured in quasi-static tests, had lower risk of ejection and lower risk of injury for nonejected drivers. The objective of the present study was to determine whether a similar association exists for other vehicle groups. Twelve small passenger cars were evaluated according to Federal Motor Vehicle Safety Standard 216 test conditions. Crash databases in 14 states provided more than 20,000 single-vehicle rollover crashes involving these vehicles. Logistic regression analyses were used to evaluate the effect of roof strength on the rate of driver injury while assessing and controlling for the effects of driver age, vehicle stability, state, and other factors where necessary. Small cars with stronger roofs had lower overall rates of serious injury, lower rates of ejection, and lower rates of injury for nonejected drivers. Although the effect on ejection was somewhat smaller for cars than for SUVs, the overall pattern of injury results was consistent. For roof strength-to-weight ratio measured within 5 in. (SWR(5)), a one-unit increase (e.g., from 2.0 to 3.0) was associated with a 22 percent reduction in risk of incapacitating or fatal driver injury in single-vehicle rollovers. This compares with a 24 percent reduction estimated for a similar change in roof strength among midsize SUVs. The association between vehicle roof strength and occupant injury risk in rollover crashes appears robust across different vehicle groups and across roof SWR(5) values, varying from just more than 1.5 to just less than 4.0. If roofs were to increase in strength by one SWR(5), a 20-25 percent reduction in risk of serious injury in rollovers would be expected. Still, even if all vehicle roofs were as strong as the strongest roof measured, many rollover injuries still would occur, indicating the need for additional research and countermeasures.

Accident analysis to support the development of strategies for the prevention of brain injuries in car crashes.

PubMed

Antona-Makoshi, Jacobo; Mikami, Koji; Lindkvist, Mats; Davidsson, Johan; Schick, Sylvia

2018-08-01

This study estimated the frequency and risk of Moderate-to-Maximal traumatic brain injuries sustained by occupants in motor vehicle crashes in the US. National Automotive Sampling System - Crashworthiness Data System crashes that occurred in years 2001-2015 with light vehicles produced 2001 or later were incorporated in the study. Crash type, crash severity, car model year, belt usage and occupant age and sex were controlled for in the analysis. The results showed that Moderate concussions account for 79% of all MAIS brain 2+ injuries. Belted occupants were at lower risks than unbelted occupants for most brain injury categories, including concussions. After controlling for the effects of age and crash severity, belted female occupants involved in frontal crashes were estimated to be 1.5 times more likely to sustain a concussion than male occupants in similar conditions. Belted elderly occupants were found to be at 10.5 and 8 times higher risks for sub-dural haemorrhages than non-elderly belted occupants in frontal and side crashes, respectively. Adopted occupant protection strategies appear to be insufficient to achieve significant decreases in risk of both life-threatening brain injuries and concussions for all car occupants. Further effort to develop occupant and injury specific strategies for the prevention of brain injuries are needed. This study suggests that these strategies may consider prioritization of life-threatening brain vasculature injuries, particularly in elderly occupants, and concussion injuries, particularly in female occupants. Copyright © 2018 Elsevier Ltd. All rights reserved.

Crash energy management : one- and two-car passenger rail impact tests - summary of structural and occupant test results

DOT National Transportation Integrated Search

2016-12-01

Two full-scale impact tests were conducted to measure the crashworthiness performance of Crash Energy Management (CEM) equipped passenger rail cars. On December 3, 2003, a single car impacted a fixed barrier at approximately 35 mph and on February 26...

Comparison between Euro NCAP test results and real-world crash data.

PubMed

Kullgren, Anders; Lie, Anders; Tingvall, Claes

2010-12-01

The objective of this study was 2-fold: first, to compare Euro NCAP safety ratings of cars with those published by the Folksam real-world injury ratings; and second, to compare injury risk measures between Euro NCAP 2 and 5 Star cars with real-world injury and disability outcomes using police and insurance injury data. Car models were grouped according to the Euro NCAP star rating scores. Folksam risk of injury ratings come from statistical analysis of real-world crashes using police and insurance databases. The paired comparison method using 2-car crashes was used to control for crash speed and the mass differences between cars of different weights were normalized. For all comparisons, 5-star rated Euro NCAP cars were found to have a lower risk of injury compared to 2-star rated cars (5-star cars were 10% ± 2.5% lower risk than 2-star cars). For fatal and serious injuries, the difference was 23 ± 8 percent, and for fatal injuries alone the difference was 68 ± 32 percent. By comparison, the Folksam 5-star rated cars had a relative risk of 0.020 ± 0.0024, whereas 2-star rated car risk was 0.028 ± 0.0016, corresponding to a 27 percent difference in risk between 5- and 2-star cars. Good correlation was found between Euro NCAP test results and real-world injury outcomes. The largest difference in injury risk between 2- and 5-star rated cars in Euro NCAP was found for risk of fatality, confirming that car manufacturers have focused their safety performance on serious crash outcomes. In addition, Euro NCAP crash tests were shown to be highly correlated with serious crash performance, confirming their relevance for evaluating real-world crash performance. Good concordance was found between Euro NCAP and Folksam real-world crash and injury ratings.

Optimization of Car Body under Constraints of Noise, Vibration, and Harshness (NVH), and Crash

NASA Technical Reports Server (NTRS)

Kodiyalam, Srinivas; Yang, Ren-Jye; Sobieszczanski-Sobieski, Jaroslaw (Editor)

2000-01-01

To be competitive on the today's market, cars have to be as light as possible while meeting the Noise, Vibration, and Harshness (NVH) requirements and conforming to Government-man dated crash survival regulations. The latter are difficult to meet because they involve very compute-intensive, nonlinear analysis, e.g., the code RADIOSS capable of simulation of the dynamics, and the geometrical and material nonlinearities of a thin-walled car structure in crash, would require over 12 days of elapsed time for a single design of a 390K elastic degrees of freedom model, if executed on a single processor of the state-of-the-art SGI Origin2000 computer. Of course, in optimization that crash analysis would have to be invoked many times. Needless to say, that has rendered such optimization intractable until now. The car finite element model is shown. The advent of computers that comprise large numbers of concurrently operating processors has created a new environment wherein the above optimization, and other engineering problems heretofore regarded as intractable may be solved. The procedure, shown, is a piecewise approximation based method and involves using a sensitivity based Taylor series approximation model for NVH and a polynomial response surface model for Crash. In that method the NVH constraints are evaluated using a finite element code (MSC/NASTRAN) that yields the constraint values and their derivatives with respect to design variables. The crash constraints are evaluated using the explicit code RADIOSS on the Origin 2000 operating on 256 processors simultaneously to generate data for a polynomial response surface in the design variable domain. The NVH constraints and their derivatives combined with the response surface for the crash constraints form an approximation to the system analysis (surrogate analysis) that enables a cycle of multidisciplinary optimization within move limits. In the inner loop, the NVH sensitivities are recomputed to update the NVH

The impact of policies regulating alcohol trading hours and days on specific alcohol-related harms: a systematic review.

PubMed

Sanchez-Ramirez, Diana C; Voaklander, Donald

2018-02-01

Evidence supports the expectation that changes in time of alcohol sales associate with changes in alcohol-related harm in both directions. However, to the best of our knowledge, no comprehensive systematic reviews had examined the effect of policies restricting time of alcohol trading on specific alcohol-related harms. To compile existing evidence related to the impact of policies regulating alcohol trading hours/days of on specific harm outcomes such as: assault/violence, motor vehicle crashes/fatalities, injury, visits to the emergency department/hospital, murder/homicides and crime. Systematic review of literature studying the impact of policies regulation alcohol trading times in alcohol-related harm, published between January 2000 and October 2016 in English language. Results support the premise that policies regulating times of alcohol trading and consumption can contribute to reduce injuries, alcohol-related hospitalisations/emergency department visits, homicides and crime. Although the impact of alcohol trading policies in assault/violence and motor vehicle crashes/fatalities is also positive, these associations seem to be more complex and require further study. Evidence suggests a potential direct effect of policies that regulate alcohol trading times in the prevention of injuries, alcohol-related hospitalisations, homicides and crime. The impact of these alcohol trading policies in assault/violence and motor vehicle crashes/fatalities is less compelling. © Article author(s) (or their employer(s) unless otherwise stated in the text of the article) 2018. All rights reserved. No commercial use is permitted unless otherwise expressly granted.

Effects of enforcement intensity on alcohol impaired driving crashes.

PubMed

Fell, James C; Waehrer, Geetha; Voas, Robert B; Auld-Owens, Amy; Carr, Katie; Pell, Karen

2014-12-01

Research measuring levels of enforcement has investigated whether increases in police activities (e.g., checkpoints, driving-while-intoxicated [DWI] special patrols) above some baseline level are associated with reduced crashes and fatalities. Little research, however, has attempted to quantitatively measure enforcement efforts and relate different enforcement levels to specific levels of the prevalence of alcohol-impaired driving. The objective of this study was to investigate the effects of law-enforcement intensity in a sample of communities on the rate of crashes involving a drinking driver. We analyzed the influence of different enforcement strategies and measures: (1) specific deterrence - annual number of driving-under-the-influence (DUI) arrests per capita; (2) general deterrence - frequency of sobriety checkpoint operations; (3) highly visible traffic enforcement - annual number of traffic stops per capita; (4) enforcement presence - number of sworn officers per capita; and (5) overall traffic enforcement - the number of other traffic enforcement citations per capita (i.e., seat belt citations, speeding tickets, and other moving violations and warnings) in each community. We took advantage of nationwide data on the local prevalence of impaired driving from the 2007 National Roadside Survey (NRS), measures of DUI enforcement activity provided by the police departments that participated in the 2007 NRS, and crashes from the General Estimates System (GES) in the same locations as the 2007 NRS. We analyzed the relationship between the intensity of enforcement and the prevalence of impaired driving crashes in 22-26 communities with complete data. Log-linear regressions were used throughout the study. A higher number of DUI arrests per 10,000 driving-aged population was associated with a lower ratio of drinking-driver crashes to non-drinking-driver crashes (p=0.035) when controlling for the percentage of legally intoxicated drivers on the roads surveyed in the

Factors Related to Fatal Injury in Frontal Crashes Involving European Cars

PubMed Central

Frampton, Richard; Page, Marianne; Thomas, Pete

2006-01-01

Despite considerable improvements in frontal impact crashworthiness, frontal crashes still account for a major number of front seat occupant fatalities in Great Britain. This study attempted to determine the remaining potential for further fatality reduction with passive safety improvements in frontal crashes. No evidence was found to support an increase in crash test speeds. Instead, assessment of scope for survival showed that at least 27% of all fatal drivers and 39% of all fatal front seat passengers have survival potential given attention to older occupant’s chest injury tolerance and passenger compartment intrusion under 60 km/h. Considering only fatal frontal crashes that might be assessed with a barrier test, showed an estimated survival potential of at least 49% of belted drivers and 60% of belted front seat passengers. The high proportion of unbelted fatalities suggested that targeting unbelted occupant protection could have additional benefit. PMID:16968628

Quantifying the role of risk-taking behaviour in causation of serious road crash-related injury.

PubMed

Turner, Cathy; McClure, Rod

2004-05-01

This study was designed to quantify the increased risk of road crash-related injury, which can be attributed to risk-taking behaviour. A case-control study was conducted to compare motor vehicle drivers (car and bike) who had been hospitalised for injuries following crashes with population-based controls. Cases were recruited prospectively over 12 months and controls were randomly selected from license holders (car and bike) living in the same geographical location as cases. A self-administered questionnaire was used to ascertain participants' driving behaviour, general risk-taking behaviour and selected demographic characteristics. After adjusting for demographic variables, number of years of driving and total distance driven per week, logistic regression analysis showed that a high risk acceptance was associated with an eight-fold increased risk of having a crash that resulted in serious injury (OR 7.8, 95% CI 4.2-15.8). The findings of this study support the suggestion that certain host factors increase the risk of crash-related serious injury. There would appear to be a reasonable argument for persisting with injury prevention programmes, which concentrate on host as well as environment risk factor reduction.

Stand-off detection of alcohol in car cabins

NASA Astrophysics Data System (ADS)

Młyńczak, Jarosław; Kubicki, Jan; Kopczyński, Krzysztof

2014-01-01

The results of experiments concerning detection of alcohol vapors in car cabins using a laboratory device, which was developed and built at the Institute of Optoelectronics at the Military University of Technology, are described. The work is a continuation of the investigations presented in an earlier paper. On the basis of those results, the whole device was designed and built. Then it was investigated using a car with special system simulating a driver under the influence of alcohol. To simulate the appropriate concentration of alcohol in human blood, a special method of generation of alcohol vapor was developed.

Traffic environment and demographic factors affecting impaired driving and crashes

PubMed Central

Romano, Eduardo O.; Peck, Raymond C.; Voas, Robert B.

2012-01-01

Introduction Data availability has forced researchers to examine separately the role of alcohol among drivers who crashed and drivers who did not crash. Such a separation fails to account fully for the transition from impaired driving to an alcohol-related crash. Method In this study, we analyzed recent data to investigate how traffic-related environments, conditions, and drivers’ demographics shape the likelihood of a driver being either involved in a crash (alcohol impaired or not) or not involved in a crash (alcohol impaired or not). Our data, from a recent case–control study, included a comprehensive sampling of the drivers in nonfatal crashes and a matched set of comparison drivers in two U.S. locations. Multinomial logistic regression was applied to investigate the likelihood that a driver would crash or would not crash, either with a blood alcohol concentration (BAC)=.00 or with a BAC≥.05. Conclusions To our knowledge, this study is the first to examine how different driver characteristics and environmental factors simultaneously contribute to alcohol use by crash-involved and non-crash-involved drivers. This effort calls attention to the need for research on the simultaneous roles played by all the factors that may contribute to motor vehicle crashes. PMID:22385743

Impact of State Ignition Interlock Laws on Alcohol-Involved Crash Deaths in the United States.

PubMed

Kaufman, Elinore J; Wiebe, Douglas J

2016-05-01

To investigate the impact on alcohol-involved crash deaths of universal ignition interlock requirements, which aim to prevent people convicted of driving under the influence of alcohol from driving while intoxicated. We used data from the National Highway Traffic Safety Administration for 1999 to 2013. From 2004 to 2013, 18 states made interlocks mandatory for all drunk-driving convictions. We compared alcohol-involved crash deaths between 18 states with and 32 states without universal interlock requirements, accounting for state and year effects, and for clustering within states. Policy impact was apparent 3 years after implementation. The adjusted rate of alcohol-involved crash deaths was 4.7 (95% confidence interval [CI] = 4.0, 5.4) per 100,000 in states with the universal interlock requirement, compared with 5.5 (95% CI = 5.48, 5.53) in states without, an absolute reduction of 0.8 (95% CI = 0.1, 1.5) deaths per 100,000 per year. Requiring ignition interlocks for all drunk-driving convictions was associated with 15% fewer alcohol-involved crash deaths, compared with states with less-stringent requirements. Interlocks are a life-saving technology that merit wider use.

Examination of the role of the combination of alcohol and cannabis in South Australian road crashes.

PubMed

Baldock, M R J; Lindsay, V L

2015-01-01

The aim of the present study was to examine the role of cannabis in road crashes in South Australia, with a particular focus on the extent to which crashes involving cannabis also involve alcohol. Hospital data, police-reported crash data, and the results of forensic tests of blood samples for drugs and alcohol were collected for 1,074 crash participants (drivers or motorcyclists) admitted to hospital. A sample of 135 coroners' reports was also examined to determine the role of alcohol and cannabis in fatal crashes. The 3 years of linked data for hospital admission cases revealed that alcohol played a greater role in road crashes than other drugs. Approximately 1 in 5 drivers or motorcyclists had a blood alcohol concentration (BAC) above the legal limit of 0.05. Routine testing for cannabis, methamphetamine, and MDMA revealed a drug-positive rate of approximately 1 in 10 of those tested, with over half of these positive to cannabis. More than a third of cannabis cases also involved alcohol. The majority of those who were positive for alcohol had a BAC above 0.15 g/100 mL. BACs were similarly high among drivers positive for both alcohol and cannabis. The findings of the hospital data and the coroners' reports were consistent with each other in terms of providing confirmation that alcohol is still the drug associated with the greatest level of road trauma on South Australian roads. Furthermore, alcohol was also present in around half of the cannabis cases and, when present, tended to be present at very high levels. The results of this study emphasize that, although drug driving is clearly a problem, the most important form of impaired driving that needs to be the target of enforcement is drink driving. Roadside drug testing is important but should not be conducted in such a way that reduces the deterrent value of random breath testing.

Pre-licensed driving experience and car crash involvement during the learner and restricted, licence stages of graduated driver licensing: Findings from the New Zealand drivers study.

PubMed

Begg, Dorothy J; Langley, John D; Brookland, Rebecca L; Ameratunga, Shanthi; Gulliver, Pauline

2014-01-01

The aim of this study was to determine whether pre-licence driving experiences, that is driving before beginning the licensing process, increased or decreased crash risk as a car driver, during the learner or the restricted licence stages of the graduated driver licensing system (GDLS). Study participants were 15-24 year old members of the New Zealand Drivers Study (NZDS) - a prospective cohort study of newly licensed car drivers. The interview stages of the NZDS are linked to, the three licensing stages of the GDLS: learner, restricted and full. Baseline demographic (age, ethnicity, residential location, deprivation), personality (impulsivity, sensation seeking, aggression) and, behavioural data, (including pre-licensed driving behaviour), were obtained at the learner licence interview. Data on distance driven and crashes that occurred at the learner licence and restricted licence stages, were reported at the restricted and full licence interviews, respectively. Crash data were also obtained from police traffic crash report files and this was combined with the self-reported crash data. The analysis of the learner licence stage crashes, when only supervised driving is allowed, was based on the participants who had passed the restricted licence test and undertaken the NZDS, restricted licence interview (n=2358). The analysis of the restricted licence stage crashes, when unsupervised driving is first allowed, was based on those who had passed the full licence test and completed the full licence interview (n=1428). After controlling for a range of demographic, personality, behavioural variables and distance driven, Poisson regression showed that the only pre-licence driving behaviour that showed a consistent relationship with subsequent crashes was on-road car driving which was associated with an increased risk of being the driver in a car crash during the learner licence period. This research showed that pre-licensed driving did not reduce crash risk among learner or

Fatal crash involvement and laws against alcohol-impaired driving.

PubMed

Zador, P L; Lund, A K; Fields, M; Weinberg, K

1989-01-01

It is estimated that in 1985 about 1,560 fewer drivers were involved in fatal crashes because of three types of drinking-driving laws. The laws studied were per se laws that define driving under the influence using blood alcohol concentration (BAC) thresholds; laws that provide for administrative license suspension or revocation prior to conviction for driving under the influence (often referred to as "administrative per se" laws); and laws that mandate jail or community service for first convictions of driving under the influence. It is estimated that if all 48 of the contiguous states adopted laws similar to those studied here, and if these new laws had effects comparable to those reported here, another 2,600 fatal driver involvements could be prevented each year. During hours when typically at least half of all fatally injured drivers have a BAC over 0.10 percent, administrative suspension/revocation is estimated to reduce the involvement of drivers in fatal crashes by about 9 percent; during the same hours, first offense mandatory jail/community service laws are estimated to have reduced driver involvement by about 6 percent. The effect of per se laws was estimated to be a 6 percent reduction during hours when fatal crashes typically are less likely to involve alcohol. These results are based on analyses of drivers involved in fatal crashes in the 48 contiguous states of the United States during the years 1978 to 1985.

The impact of cognitive deficit on self-reported car crashes in ultra-octogenarian population: data of an Italian population-based study.

PubMed

Rozzini, Luca; Riva, Maddalena; Zanetti, Marina; Gottardi, Federica; Caratozzolo, Salvatore; Vicini Chilovi, Barbara; Trabucchi, Marco; Padovani, Alessandro

2013-06-01

To examine the usefulness of specific neurocognitive tests for predicting the crash involvement in ultra-octogenarian population. A total of 800 subjects (mean age 82.4 + 3.1 years) underwent a battery of neuropsychological tests. Global intellectual functioning was assessed using the Mini Mental State Examination, mental flexibility and information processing speed were assessed using the Trail Making Test parts A and B (TMT-A and TMT-B), long-term memory was evaluated with the short story, and visuo-spatial skills were tested with Clock Drawing Test. One year after this evaluation, 343 (43%) participants have been interviewed by a telephone call to know if they were currently driving and if they had a car crash during this period. Two hundred ninety-seven subjects had their driving license renewed and completed the follow-up 1 year after. Data shows that less than 11% of this group had a car crash during the first year of observation (Crash Involved). Older subjects involved in a car crash showed significant worse performances on TMT-B (TMT-B pathological Crash Involved vs. Noncrash Involved 47% vs. 27%; p = 0.02) and on short story (short story pathological Crash Involved vs. Noncrash Involved 19% vs. 5%; p = 0.02). Trail Making test B and short story have been demonstrated to provide a predictive value of driving performance of older people. Therefore, we suggest that a simple and standardized battery of neuropsychological tests, lasting about 30 min and administered by an experienced staff, is a good diagnostic instrument for risk prevention of driving activity of older drivers. Copyright © 2012 John Wiley & Sons, Ltd.

Fatal Traffic Crashes Involving Drinking Drivers: What have we Learned?

PubMed Central

Fell, James C.; Tippetts, A. Scott; Voas, Robert B.

2009-01-01

Alcohol involvement in fatal crashes (any driver with a blood alcohol concentration [BAC] = .01g/dL or greater) in 2007 was more than three times higher at night (6 p.m.–6 a.m.) than during the day (6 a.m.–6 p.m.) (62% versus 19%). Alcohol involvement was 35% during weekdays compared to 54% on weekends. Nearly one in four drivers (23%) of personal vehicles (e.g., passenger cars or light trucks) and more than one in four motorcyclists (27%) in fatal crashes were intoxicated (i.e., had a BAC equal to or greater than the .08 g/dL illegal limit in the United States). In contrast, only 1% of the commercial drivers of heavy trucks had BACs equal to .08 g/dL or higher. More than a quarter (26%) of the drivers with high BACs (≥.15 g/dL) did not have valid licenses. The 21- to 24-age group had the highest proportion (35%) of drivers with BACs≥.08 g/dL, followed by the 25- to 34-age group (29%). The oldest and the youngest drivers had the lowest percentages of BACs≥ .08 g/dL: those aged 75 or older were at 4%, and those aged 16 to 20 were at 17%. Utah had the lowest rate of intoxicated drivers in fatal crashes at one in every eight drivers (12%), followed by Kentucky, Indiana, Iowa, New Hampshire, and Kansas, all at 17%. Montana (31%), South Carolina (31%), and North Dakota (39%) all had more than 3 in 10 drivers in fatal crashes who were intoxicated in 2007. The United States enjoyed a remarkable downward trend in alcohol-related crashes between 1982 and 1995, which has since leveled off. That trend coincided with a period during which per capita national alcohol consumption declined, the number of young drivers decreased, and the proportion of female drivers increased. Those factors alone, however, did not appear to account for the overall reduction. This provides further evidence that impaired-driving laws and safety program activity may have been responsible for at least some of the decline. However, there was a general worldwide decline in alcohol-related

Motor Vehicle Crashes, Medical Outcomes, and Hospital Charges Among Children Aged 1-12 Years - Crash Outcome Data Evaluation System, 11 States, 2005-2008.

PubMed

Sauber-Schatz, Erin K; Thomas, Andrea M; Cook, Lawrence J

2015-10-02

Motor vehicle crashes are a leading cause of death among children. Age- and size-appropriate restraint use is an effective way to prevent motor vehicle-related injuries and deaths. However, children are not always properly restrained while riding in a motor vehicle, and some are not restrained at all, which increases their risk for injury and death in a crash. 2005-2008. The Crash Outcome Data Evaluation System (CODES) is a multistate program facilitated by the National Highway Traffic Safety Administration to probabilistically link police crash reports and hospital databases for traffic safety analyses. Eleven participating states (Connecticut, Georgia, Kentucky, Maryland, Minnesota, Missouri, Nebraska, New York, Ohio, South Carolina, and Utah) submitted data to CODES during the reporting period. Descriptive analysis was used to describe drivers and child passengers involved in motor vehicle crashes and to summarize crash and medical outcomes. Odds ratios and 95% confidence intervals were used to compare a child passenger's likelihood of sustaining specific types of injuries by restraint status (optimal, suboptimal, or unrestrained) and seating location (front or back seat). Because of data constraints, optimal restraint use was defined as a car seat or booster seat use for children aged 1-7 years and seat belt use for children aged 8-12 years. Suboptimal restraint use was defined as seat belt use for children aged 1-7 years. Unrestrained was defined as no use of car seat, booster seat, or seat belt for children aged 1-12 years. Optimal restraint use in the back seat declined with child's age (1 year: 95.9%, 5 years: 95.4%, 7 years: 94.7%, 8 years: 77.4%, 10 years: 67.5%, 12 years: 54.7%). Child restraint use was associated with driver restraint use; 41.3% of children riding with unrestrained drivers also were unrestrained compared with 2.2% of children riding with restrained drivers. Child restraint use also was associated with impaired driving due to alcohol or

The relationship of alcohol safety laws to drinking drivers in fatal crashes

DOT National Transportation Integrated Search

1999-08-01

This paper presents an analysis of the relationships between the passage of key alcohol safety laws and the number of drinking drivers in fatal crashes. The study evaluated the impact of three major alcohol safety laws (administrative license revocat...

49 CFR 238.403 - Crash energy management.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 49 Transportation 4 2014-10-01 2014-10-01 false Crash energy management. 238.403 Section 238.403... Equipment § 238.403 Crash energy management. (a) Each power car and trailer car shall be designed with a crash energy management system to dissipate kinetic energy during a collision. The crash energy...

49 CFR 238.403 - Crash energy management.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 49 Transportation 4 2013-10-01 2013-10-01 false Crash energy management. 238.403 Section 238.403... Equipment § 238.403 Crash energy management. (a) Each power car and trailer car shall be designed with a crash energy management system to dissipate kinetic energy during a collision. The crash energy...

49 CFR 238.403 - Crash energy management.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 49 Transportation 4 2012-10-01 2012-10-01 false Crash energy management. 238.403 Section 238.403... Equipment § 238.403 Crash energy management. (a) Each power car and trailer car shall be designed with a crash energy management system to dissipate kinetic energy during a collision. The crash energy...

49 CFR 238.403 - Crash energy management.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 49 Transportation 4 2011-10-01 2011-10-01 false Crash energy management. 238.403 Section 238.403... Equipment § 238.403 Crash energy management. (a) Each power car and trailer car shall be designed with a crash energy management system to dissipate kinetic energy during a collision. The crash energy...

Driver alcohol involvement in fatal crashes by age group and vehicle type

DOT National Transportation Integrated Search

2006-07-01

The data in this research note demonstrate that while the overall proportion of passenger vehicle drivers with alcohol in fatal crashes is lower in older age groups, the median blood : alcohol concentration (BAC) is generally higher for those age gro...

Impact of State Ignition Interlock Laws on Alcohol-Involved Crash Deaths in the United States

PubMed Central

Wiebe, Douglas J.

2016-01-01

Objectives. To investigate the impact on alcohol-involved crash deaths of universal ignition interlock requirements, which aim to prevent people convicted of driving under the influence of alcohol from driving while intoxicated. Methods. We used data from the National Highway Traffic Safety Administration for 1999 to 2013. From 2004 to 2013, 18 states made interlocks mandatory for all drunk-driving convictions. We compared alcohol-involved crash deaths between 18 states with and 32 states without universal interlock requirements, accounting for state and year effects, and for clustering within states. Results. Policy impact was apparent 3 years after implementation. The adjusted rate of alcohol-involved crash deaths was 4.7 (95% confidence interval [CI] = 4.0, 5.4) per 100 000 in states with the universal interlock requirement, compared with 5.5 (95% CI = 5.48, 5.53) in states without, an absolute reduction of 0.8 (95% CI = 0.1, 1.5) deaths per 100 000 per year. Conclusions. Requiring ignition interlocks for all drunk-driving convictions was associated with 15% fewer alcohol-involved crash deaths, compared with states with less-stringent requirements. Interlocks are a life-saving technology that merit wider use. PMID:26985604

Regression Model for Light Weight and Crashworthiness Enhancement Design of Automotive Parts in Frontal CAR Crash

NASA Astrophysics Data System (ADS)

Bae, Gihyun; Huh, Hoon; Park, Sungho

This paper deals with a regression model for light weight and crashworthiness enhancement design of automotive parts in frontal car crash. The ULSAB-AVC model is employed for the crash analysis and effective parts are selected based on the amount of energy absorption during the crash behavior. Finite element analyses are carried out for designated design cases in order to investigate the crashworthiness and weight according to the material and thickness of main energy absorption parts. Based on simulations results, a regression analysis is performed to construct a regression model utilized for light weight and crashworthiness enhancement design of automotive parts. An example for weight reduction of main energy absorption parts demonstrates the validity of a regression model constructed.

Low levels of alcohol impair driving simulator performance and reduce perception of crash risk in partially sleep deprived subjects.

PubMed

Banks, Siobhan; Catcheside, Peter; Lack, Leon; Grunstein, Ron R; McEvoy, R Doug

2004-09-15

Partial sleep deprivation and alcohol consumption are a common combination, particularly among young drivers. We hypothesized that while low blood alcohol concentration (<0.05 g/dL) may not significantly increase crash risk, the combination of partial sleep deprivation and low blood alcohol concentration would cause significant performance impairment. Experimental Sleep Disorders Unit Laboratory 20 healthy volunteers (mean age 22.8 years; 9 men). Subjects underwent driving simulator testing at 1 am on 2 nights a week apart. On the night preceding simulator testing, subjects were partially sleep deprived (5 hours in bed). Alcohol consumption (2-3 standard alcohol drinks over 2 hours) was randomized to 1 of the 2 test nights, and blood alcohol concentrations were estimated using a calibrated Breathalyzer. During the driving task subjects were monitored continuously with electroencephalography for sleep episodes and were prompted every 4.5 minutes for answers to 2 perception scales-performance and crash risk. Mean blood alcohol concentration on the alcohol night was 0.035 +/- 0.015 g/dL. Compared with conditions during partial sleep deprivation alone, subjects had more microsleeps, impaired driving simulator performance, and poorer ability to predict crash risk in the combined partial sleep deprivation and alcohol condition. Women predicted crash risk more accurately than did men in the partial sleep deprivation condition, but neither men nor women predicted the risk accurately in the sleep deprivation plus alcohol condition. Alcohol at legal blood alcohol concentrations appears to increase sleepiness and impair performance and the detection of crash risk following partial sleep deprivation. When partially sleep deprived, women appear to be either more perceptive of increased crash risk or more willing to admit to their driving limitations than are men. Alcohol eliminated this behavioral difference.

The virtual morphology and the main movements of the human neck simulations used for car crash studies

NASA Astrophysics Data System (ADS)

Ciunel, St.; Tica, B.

2016-08-01

The paper presents the studies made on a similar biomechanical system composed by neck, head and thorax bones. The models were defined in a CAD environment which includes Adams algorithm for dynamic simulations. The virtual models and the entire morphology were obtained starting with CT images made on a living human subject. The main movements analyzed were: axial rotation (left-right), lateral bending (left-right) and flexion- extension movement. After simulation was obtained the entire biomechanical behavior based on data tables or diagrams. That virtual model composed by neck and head can be included in complex system (as a car system) and supposed to several impact simulations (virtual crash tests). Also, our research team built main components of a testing device for dummy car crash neck-head system using anatomical data.

Analysis of risk factors affecting driver injury and crash injury with drivers under the influence of alcohol (DUI) and non-DUI.

PubMed

Chen, Huiqin; Chen, Qiang; Chen, Lei; Zhang, Guanjun

2016-11-16

The objective of this research was to study risk factors that significantly influence the severity of crashes for drivers both under and not under the influence of alcohol. Ordinal logistic regression was applied to analyze a crash data set involving drivers under and not under the influence of alcohol in China from January 2011 to December 2014. Four risk factors were found to be significantly associated with the severity of driver injury, including crash partner and intersection type. Age group was found to be significantly associated with the severity of crashes involving drivers under the influence of alcohol. Crash partner, intersection type, lighting conditions, gender, and time of day were found to be significantly associated with severe driver injuries, the last of which was also significantly associated with severe crashes involving drivers not under the influence of alcohol. This study found that pedestrian involvement decreases the odds of severe driver injury when a driver is under the influence of alcohol, with a relative risk of 0.05 compared to the vehicle-to-vehicle group. The odds of severe driver injury at T-intersections were higher than those for traveling along straight roads. Age was shown to be an important factor, with drivers 50-60 years of age having higher odds of being involved in severe crashes compared to 20- to 30-year-olds when the driver was under the influence of alcohol. When the driver was not under the influence of alcohol, drivers suffered more severe injuries between midnight and early morning compared to early nighttime. The vehicle-to-motorcycle and vehicle-to-pedestrian groups experienced less severe driver injuries, and vehicle collisions with fixed objects exhibited higher odds of severe driver injury than did vehicle-to-vehicle impacts. The odds of severe driver injury at cross intersections were 0.29 compared to travel along straight roads. The odds of severe driver injury when street lighting was not available at

Patterns of drug use in fatal crashes.

PubMed

Romano, Eduardo; Pollini, Robin A

2013-08-01

To characterize drug prevalence among fatally injured drivers, identify significant associations (i.e. day of week, time of day, age, gender), and compare findings with those for alcohol. Descriptive and logistic mixed-model regression analyses of Fatality Analysis Reporting System data. US states with drug test results for >80% of fatally injured drivers, 1998-2010. Drivers killed in single-vehicle crashes on public roads who died at the scene of the crash (n = 16 942). Drug test results, blood alcohol concentration (BAC), gender, age and day and time of crash. Overall, 45.1% of fatally injured drivers tested positive for alcohol (39.9% BAC ≥ 0.08) and 25.9% for drugs. The most common drugs present were stimulants (7.2%) and cannabinols (7.1%), followed by 'other' drugs (4.1%), multiple drugs (4.1%), narcotics (2.1%) and depressants (1.5%). Drug-involved crashes occurred with relative uniformity throughout the day while alcohol-involved crashes were more common at night (P < 0.01). The odds of testing positive for drugs varied depending upon drug class, driver characteristics, time of day and the presence of alcohol. Fatal single-vehicle crashes involving drugs are less common than those involving alcohol and the characteristics of drug-involved crashes differ, depending upon drug class and whether alcohol is present. Concerns about drug-impaired driving should not detract from the current law enforcement focus on alcohol-impaired driving. © 2013 Society for the Study of Addiction.

Drinking-Driving and Fatal Crashes: A New Perspective

ERIC Educational Resources Information Center

Zylman, Richard

1975-01-01

Discusses the relationship between alcohol and fatal automobile crashes. Stresses the need for controlled studies in order to determine the correlation between drunk drivers and fatal accidents and to obtain dependable statistics on alcohol-related crashes. (BD)

Evolution of the crashworthiness and aggressivity of the Spanish car fleet.

PubMed

Gómez Méndez, Alvaro; Aparicio Izquierdo, Francisco; Arenas Ramírez, Blanca

2010-11-01

This paper investigates the relationship between a passenger car's year of registration and its crashworthiness and aggressivity in real-world crashes. Crashworthiness is defined as the ability of a car to protect its own occupants, and has been evaluated in single and two-car crashes. Aggressivity is defined as the ability to protect users travelling in other vehicles, and has been evaluated only in two-car crashes. The dependent variable is defined as the proportion of injured drivers who are killed or seriously injured; following previous research, we refer to this magnitude as injury severity. A decrease in the injury severity of a driver is interpreted as an improvement in the crashworthiness of their car; similarly, a decrease in the injury severity of the opponent driver is regarded as an improvement in aggressivity. Data have been extracted from the Spanish Road Accident Database, which contains information on every accident registered by the police in which at least one person was injured. Two types of regression models have been used: logistic regression models in single-car crashes, and generalised estimating equations (GEE) models in two-car crashes. GEE allow to take account of the correlation between the injury severities of drivers involved in the same crash. The independent variables considered have been: year of registration of the subject car (crashworthiness component), year of registration of the opponent car (aggressivity component), and several factors related to road, driver and environment. Our models confirm that crashworthiness has largely improved in two-car crashes: when crashing into the average opponent car, drivers of cars registered before 1985 have a significantly higher probability of being killed or seriously injured than drivers of cars registered in 2000-2005 (odds ratio: 1.80; 95% confidence interval: 1.61; 2.01). In single-car crashes, the improvement in crashworthiness is very slight (odds ratio: 1.04; 95% confidence interval

Sleep quality and motor vehicle crashes in adolescents.

PubMed

Pizza, Fabio; Contardi, Sara; Antognini, Alessandro Baldi; Zagoraiou, Maroussa; Borrotti, Matteo; Mostacci, Barbara; Mondini, Susanna; Cirignotta, Fabio

2010-02-15

Sleep-related complaints are common in adolescents, but their impact on the rate of motor vehicle crashes accidents is poorly known. We studied subjective sleep quality, driving habits, and self-reported car crashes in high-school adolescents. Self-administered questionnaires (with items exploring driving habits) were distributed to 339 students who had a driver's license and attended 1 of 7 high schools in Bologna, Italy. Statistical analysis were performed to describe lifestyle habits, sleep quality, sleepiness, and their relationship with the binary dependent variable (presence or absence of car crashes) to identify the factors significantly affecting the probability of car crashes in a multivariate binary logistic regression model. Nineteen percent of the sample reported bad sleep, 64% complained of daytime sleepiness, and 40% reported sleepiness while driving. Eighty students (24%), 76% of which were males, reported that they had already crashed at least once, and 15% considered sleepiness to have been the main cause of their crash. As compared with adolescents who had not had a crash, those who had at least 1 previous crash reported that they more frequently used to drive (79% vs 62%), drove at night (25% vs 9%), drove while sleepy (56% vs 35%), had bad sleep (29% vs 16%), and used stimulants such as caffeinated soft drinks (32% vs 19%), tobacco (54% vs 27%), and drugs (21% vs 7%). The logistic procedure established a significant predictive role of male sex (p < 0.0001; odds ratio = 3.3), tobacco use (p < 0.0001; odds ratio = 3.2), sleepiness while driving (p = 0.010; odds ratio = 2.1), and bad sleep (p = 0.047; odds ratio = 1.9) for the crash risk. Our results confirm the high prevalence of sleep-related complaints among adolescents and highlight their independent role on self-reported crash risk.

Fatal car fires from rear-end crashes: the effects of fuel tank placement before and after regulation.

PubMed Central

Robertson, L S

1993-01-01

A federal standard for fuel tank integrity in cars was applied to 1977 and subsequent models. National data indicate that fatalities per 10,000 occupants in rear-end crashes of small cars, where fire was the most harmful event, were reduced by approximately 57% if the fuel tank was located behind the rear axle and 77% if the tank was situated directly above or in front of the rear axle. PMID:8342730

Minimum Purchasing Age for Alcohol and Traffic Crash Injuries Among 15- to 19-Year-Olds in New Zealand

PubMed Central

Kypri, Kypros; Voas, Robert B.; Langley, John D.; Stephenson, Shaun C.R.; Begg, Dorothy J.; Tippetts, A. Scott; Davie, Gabrielle S.

2006-01-01

Objectives. In 1999, New Zealand lowered the minimum purchasing age for alcohol from 20 to 18 years. We tested the hypothesis that this increased traffic crash injuries among 15- to 19-year-olds. Methods. Poisson regression was used to compute incidence rate ratios for the after to before incidence of alcohol-involved crashes and hospitalized injuries among 18- to 19-year-olds and 15- to 17-year-olds (20- to 24-year-olds were the reference). Results. Among young men, the ratio of the alcohol-involved crash rate after the law change to the period before was 12% larger (95% confidence interval [CI]=1.00, 1.25) for 18- to 19-year-olds and 14% larger (95% CI=1.01, 1.30) for 15- to 17-year-olds, relative to 20- to 24-year-olds. Among young women, the equivalent ratios were 51% larger (95% CI=1.17, 1.94) for 18- to 19-year-olds and 24% larger (95% CI=0.96, 1.59) for 15- to 17-year-olds. A similar pattern was observed for hospitalized injuries. Conclusions. Significantly more alcohol-involved crashes occurred among 15-to 19-year-olds than would have occurred had the purchase age not been reduced to 18 years. The effect size for 18- to 19-year-olds is remarkable given the legal exceptions to the pre-1999 law and its poor enforcement. PMID:16317197

Alcohol effects on motor vehicle crash injury.

PubMed

Waller, Patricia F; Hill, Elizabeth M; Maio, Ronald F; Blow, Frederic C

2003-04-01

Although alcohol is frequently present in injured patients, whether it exacerbates injury and whether tolerance to alcohol changes such a relationship is less clear. Most clinical studies do not consider other important predictors of injury, making interpretation of their findings problematic. To examine alcohol's role in injuries, taking into account other important factors, and to examine the effect of tolerance, if any. Prospective cohort study. University hospital and community hospital emergency departments and morgue. 1362 Motor Vehicle Crash patients age >/=18, treated and released, admitted, and deceased. Excess injury measured by Injury Severity Scale (ISS) 90, Weighted Revised Trauma Score (WRTS), and G-Score. Using regression analysis, the best predictors of injury severity were vehicle crush (TAD), safety belt use, and their interaction, and age. Alcohol use further predicted injury. Using the final regression model, the effect of alcohol was to increase ISS90, on average, by about 30% (from a predicted ISS90 of 5.1 to 6.8, all else being equal). The adjusted odds ratio for serious injury (ISS90>15), was 1.59 for a patient with a positive blood alcohol concentration (alc+) compared to a alc- patient. This potentiating effect is seen even for patients with low levels of alcohol (<22 mmol/liter; <0.100 BAC) but is not linear with increasing alcohol level. Tolerance to alcohol did not affect the potentiation of injury by alcohol. When other relevant variables are considered, alcohol increases injury, but the effects of alcohol level and alcohol tolerance are less clear. These findings have important implications for injury prevention, treatment, and research.

Analysis of work zone rear-end crash risk for different vehicle-following patterns.

PubMed

Weng, Jinxian; Meng, Qiang; Yan, Xuedong

2014-11-01

This study evaluates rear-end crash risk associated with work zone operations for four different vehicle-following patterns: car-car, car-truck, truck-car and truck-truck. The deceleration rate to avoid the crash (DRAC) is adopted to measure work zone rear-end crash risk. Results show that the car-truck following pattern has the largest rear-end crash risk, followed by truck-truck, truck-car and car-car patterns. This implies that it is more likely for a car which is following a truck to be involved in a rear-end crash accident. The statistical test results further confirm that rear-end crash risk is statistically different between any two of the four patterns. We therefore develop a rear-end crash risk model for each vehicle-following pattern in order to examine the relationship between rear-end crash risk and its influencing factors, including lane position, the heavy vehicle percentage, lane traffic flow and work intensity which can be characterized by the number of lane reductions, the number of workers and the amount of equipment at the work zone site. The model results show that, for each pattern, there will be a greater rear-end crash risk in the following situations: (i) heavy work intensity; (ii) the lane adjacent to work zone; (iii) a higher proportion of heavy vehicles and (iv) greater traffic flow. However, the effects of these factors on rear-end crash risk are found to vary according to the vehicle-following patterns. Compared with the car-car pattern, lane position has less effect on rear-end crash risk in the car-truck pattern. The effect of work intensity on rear-end crash risk is also reduced in the truck-car pattern. Copyright © 2014 Elsevier Ltd. All rights reserved.

Factors Influencing Injury Severity of Bicyclists Involved in Crashes with Motor Vehicles: Bike Lanes, Alcohol, Lighting, Speed, and Helmet Use.

PubMed

Helak, Kelsey; Jehle, Dietrich; McNabb, Daniel; Battisti, Amanda; Sanford, Steward; Lark, Mary Claire

2017-07-01

In 2014, 726 bicyclists were killed and an additional 50,000 were injured in crashes with motor vehicles. The number of cyclists in the United States is increasing, and as a result there has been a call for more bike lanes. We examined the difference in the severity of injury of bicyclists involved in motor vehicle crashes when riding in the traffic lane compared with riding in a bike lane or on a paved shoulder. We also controlled for other safety factors, including alcohol use, travel speed, posted speed, helmet usage, and lighting conditions to determine their impact on bicyclist safety. Single-year National Automotive Sampling System-General Estimates System files were used to analyze data regarding the bike lanes, and multiyear data were used to analyze the additional factors. Univariate and multiple regression analyses controlling for confounders were performed on the data. When adjusting for speed limit, alcohol use by driver, weather conditions, time of day, and helmet use, the cyclist's position had no significant effect on the severity of injury ( P = 0.57). The severity of injury was significantly greater when the driver or bicyclist had been drinking alcohol ( P < 0.0001 and P < 0.003, respectively). Bicyclists were more severely injured when vehicles moved at greater speeds and the posted speed limit was higher ( P < 0.0001 for both). Also, injury severity was found to be significantly higher when lighting conditions were "dark" ( P < 0.0001). Our findings suggest that simply having a dedicated space for bicyclists, such as a bike lane or a paved shoulder, does not reduce the severity of injuries sustained when a crash with a motor vehicle takes place. Cyclist safety could be improved by implementing changes that affect vehicle speed, alcohol use by drivers, and lighting conditions. Moreover, emergency physicians should be aware that when they receive a report of a cyclist being struck by a car in a bike lane, they should prepare to treat injuries of

Arkansas 2006 traffic crash statistics

DOT National Transportation Integrated Search

2006-01-01

On all public roads in Arkansas during 2006 there were: : 67,485 total crashes reported, a 2.9% decrease from 2005 : 596 fatal crashes reported, no change from 2005 : 665 fatalities reported, a 1.7% increase from 2005 : 307 alcohol/drug related f...

Sleep Quality and Motor Vehicle Crashes in Adolescents

PubMed Central

Pizza, Fabio; Contardi, Sara; Antognini, Alessandro Baldi; Zagoraiou, Maroussa; Borrotti, Matteo; Mostacci, Barbara; Mondini, Susanna; Cirignotta, Fabio

2010-01-01

Study Objectives: Sleep-related complaints are common in adolescents, but their impact on the rate of motor vehicle crashes accidents is poorly known. We studied subjective sleep quality, driving habits, and self-reported car crashes in high-school adolescents. Methods: Self-administered questionnaires (with items exploring driving habits) were distributed to 339 students who had a driver's license and attended 1 of 7 high schools in Bologna, Italy. Statistical analysis were performed to describe lifestyle habits, sleep quality, sleepiness, and their relationship with the binary dependent variable (presence or absence of car crashes) to identify the factors significantly affecting the probability of car crashes in a multivariate binary logistic regression model. Results: Nineteen percent of the sample reported bad sleep, 64% complained of daytime sleepiness, and 40% reported sleepiness while driving. Eighty students (24%), 76% of which were males, reported that they had already crashed at least once, and 15% considered sleepiness to have been the main cause of their crash. As compared with adolescents who had not had a crash, those who had at least 1 previous crash reported that they more frequently used to drive (79% vs 62%), drove at night (25% vs 9%), drove while sleepy (56% vs 35%), had bad sleep (29% vs 16%), and used stimulants such as caffeinated soft drinks (32% vs 19%), tobacco (54% vs 27%), and drugs (21% vs 7%). The logistic procedure established a significant predictive role of male sex (p < 0.0001; odds ratio = 3.3), tobacco use (p < 0.0001; odds ratio = 3.2), sleepiness while driving (p = 0.010; odds ratio = 2.1), and bad sleep (p = 0.047; odds ratio = 1.9) for the crash risk. Conclusions: Our results confirm the high prevalence of sleep-related complaints among adolescents and highlight their independent role on self-reported crash risk. Citation: Pizza F; Contardi S; Baldi Antognini A; Zagoraiou M; Borrotti M; Mostacci B; Mondini S; Cirignotta F

Arkansas 2008 traffic crash statistics

DOT National Transportation Integrated Search

2008-01-01

On all public roads in Arkansas during 2008 there were: : 63,137 total crashes reported, a 4.9% decrease from 2007 : 552 fatal crashes reported, a 5.5% decrease from 2007 : 600 fatalities reported, a 7.7% decrease from 2007 : 265 alcohol/drug related...

Arkansas 2009 traffic crash statistics

DOT National Transportation Integrated Search

2009-01-01

On all public roads in Arkansas during 2007 there were: 66,393 total crashes reported, a 1.6% decrease from 2006 584 fatal crashes reported, a 2.0% decrease from 2006 650 fatalities reported, a 2.3% decrease from 2006 276 alcohol/drug related fat...

The impact of later trading hours for hotels on levels of impaired driver road crashes and driver breath alcohol levels.

PubMed

Chikritzhs, Tanya; Stockwell, Tim

2006-09-01

To examine the impact of later trading hours for licensed hotels in Perth, Western Australia on levels of associated impaired driver road crashes and driver breath alcohol levels (BALs). Police data on the "last place of drinking" for impaired drivers involved in road crashes and their corresponding BALs were examined to identify those associated with Perth hotels between 1 July 1990 and 30 June 1997. During this period, 43 (23%) of the 186 hotels meeting study criteria were granted an Extended Trading Permit for 1 a.m. closing (ETP hotels), while the rest continued to close at midnight (non-ETP hotels). Time-series analyses employing multiple linear regressions were applied to determine whether an association existed between the introduction of extended trading and (i) monthly levels of impaired driver road crashes associated with ETP hotels and (ii) driver BALs associated with ETP hotels. Trends associated with non-ETP hotels were included as controls and possible confounders were considered. After controlling for the trend in crash rates associated with non-ETP hotels and the introduction of mobile police breath testing stations to Perth freeways, a significant increase in monthly crash rates for ETP hotels was found. This relationship was largely accounted for by higher volumes of high-alcohol content beer, wine and spirits purchased by ETP hotels. No relation was found between driver BALs and the introduction of ETPs. Late trading was associated with increased levels of impaired driver road crashes and alcohol consumption, particularly high-risk alcoholic beverages. Greater numbers of patrons and characteristics specific to clientele of hotels which applied for late trading hours (i.e. younger age, greater propensity to drunk-drive, preference for high-risk beverages) were suggested as having contributed to this increase.

Alcohol and drug involvement in motorcycle driver injuries in the city of Sao Paulo, Brazil: Analysis of crash culpability and other associated factors.

PubMed

de Carvalho, Heraclito Barbosa; Andreuccetti, Gabriel; Rezende, Marcelo Rosa; Bernini, Celso; Silva, Jorge Santos; Leyton, Vilma; D'Andréa Greve, Julia Maria

2016-05-01

Earlier studies have already identified that a greater proportion of injured drivers are under the effects of illicit drugs than alcohol in Brazil, but the crash risk attributable to each substance is still unknown. Injured motorcycle drivers who were involved in traffic accidents in the West Zone of the city of Sao Paulo were recruited for a cross-sectional study based on crash culpability analysis. Alcohol and drug positivity among drivers was evaluated according to their responsibility for the crash. Culpability ratios were generated based on the proportion of drivers who were deemed culpable in relation to those considered not culpable according to the use of drugs and alcohol. Of the 273 drivers recruited, 10.6% tested positive for alcohol. Among those who were also tested for drugs (n=232), 20.3% had consumed either alcohol and/or other drugs, 15.5% of whom were positive only for drugs other than alcohol, specifically cannabis and cocaine. Drivers who tested positive for alcohol were significantly less likely to possess a valid driver's license and to report driving professionally, whereas those who had consumed only drugs were more likely to drive professionally. The culpability ratio estimated for alcohol-positive drivers was three times higher than that for alcohol-free drivers, showing a superior ratio than drivers who had consumed only drugs other than alcohol, who presented a 1.7 times higher culpability ratio than drug-free drivers. Substance use was overrepresented among culpable motorcycle drivers, with alcohol showing a greater contribution to crash culpability than other drugs. Copyright © 2016 Elsevier Ireland Ltd. All rights reserved.

Injury severity of pedestrians, bicyclists and motorcyclists resulting from crashes with reversing cars.

PubMed

Decker, Sebastian; Otte, Dietmar; Cruz, Dana Leslie; Müller, Christian Walter; Omar, Mohamed; Krettek, Christian; Brand, Stephan

2016-09-01

Pedestrians, bicyclists and motorcyclists can suffer serious injury in road traffic crashes. To date, no studies examine the injury severity within this vulnerable cohort following collisions with reversing cars. Our institution prospectively maintains a database including medical and technical information regarding traffic accidents in our area, including urban and suburban regions. In a retrospective review of this database, the authors describe the injury severity of pedestrians, bicyclists and motorcyclists following traffic crashes involving reversing cars. Injury severity was described using the abbreviated injury scale (AIS) as well as the maximum abbreviated injury scale (MAIS). This study included 234 crashes occurring between 1999 and 2012. The lower extremity was injured most often while also suffering more severe injuries with a median AIS of 1 compared to 0 in all other documented body regions. The upper extremity was injured second most often. AIS ranging from 4 to 6 were infrequent. AIS 3 however, was documented for the legs in 4.3% of patients. MAIS 0, 1, 2, 3, 5 and 9 were found in 1, 164, 46, 14, 1, and 8 patients in the study cohort, respectively. Pedestrians and motorcyclists were seriously injured in 9.1% and 9.6% of cases, respectively. In contrast, no bicyclists suffered serious injuries. As to the zone of impact, most collisions occurred at the rear center of the vehicle (35%) followed by rear left (26%), rear right (20%), side rear (11%), side center (4%) and side front (3%). 204 (87.2%) collisions occurred during the day, 19 (8.1%) at night and 11 (4.7%) at twilight. Speed was similar in crashes involving pedestrians, bicyclists and motorcyclists, being as high as 7.0±3.6, 7.0±4.0 and 7.9±4.2km/h respectively. This is the first study that analyzes injury severity among these vulnerable road users following collisions with reversing vehicles. The majority of collisions occur at low impact speed during the day. Most injuries resulting

Onset of a Declining Trend in Fatal Motor Vehicle Crashes Involving Drunk-driving in Japan

PubMed Central

Nakahara, Shinji; Katanoda, Kota; Ichikawa, Masao

2013-01-01

Background In Japan, introduction of severe drunk-driving penalties and a lower blood alcohol concentration (BAC) limit in June 2002 was followed by a substantial reduction in fatal alcohol-related crashes. However, previous research suggests that this reduction started before the legal amendments. The causes of the decrease have not been studied in detail. Methods Monthly police data on fatal road traffic crashes from January 1995 to August 2006 were analyzed using a joinpoint regression model to identify change-points in the trends of the proportion of drunk-driving among drivers primarily responsible for fatal crashes. We analyzed the data by BAC level (≥0.5 or <0.5 mg/ml), then conducted analyses stratified by vehicle type (car or motorcycle) and age group (<45 or ≥45 years) only for the proportion of those with a BAC of 0.5 mg/ml or higher. Results Among all drivers, the proportion of those with a BAC of 0.5 mg/ml or higher and those with a BAC greater than 0 but less than 0.5 mg/ml showed a change-point from increase to decrease in February 2000 and in May 2002, respectively. The proportion of those with a BAC of 0.5 mg/ml or higher showed a change-point from increase to decrease in October 1999 among car drivers and in April 2000 among drivers younger than 45 years. There was no change-point among motorcyclists. A change-point from no trend to a decrease in January 2002 was observed among those 45 years or older. Conclusions The change-point identified around the end of 1999 to the start of 2000 suggests that a high-profile fatal crash in November 1999, which drew media attention and provoked public debate, triggered subsequent changes in drunk-driving behavior. PMID:23604061

Methodology for determining motorcycle operator crash risk and alcohol impairment. Vol. 1, Synthesis report on alternative approaches with priorities for research

DOT National Transportation Integrated Search

2007-04-01

Alcohol-involvement continues to be a prominent factor in motorcycle crashes. Automobile-driver drinking and driving has been researched extensively, and the relationship between drivers' blood alcohol concentrations (BAC) and crash risk is well-unde...

Design of the Cross Section Shape of AN Aluminum Crash Box for Crashworthiness Enhancement of a CAR

NASA Astrophysics Data System (ADS)

Kim, S. B.; Huh, H.; Lee, G. H.; Yoo, J. S.; Lee, M. Y.

This paper deals with the crashworthiness of an aluminum crash box for an auto-body with the various shapes of cross section such as a rectangle, a hexagon and an octagon. First, crash boxes with various cross sections were tested with numerical simulation to obtain the energy absorption capacity and the mean load. In case of the simple axial crush, the octagon shape shows higher mean load and energy absorption than the other two shapes. Secondly, the crash boxes were assembled to a simplified auto-body model for the overall crashworthiness. The model consists of a bumper, crash boxes, front side members and a sub-frame representing the behavior of a full car at the low speed impact. The analysis result shows that the rectangular cross section shows the best performance as a crash box which deforms prior to the front side member. The hexagonal and octagonal cross sections undergo torsion and local buckling as the width of cross section decreases while the rectangular cross section does not. The simulation result of the rectangular crash box was verified with the experimental result. The simulation result shows close tendency in the deformed shape and the load-displacement curve to the experimental result.

Impact of graduated driver licensing restrictions on crashes involving young drivers in New Zealand

PubMed Central

Begg, D; Stephenson, S; Alsop, J; Langley, J

2001-01-01

Objective—To determine the impact on young driver crashes of the three main driving restrictions in the New Zealand graduated driver licensing (GDL) system: night-time curfew, no carrying of young passengers, and a blood alcohol limit of 30 mg/100 ml. Method—The database for this study was created by linking police crash reports to hospital inpatient records (1980–95). Multivariate logistic regression was used to compare car crashes involving a young driver licensed before GDL (n=2252) with those who held a restricted graduated licence (n=980) and with those who held a full graduated licence (n=1273), for each of the main driving restrictions. Results—Compared with the pre-GDL group, the restricted licence drivers had fewer crashes at night (p=0.003), fewer involving passengers of all ages (p=0.018), and fewer where alcohol was suspected (p=0.034), but not fewer involving young casualties (p=0.980). Compared with the pre-GDL drivers, those with the full graduated licence had fewer night crashes (p=0.042) but did not differ significantly for any of the other factors examined. Conclusion—These results suggest that some of the GDL restrictions, especially the night-time curfew, have contributed to a reduction in serious crashes involving young drivers. PMID:11770654

Impact of graduated driver licensing restrictions on crashes involving young drivers in New Zealand.

PubMed

Begg, D J; Stephenson, S; Alsop, J; Langley, J

2001-12-01

To determine the impact on young driver crashes of the three main driving restrictions in the New Zealand graduated driver licensing (GDL) system: night-time curfew, no carrying of young passengers, and a blood alcohol limit of 30 mg/100 ml. The database for this study was created by linking police crash reports to hospital inpatient records (1980-95). Multivariate logistic regression was used to compare car crashes involving a young driver licensed before GDL (n=2,252) with those who held a restricted graduated licence (n=980) and with those who held a full graduated licence (n=1,273), for each of the main driving restrictions. Compared with the pre-GDL group, the restricted licence drivers had fewer crashes at night (p=0.003), fewer involving passengers of all ages (p=0.018), and fewer where alcohol was suspected (p=0.034), but not fewer involving young casualties (p=0.980). Compared with the pre-GDL drivers, those with the full graduated licence had fewer night crashes (p=0.042) but did not differ significantly for any of the other factors examined. These results suggest that some of the GDL restrictions, especially the night-time curfew, have contributed to a reduction in serious crashes involving young drivers.

Variations in car crash-related hospitalization costs amongst young adults in New South Wales, Australia.

PubMed

Chen, H Y; Jan, S; Boufous, S; Martiniuk, A L C; Ivers, R; Senserrick, T; Norton, R; Muscatello, D

2012-09-01

This study aims to examine factors associated with variation in crash-related hospitalization costs for young adults in New South Wales (NSW), Australia with a particular focus on types of vehicle occupant, rurality of residence and socioeconomic status (SES). Data on patients aged 17-25 years, admitted to public hospitals due to a crash during July 2000-June 2007 were extracted from the NSW Health Admission Collection database. The hospitalization cost of each admission was calculated based on published charges for specific Australian Refined-Diagnosis Related Groups (AR-DRG). Multivariable analyses using generalized estimating equations were used to estimate costs by vehicle occupant type (driver, passenger and other occupants), rurality of residence (urban, regional and rural areas) and SES (low, moderate and high SES areas). During 2000-2007, there were 11,892 crash-related hospitalizations involving young adults, aged 17-25 years, in NSW. These cost the health sector about A$87.6 million or on average, A$7363 per hospitalization (mean length of stay (LOS) 5.3 days). Compared to drivers, passengers had significantly longer LOS (<0.01) as well as higher hospitalization costs (p = 0.04). Regional and rural young adults had significantly longer LOS and higher hospitalization costs compared to urban young adults (p<0.05). Compared with young adults from high SES areas, young adults from moderate SES areas had significantly higher costs (p = 0.02), whilst the higher costs for young adults of low SES areas was borderline significant (p = 0.06), although differences in LOS by SES were not significant. Annually, young adults' crashes in NSW were estimated to cost the health sector at least A$14.6 million between 2001 and 2007. The higher hospitalization costs and LOS for young adults living in regional and rural vs. urban areas, and those living in moderate and low SES vs. high SES areas partly reflects the severity of these crashes and challenges for treatment. Based

Reductions in deaths in frontal crashes among right front passengers in vehicles equipped with passenger air bags.

PubMed

Braver, E R; Ferguson, S A; Greene, M A; Lund, A K

1997-11-05

Virtually all new cars now are equipped with passenger air bags. Determining whether passenger air bags are saving lives is important, particularly because passenger air bags have caused some deaths among children and adults. To assess the effectiveness of passenger air bags in reducing the risk of death in frontal crashes for right front passengers. Air bags are designed to protect occupants in frontal crashes. Using Fatality Analysis Reporting System data for calendar years 1992 through 1995, the relative frequency of right front passenger deaths in frontal vs nonfrontal fatal crashes was compared for cars with dual air bags and for cars with driver-only air bags. Odds of right front passengers dying in frontal compared with nonfrontal fatal crashes were computed for 1992 through 1995 model year cars with dual air bags and for cars with driver-only air bags. Percentage reductions in right front passenger deaths in dual air bag vehicles were estimated. Right front passenger fatalities were 18% lower than expected in frontal crashes of cars with dual air bags and 11% lower in all crashes. An estimated 73 fewer than expected right front passengers died in 1992 through 1995 model cars with dual air bags during 1992 through 1995. The risk of frontal crash death for right front passengers in cars with dual air bags was reduced 14% among those reported to be using belts and 23% among belt nonusers. Children younger than 10 years in cars with dual air bags had a 34% increased risk of dying in frontal crashes. Passenger air bags were associated with substantial reductions in fatalities among right front passengers in frontal crashes. However, more children are being killed than are being saved by air bags. Immediate countermeasures to reduce the dangers of air bags to children and adults are suggested.

Statistical analysis of alcohol-related driving trends, 1982-2005

DOT National Transportation Integrated Search

2008-05-01

Overall, the percent of drivers involved in fatal crashes who had consumed alcohol and had blood alcohol concentration (BAC) of .08 or above prior to the crash steadily decreased from 1982 to 1997 and then leveled off (more or less). In an attempt to...

Effects of alcohol on automated and controlled driving performances.

PubMed

Berthelon, Catherine; Gineyt, Guy

2014-05-01

Alcohol is the most frequently detected substance in fatal automobile crashes, but its precise mode of action is not always clear. The present study was designed to establish the influence of blood alcohol concentration as a function of the complexity of the scenarios. Road scenarios implying automatic or controlled driving performances were manipulated in order to identify which behavioral parameters were deteriorated. A single blind counterbalanced experiment was conducted on a driving simulator. Sixteen experienced drivers (25.3 ± 2.9 years old, 8 men and 8 women) were tested with 0, 0.3, 0.5, and 0.8 g/l of alcohol. Driving scenarios varied: road tracking, car following, and an urban scenario including events inspired by real accidents. Statistical analyses were performed on driving parameters as a function of alcohol level. Automated driving parameters such as standard deviation of lateral position measured with the road tracking and car following scenarios were impaired by alcohol, notably with the highest dose. More controlled parameters such as response time to braking and number of crashes when confronted with specific events (urban scenario) were less affected by the alcohol level. Performance decrement was greater with driving scenarios involving automated processes than with scenarios involving controlled processes.

Using naturalistic driving data to explore the association between traffic safety-related events and crash risk at driver level.

PubMed

Wu, Kun-Feng; Aguero-Valverde, Jonathan; Jovanis, Paul P

2014-11-01

There has been considerable research conducted over the last 40 years using traffic safety-related events to support road safety analyses. Dating back to traffic conflict studies from the 1960s these observational studies of driver behavior have been criticized due to: poor quality data; lack of available and useful exposure measures linked to the observations; the incomparability of self-reported safety-related events; and, the difficulty in assessing culpability for safety-related events. This study seeks to explore the relationships between driver characteristics and traffic safety-related events, and between traffic safety-related events and crash involvement while mitigating some of those limitations. The Virginia Tech Transportation Institute 100-Car Naturalistic Driving Study dataset, in which the participants' vehicles were instrumented with various cameras and sensors during the study period, was used for this study. The study data set includes 90 drivers observed for 12-13 months driving. This study focuses on single vehicle run-off-road safety-related events only, including 14 crashes and 182 safety-related events (30 near crashes, and 152 crash-relevant incidents). Among the findings are: (1) drivers under age 25 are significantly more likely to be involved in safety-related events and crashes; and (2) significantly positive correlations exist between crashes, near crashes, and crash-relevant incidents. Although there is still much to learn about the factors affecting the positive correlation between safety-related events and crashes, a Bayesian multivariate Poisson log-normal model is shown to be useful to quantify the associations between safety-related events and crash risk while controlling for driver characteristics. Copyright © 2014 Elsevier Ltd. All rights reserved.

Side Impact Regulatory Trends, Crash Environment and Injury Risk in the USA.

PubMed

Prasad, Priya; Dalmotas, Dainius; Chouinard, Aline

2015-11-01

Light duty vehicles in the US are designed to meet and exceed regulatory standards, self-imposed industry agreements and safety rating tests conducted by NHTSA and IIHS. The evolution of side impact regulation in the US from 1973 to 2015 is discussed in the paper along with two key industry agreements in 2003 affecting design of restraint systems and structures for side impact protection. A combination of all the above influences shows that vehicles in the US are being designed to more demanding and comprehensive requirements than in any other region of the world. The crash environment in the US related to side impacts was defined based on data in the nationally representative crash database NASS. Crash environment factors, including the distribution of cars, light trucks and vans (LTV's), and medium-to-heavy vehicles (MHV's) in the fleet, and the frequency of their interactions with one another in side impacts, were considered. Other factors like, crash severity in terms of closing velocity between two vehicles involved in crash, gender and age of involved drivers in two-vehicle and single vehicle crashes, were also examined. Injury risks in side impacts to drivers and passengers were determined in various circumstances such as near-side, far-side, and single vehicle crashes as a function of crash severity, in terms of estimated closing speed or lateral delta-V. Also injury risks in different pairs of striking and struck cars and LTV's, were estimated. A logistic regression model for studying injury risks in two vehicle crashes was developed. The risk factors included in the model include case and striking vehicles, consisting of cars, SUV's, vans, and pickup trucks, delta-V, damage extent, occupant proximity to the impact side, age and gender of the occupant, and belt use. Results show that car occupants make up the vast majority of serious-to-fatally injured occupants. Injury rates of car occupants in two-vehicle collision are highest when the car is struck by a

A case-crossover study of alcohol consumption, meals and the risk of road traffic crashes

PubMed Central

Di Bartolomeo, Stefano; Valent, Francesca; Sbrojavacca, Rodolfo; Marchetti, Riccardo; Barbone, Fabio

2009-01-01

Background The case-crossover (CC) design has proved effective to investigate the association between alcohol use and injuries in general, but has never been applied to study alcohol use and road traffic crashes (RTCs) specifically. This study aims at investigating the association between alcohol and meal consumption and the risk of RTCs using intrapersonal comparisons of subjects while driving. Methods Drivers admitted to an Italian emergency room (ER) after RTCs in 2007 were interviewed about personal, vehicle, and crash characteristics as well as hourly patterns of driving, and alcohol and food intake in the 24 hours before the crash. The odds ratio (OR) of a RTC was estimated through a CC, matched pair interval approach. Alcohol and meal consumption 6 and 2 hours before the RTC (case exposure window) were compared with exposures in earlier control windows of analogous length. Results Of 574 patients enrolled, 326 (56.8%) reported previous driving from 6 to 18 hours before the RTC and were eligible for analysis. The ORs (mutually adjusted) were 2.25 (95%CI 1.11-4.57) for alcohol and 0.94 (0.47-1.88) for meals. OR for alcohol was already increased at low (1-2 units) doses - 2.17 (1.03-4.57) and the trend of increase for each unit was significant - 1.64 (95%CI 1.05-2.57). In drivers at fault the OR for alcohol was 21.22 (2.31-194.79). The OR estimate for meal consumption seemed to increase in case of previous sleep deprivation, 2.06 (0.25-17.00). Conclusion Each single unit of acute alcohol consumption increases the risk of RTCs, in contrast with the 'legal' threshold allowed in some countries. Meal consumption is not associated with RTCs, but its combined effects with sleepiness need further elucidation. PMID:19723319

Children in fatal crashes: driver blood alcohol concentration and demographics of child passengers and their drivers.

PubMed

Voas, Robert B; Fisher, Deborah A; Tippetts, A Scott

2002-11-01

This study examines whether differences in two risk factors for crash-related injury for children-riding with a drinking driver and failure to use restraints-are related to various driver characteristics such as age, gender, ethnicity and drinking. Data on driver blood alcohol concentration (BAC), use of restraints and certain demographics were drawn from the Fatality Analysis Reporting System. Ethnicity data came from the Multiple Cause of Death File and socioeconomic information from the US Census. The use of restraints by child passengers and the drinking of alcohol by adult drivers are examined as a function of age, gender and membership of five racial/ethnic groups: White American, Black American, Native American, Asian/Pacific Islander American and Hispanic American. This study covers 160,770 drivers and 12,266 children younger than 16 years killed in motor vehicle crashes from January 1,1990 to December 31,1996. As might be expected, analyses of fatally injured drivers showed that, compared with men, women were more likely to be accompanied by children at the time of their crash, but those children were more likely to be restrained than if travelling with men. Drivers who had been drinking at the time of their crash were less likely to be transporting children and those children were less likely to be restrained. Analyses of killed children indicated that some ethnic groups, compared with White drivers, were more likely to be BAC-positive and children were less likely to be restrained. These findings underscore the continuing need to understand cultural factors in traffic safety and develop and disseminate culturally appropriate education programs.

Development of test scenarios for off-roadway crash countermeasures based on crash statistics

DOT National Transportation Integrated Search

2002-09-01

This report presents the results from an analysis of off-roadway crashes and proposes a set of crash-imminent scenarios to objectively test countermeasure systems for light vehicles (passenger cars, sport utility vehicles, vans, and pickup trucks) ba...

Associations of repeated high alcohol use with unsafe driving behaviors, traffic offenses, and traffic crashes among young drivers: Findings from the New Zealand Drivers Study.

PubMed

Begg, Dorothy; Brookland, Rebecca; Connor, Jennie

2017-02-17

The objective of this study was to describe self-reported high alcohol use at each of the 3 licensing stages of graduated driver licensing and its relationship to drink-driving behaviors, intentional risky driving, aggressive driving, alcohol traffic offenses, non-alcohol traffic offenses, and traffic crashes. The New Zealand Drivers Study (NZDS) is a multistage, prospective cohort study of newly licensed drivers interviewed at all 3 stages of the graduated driver licensing system: learner (baseline), restricted (intermediate), and full license. At each stage, alcohol use was self-reported using the Alcohol Use Disorders Identification Test (AUDIT-C), with high alcohol use defined as a score of ≥4 for males and ≥3 for females. Sociodemographic and personality data were obtained at the baseline interview. Alcohol-related, intentional risky, and aggressive driving behaviors were self-reported following each license stage. Traffic crashes and offenses were identified from police records. Crashes were also self-reported. Twenty-six percent (n = 397) reported no high alcohol use, 22% at one license stage, 30% at 2 stages, and 22% at 3 stages. Poisson regression results (unadjusted and adjusted) showed that the number of stages where high alcohol use was reported was significantly associated with each of the outcomes. For most outcomes, and especially the alcohol-involved outcomes, the relative risk increased with the number of stages of high alcohol use. We found that high alcohol use was common among young newly licensed drivers and those who repeatedly reported high alcohol use were at a significantly higher risk of unsafe driving behaviors. Recently introduced zero blood alcohol concentration (BAC) should help to address this problem, but other strategies are required to target persistent offenders.

Alcohol-related hot-spot analysis and prediction : final report.

DOT National Transportation Integrated Search

2017-05-01

This project developed methods to more accurately identify alcohol-related crash hot spots, ultimately allowing for more effective and efficient enforcement and safety campaigns. Advancements in accuracy came from improving the calculation of spatial...

Modeling the Car Crash Crisis Management System Using HiLA

NASA Astrophysics Data System (ADS)

Hölzl, Matthias; Knapp, Alexander; Zhang, Gefei

An aspect-oriented modeling approach to the Car Crash Crisis Management System (CCCMS) using the High-Level Aspect (HiLA) language is described. HiLA is a language for expressing aspects for UML static structures and UML state machines. In particular, HiLA supports both a static graph transformational and a dynamic approach of applying aspects. Furthermore, it facilitates methodologically turning use case descriptions into state machines: for each main success scenario, a base state machine is developed; all extensions to this main success scenario are covered by aspects. Overall, the static structure of the CCCMS is modeled in 43 classes, the main success scenarios in 13 base machines, the use case extensions in 47 static and 31 dynamic aspects, most of which are instantiations of simple aspect templates.

Indiana crash facts 1997

DOT National Transportation Integrated Search

1997-01-01

Indiana Crash Facts 1997...is the fifth annual publication : of Indiana Crash Facts. This year significant changes have been made : to the book, including the consolidation of the Alcohol Crash Facts and : the Crash Facts book into one publication. A...

Driver-related risk factors in commercial motorcycle (okada) crashes in Benin City, Nigeria.

PubMed

Iribhogbe, Pius Ehiawaguan; Odai, Emeka Danielson

2009-01-01

There has been global concern regarding road traffic injuries. Motorcyclists constitute a high proportion of fatalities in road traffic crashes. Commercial motorcyclists (Okadas) constitute a unique group in this regard. The purpose of this study was to evaluate driver-related risk factors in Okada accidents in Benin City, Nigeria. This was a prospective study. Interviewers administered questionnaires which were used to assess Okada drivers during a two-month period (November-December 2006). A total of 996 Okada drivers were interviewed, 995 males and one female. Their ages ranged from 16-80 years with a mean age of 36.4 +/-2.4 years. In the majority of cases, the maximum educational level achieved was primary or secondary. The majority of Okada drivers (82.8%) took to the Okada business as a last resort. Driver's licenses for Okada operation were possessed by 73.5% of drivers, but only 27.2% had taken a road test before being given a license. No form of training on the use of Okadas was received by 45% of drivers before they commenced operations. Crash helmets were owned by 56.4%, but they did not use them on a regular basis. Inconvenience was the reason provided for poor compliance by 52.7% of drivers. Regular intake of alcohol was present in 39.8% of drivers. Okada drivers are mainly young males with a low level of education who are ill-prepared and ill-equipped for the road. This is a recipe for traffic crash-related injuries and fatal motorcycle crashes. There is an urgent need for job creation, better licensing procedures, road safety education, national legislation, and enforcement of crash helmet laws as well as alcohol breath tests for Okada drivers in Nigeria.

Will the light truck bumper height-matching standard reduce deaths in cars?

PubMed

Ossiander, Eric M; Koepsell, Thomas D; McKnight, Barbara

2013-03-01

In a collision between a car and a sport utility vehicle (SUV) or pickup truck, car occupants are more likely to be killed than if they crashed with another car. Some of the excess risk may be due to the propensity of SUVs and pickups with high bumpers to override the lower bumpers in cars. To reduce this incompatibility, particularly in head-on collisions, in 2003 automobile manufacturers voluntarily established a bumper height-matching standard for pickups and SUVs. To assess whether height-matching bumpers in pickups and SUVs were associated with the risk of death in either car occupants or pickup and SUV occupants. Case-control study of collisions between one car and one SUV or pickup in the US during 2000-2008, in which the SUV or pickup was model year 2000-2006. Cases were all decedents in fatal crashes; one control was selected from each crash in a national probability sample of crashes. Occupants of cars that crashed with SUVs or pickups with height-matching bumpers may be at slightly reduced risk of death compared to those that crashed with other SUVs or pickups (adjusted odds ratio: 0.83 (95% confidence interval 0.61-1.13)). There was no evidence of a reduction in risk in head-on crashes (1.09 (0.66-1.79)). In crashes in which the SUV or pickup struck the car on the side, height-matched bumpers were associated with a reduced risk of death (0.68 (0.48-0.97)). Occupants of SUVs and pickups with height-matching bumpers may also be at slightly reduced risk of death (0.91 (0.64-1.28)). Height-matching bumpers were associated with a reduced risk of death among car occupants in crashes in which SUVs or pickups struck cars in the side, but there was little evidence of an effect in head-on crashes. The new bumper height-matching standard may not achieve its primary goal of reducing deaths in head-on crashes, but may modestly reduce overall deaths in crashes between cars and SUVs or pickups because of unanticipated benefits to car occupants in side crashes, and a

Alcohol and illicit drugs in drivers involved in road traffic crashes in the Milan area. A comparison with normal traffic reveals the possible inadequacy of current cut-off limits.

PubMed

Ferrari, Davide; Manca, Monica; Banfi, Giuseppe; Locatelli, Massimo

2018-01-01

Driving under the influence of alcohol and/or illicit drugs in Italy is regulated by the articles 186 and 187 of the National Street Code. Epidemiological studies on drivers involved in road traffic crashes (RTC) provide useful information about the use/abuse of these substances in the general population. Comparison with case control studies may reveal important information like the cut-off limits adequacy. Data from 1587 blood tests for alcohol and 1258 blood tests for illicit drugs on drivers involved in RTC around Milan between 2012 and 2016, were analyzed and compared with a published random survey (DRUID) from the European Community. Our data from RTC-involved drivers show that alcohol abuse is not age-related whereas illicit drugs are more common in young people. Cannabinoids are frequent among younger drivers (median age 27) whereas cocaine is more often detected in adults (median age 34). The calculated odds ratio after comparison with the DRUID survey shows that a blood alcohol concentration below the legal limit does not represent a risk factor in having a car accident whereas concentrations of cocaine and cannabinoids within the legal limits are associated with being involved in a car accident. Despite authority efforts, the abuse of alcohol and illicit drugs is still common in young drivers. We suspect that the cut-off limits for cannabinoids and cocaine and/or the pre-analytical procedures for these substances are inadequate. We suggest a better standardization of the procedure by shortening the time interval between the request for investigation and blood collection and propose the adoption of more stringent cut-off limits. Copyright © 2017 Elsevier B.V. All rights reserved.

Statistical Characteristics of Wrong-Way Driving Crashes on Illinois Freeways.

PubMed

Zhou, Huaguo; Zhao, Jiguang; Pour-Rouholamin, Mahdi; Tobias, Priscilla A

2015-01-01

Driving the wrong way on freeways, namely wrong-way driving (WWD), has been found to be a major concern for more than 6 decades. The purpose of this study was to identify characteristics of this type of crash as well as to rank the locations/interchanges according to their vulnerability to WWD entries. The WWD crash data on Illinois freeways were statistically analyzed for a 6-year time period (2004 to 2009) from 3 aspects: crash, vehicle, and person. The temporal distributions, geographical distributions, roadway characteristics, and crash locations were analyzed for WWD crashes. The driver demographic information, physical condition, and injury severity were analyzed for wrong-way drivers. The vehicle characteristics, vehicle operation, and collision results were analyzed for WWD vehicles. A method was brought about to identify wrong-way entry points that was then used to develop a relative-importance technique and rank different interchange types in terms of potential WWD incidents. The findings revealed that a large proportion of WWD crashes occurred during the weekend from midnight to 5 a.m. Approximately 80% of WWD crashes were located in urban areas and nearly 70% of wrong-way vehicles were passenger cars. Approximately 58% of wrong-way drivers were driving under the influence (DUI). Of those, nearly 50% were confirmed to be impaired by alcohol, about 4% were impaired by drugs, and more than 3% had been drinking. The analysis of interchange ranking found that compressed diamond interchanges, single point diamond interchanges (SPDIs), partial cloverleaf interchanges, and freeway feeders had the highest wrong-way crash rates (wrong-way crashes per 100 interchanges per year). The findings of this study call for more attention to WWD crashes from different aspects such as driver age group, time of day, day of week, and DUI drivers. Based on the analysis results of WWD distance, the study explained why a 5-mile radius of WWD crash location should be studied for

Effect of ethylic alcohol on attentive functions involved in driving abilities.

PubMed

Bivona, Umberto; Garbarino, Sergio; Rigon, Jessica; Buzzi, Maria Gabriella; Onder, Graziano; Matteis, Maria; Catani, Sheila; Giustini, Marco; Mancardi, Giovanni Luigi; Formisano, Rita

2015-01-01

The burden of injuries due to drunk drivers has been estimated only indirectly. Indeed, alcohol is considered one of the most important contributing cause of car crash injuries and its effect on cognitive functions needs to be better elucidated. Aims of the study were i) to examine the effect of alcohol on attentive abilities involved while driving, and ii) to investigate whether Italian law limits for safe driving are sufficiently accurate to prevent risky behaviours and car crash risk while driving. We conducted a cross-over study at IRCCS Fondazione Santa Lucia Rehabilitation Hospital in Rome. Thirty-two healthy subjects were enrolled in this experiment. Participants were submitted to an attentive test battery assessing attention before taking Ethylic Alcohol (EA-) and after taking EA (EA+). In the EA+ condition subjects drank enough wine until the blood alcohol concentration, measured by means of Breath Analyzer, was equal to or higher than 0.5 g/l. Data analysis revealed that after alcohol assumption, tonic and phasic alertness, selective, divided attention and vigilance were significantly impaired when BAC level was at least 0.5 g/l. These data reveal that alcohol has a negative effect on attentive functions which are primarily involved in driving skills and that Italian law limits are adequate to prevent risky driving behaviour.

Modelling crash propensity of carshare members.

PubMed

Dixit, Vinayak; Rashidi, Taha Hossein

2014-09-01

Carshare systems are considered a promising solution for sustainable development of cities. To promote carsharing it is imperative to make them cost effective, which includes reduction in costs associated to crashes and insurance. To achieve this goal, it is important to characterize carshare users involved in crashes and understand factors that can explain at-fault and not-at fault drivers. This study utilizes data from GoGet carshare users in Sydney, Australia. Based on this study it was found that carshare users who utilize cars less frequently, own one or more cars, have less number of accidents in the past ten years, have chosen a higher insurance excess and have had a license for a longer period of time are less likely to be involved in a crash. However, if a crash occurs, carshare users not needing a car on the weekend, driving less than 1000km in the last year, rarely using a car and having an Australian license increases the likelihood to be at-fault. Since the dataset contained information about all members as well as not-at-fault drivers, it provided a unique opportunity to explore some aspects of quasi-induced exposure. The results indicate systematic differences in the distribution between the not-at-fault drivers and the carshare members based on the kilometres driven last year, main mode of travel, car ownership status and how often the car is needed. Finally, based on this study it is recommended that creating an incentive structure based on training and experience (based on kilometres driven), possibly tagged to the insurance excess could improve safety, and reduce costs associated to crashes for carshare systems. Copyright © 2014 Elsevier Ltd. All rights reserved.

Evaluation of safety ratings of roads based on frontal crashes with known crash pulse and injury outcome.

PubMed

Stigson, H

2009-06-01

The objective in this study, using data from crashed cars fitted with on-board crash pulse recorders, was to present differences in average crash severity, distribution of crash severity, and injury outcomes, based on an independent safety rating of roads, also taking road type and speed limit into consideration. Furthermore, the objective was to evaluate differences in injury risk, based on the distribution of crash severity. The investigation included both frontal two-vehicle crashes and single-vehicle crashes with known injury outcome. In total, 209 real-world crashes involving cars fitted with crash pulse recorders were included. For all crashes, average mean acceleration and change of velocity of the vehicle acceleration pulse were measured and calculated. All crash spots were classified according to an independent road safety rating program (European Road Assessment Programme Road Protection Score), where the safety quality of roads is rated in relation to posted speed limits. The crash severity and injury outcome in crashes that occurred on roads with good safety ratings were compared with crashes on roads with poor safety ratings. The data were also divided into subcategories according to posted speed limit and road type, to evaluate whether there was a difference in crash severity and injury outcome within the categories. In total, crash severity was statistically significantly lower in crashes occurring on roads with good safety ratings than in crashes occurring on roads with poor safety ratings. It was found that crash severity and injury risk were lower on roads with good safety ratings with a speed limit of above 90 km/h compared with roads with poor safety ratings, irrespective of speed limit. On the other hand, crash severity was higher on roads with good safety ratings with speed limit of 70 km/h than on roads with poor safety ratings with the same speed limit. Though it was found that a higher speed limit resulted in higher crash severity on roads

Driver sleepiness and risk of serious injury to car occupants: population based case control study

PubMed Central

Connor, Jennie; Norton, Robyn; Ameratunga, Shanthi; Robinson, Elizabeth; Civil, Ian; Dunn, Roger; Bailey, John; Jackson, Rod

2002-01-01

Objectives To estimate the contribution of driver sleepiness to the causes of car crash injuries. Design Population based case control study. Setting Auckland region of New Zealand, April 1998 to July 1999. Participants 571 car drivers involved in crashes where at least one occupant was admitted to hospital or killed (“injury crash”); 588 car drivers recruited while driving on public roads (controls), representative of all time spent driving in the study region during the study period. Main outcome measures Relative risk for injury crash associated with driver characteristics related to sleep, and the population attributable risk for driver sleepiness. Results There was a strong association between measures of acute sleepiness and the risk of an injury crash. After adjustment for major confounders significantly increased risk was associated with drivers who identified themselves as sleepy (Stanford sleepiness score 4-7 v 1-3; odds ratio 8.2, 95% confidence interval 3.4 to 19.7); with drivers who reported five hours or less of sleep in the previous 24 hours compared with more than five hours (2.7, 1.4 to 5.4); and with driving between 2 am and 5 am compared with other times of day (5.6, 1.4 to 22.7). No increase in risk was associated with measures of chronic sleepiness. The population attributable risk for driving with one or more of the acute sleepiness risk factors was 19% (15% to 25%). Conclusions Acute sleepiness in car drivers significantly increases the risk of a crash in which a car occupant is injured or killed. Reductions in road traffic injuries may be achieved if fewer people drive when they are sleepy or have been deprived of sleep or drive between 2 am and 5 am. What is already known on this topicDriver sleepiness is considered a potentially important risk factor for car crashes and related injuries but the association has not been reliably quantifiedPublished estimates of the proportion of car crashes attributable to driver sleepiness vary from

Analysis of injury severity of drivers involved in single- and two-vehicle crashes on highways in Ontario.

PubMed

Lee, Chris; Li, Xuancheng

2014-10-01

This study analyzes driver's injury severity in single- and two-vehicle crashes and compares the effects of explanatory variables among various types of crashes. The study identified factors affecting injury severity and their effects on severity levels using 5-year crash records for provincial highways in Ontario, Canada. Considering heteroscedasticity in the effects of explanatory variables on injury severity, the heteroscedastic ordered logit (HOL) models were developed for single- and two-vehicle crashes separately. The results of the models show that there exists heteroscedasticity for young drivers (≤30), safety equipment and ejection in the single-vehicle crash model, and female drivers, safety equipment and head-on collision in the two-vehicle crash models. The results also show that young car drivers have opposite effects between single-car and car-car crashes, and sideswipe crashes have opposite effects between car-car and truck-truck crashes. The study demonstrates that separate HOL models for single-vehicle and different types of two-vehicle crashes can identify differential effects of factors on driver's injury severity. Copyright © 2014 Elsevier Ltd. All rights reserved.

Identifying work-related motor vehicle crashes in multiple databases.

PubMed

Thomas, Andrea M; Thygerson, Steven M; Merrill, Ray M; Cook, Lawrence J

2012-01-01

To compare and estimate the magnitude of work-related motor vehicle crashes in Utah using 2 probabilistically linked statewide databases. Data from 2006 and 2007 motor vehicle crash and hospital databases were joined through probabilistic linkage. Summary statistics and capture-recapture were used to describe occupants injured in work-related motor vehicle crashes and estimate the size of this population. There were 1597 occupants in the motor vehicle crash database and 1673 patients in the hospital database identified as being in a work-related motor vehicle crash. We identified 1443 occupants with at least one record from either the motor vehicle crash or hospital database indicating work-relatedness that linked to any record in the opposing database. We found that 38.7 percent of occupants injured in work-related motor vehicle crashes identified in the motor vehicle crash database did not have a primary payer code of workers' compensation in the hospital database and 40.0 percent of patients injured in work-related motor vehicle crashes identified in the hospital database did not meet our definition of a work-related motor vehicle crash in the motor vehicle crash database. Depending on how occupants injured in work-related motor crashes are identified, we estimate the population to be between 1852 and 8492 in Utah for the years 2006 and 2007. Research on single databases may lead to biased interpretations of work-related motor vehicle crashes. Combining 2 population based databases may still result in an underestimate of the magnitude of work-related motor vehicle crashes. Improved coding of work-related incidents is needed in current databases.

An investigation of the speeding-related crash designation through crash narrative reviews sampled via logistic regression.

PubMed

Fitzpatrick, Cole D; Rakasi, Saritha; Knodler, Michael A

2017-01-01

Speed is one of the most important factors in traffic safety as higher speeds are linked to increased crash risk and higher injury severities. Nearly a third of fatal crashes in the United States are designated as "speeding-related", which is defined as either "the driver behavior of exceeding the posted speed limit or driving too fast for conditions." While many studies have utilized the speeding-related designation in safety analyses, no studies have examined the underlying accuracy of this designation. Herein, we investigate the speeding-related crash designation through the development of a series of logistic regression models that were derived from the established speeding-related crash typologies and validated using a blind review, by multiple researchers, of 604 crash narratives. The developed logistic regression model accurately identified crashes which were not originally designated as speeding-related but had crash narratives that suggested speeding as a causative factor. Only 53.4% of crashes designated as speeding-related contained narratives which described speeding as a causative factor. Further investigation of these crashes revealed that the driver contributing code (DCC) of "driving too fast for conditions" was being used in three separate situations. Additionally, this DCC was also incorrectly used when "exceeding the posted speed limit" would likely have been a more appropriate designation. Finally, it was determined that the responding officer only utilized one DCC in 82% of crashes not designated as speeding-related but contained a narrative indicating speed as a contributing causal factor. The use of logistic regression models based upon speeding-related crash typologies offers a promising method by which all possible speeding-related crashes could be identified. Published by Elsevier Ltd.

Analyses of factors of crash avoidance maneuvers using the general estimates system.

PubMed

Yan, Xuedong; Harb, Rami; Radwan, Essam

2008-06-01

Taking an effective corrective action to a critical traffic situation provides drivers an opportunity to avoid crash occurrence and minimize crash severity. The objective of this study is to investigate the relationship between the probability of taking corrective actions and the characteristics of drivers, vehicles, and driving environments. Using the 2004 GES crash database, this study classified drivers who encountered critical traffic events (identified as P_CRASH3 in the GES database) into two pre-crash groups: corrective avoidance actions group and no corrective avoidance actions group. Single and multiple logistic regression analyses were performed to identify potential traffic factors associated with the probability of drivers taking corrective actions. The regression results showed that the driver/vehicle factors associated with the probability of taking corrective actions include: driver age, gender, alcohol use, drug use, physical impairments, distraction, sight obstruction, and vehicle type. In particular, older drivers, female drivers, drug/alcohol use, physical impairment, distraction, or poor visibility may increase the probability of failing to attempt to avoid crashes. Moreover, drivers of larger size vehicles are 42.5% more likely to take corrective avoidance actions than passenger car drivers. On the other hand, the significant environmental factors correlated with the drivers' crash avoidance maneuver include: highway type, number of lanes, divided/undivided highway, speed limit, highway alignment, highway profile, weather condition, and surface condition. Some adverse highway environmental factors, such as horizontal curves, vertical curves, worse weather conditions, and slippery road surface conditions are correlated with a higher probability of crash avoidance maneuvers. These results may seem counterintuitive but they can be explained by the fact that motorists may be more likely to drive cautiously in those adverse driving environments. The

Crash sequence based risk matrix for motorcycle crashes.

PubMed

Wu, Kun-Feng; Sasidharan, Lekshmi; Thor, Craig P; Chen, Sheng-Yin

2018-04-05

Considerable research has been conducted related to motorcycle and other powered-two-wheeler (PTW) crashes; however, it always has been controversial among practitioners concerning with types of crashes should be first targeted and how to prioritize resources for the implementation of mitigating actions. Therefore, there is a need to identify types of motorcycle crashes that constitute the greatest safety risk to riders - most frequent and most severe crashes. This pilot study seeks exhibit the efficacy of a new approach for prioritizing PTW crash causation sequences as they relate to injury severity to better inform the application of mitigating countermeasures. To accomplish this, the present study constructed a crash sequence-based risk matrix to identify most frequent and most severe motorcycle crashes in an attempt to better connect causes and countermeasures of PTW crashes. Although the frequency of each crash sequence can be computed from crash data, a crash severity model is needed to compare the levels of crash severity among different crash sequences, while controlling for other factors that also have effects on crash severity such drivers' age, use of helmet, etc. The construction of risk matrix based on crash sequences involve two tasks: formulation of crash sequence and the estimation of a mixed-effects (ME) model to adjust the levels of severities for each crash sequence to account for other crash contributing factors that would have an effect on the maximum level of crash severity in a crash. Three data elements from the National Automotive Sampling System - General Estimating System (NASS-GES) data were utilized to form a crash sequence: critical event, crash types, and sequence of events. A mixed-effects model was constructed to model the severity levels for each crash sequence while accounting for the effects of those crash contributing factors on crash severity. A total of 8039 crashes involving 8208 motorcycles occurred during 2011 and 2013 were

2002 Wisconsin traffic crash facts

DOT National Transportation Integrated Search

2003-09-01

2002 Facts and Figures : 805 persons were killed in Wisconsin motor vehicle traffic crashes (36% involved alcohol, : 34% involved speed, and 18% involved both speed and alcohol). : 57,776 persons were injured in 39,634 reported injury crashes...

1999 Wisconsin traffic crash facts

DOT National Transportation Integrated Search

2000-09-01

1999 Facts and Figures : 744 persons were killed in Wisconsin motor vehicle traffic crashes. : (36% involved Alcohol, 27% involved Speed, and 14% involved both Speed and Alcohol). : 61,577 persons were injured in 41,345 reported injury crashe...

The effects of minimum legal drinking age 21 laws on alcohol-related driving in the United States.

PubMed

McCartt, Anne T; Hellinga, Laurie A; Kirley, Bevan B

2010-04-01

To examine trends in alcohol consumption and alcohol-related crashes among people younger than 21 in the United States and to review evidence on the effects of minimum legal drinking age (MLDA) laws. Trends in alcohol-related crashes and alcohol consumption among young people were examined, and studies on the effects of lowering and raising the drinking age were reviewed. MLDA laws underwent many changes during the 20th century in the United States. Since July 1988, the MLDA has been 21 in all 50 states and the District of Columbia. Surveys tracking alcohol consumption among high school students and young adults found that drinking declined since the late 1970 s, and most of the decline occurred by the early 1990 s. These were the years when states were establishing, or reinstating, a MLDA-21. Among fatally injured drivers ages 16-20, the percentage with positive BACs declined from 61% in 1982 to 31% in 1995, a bigger decline than for older age groups; declines occurred among the ages directly affected by raising MLDAs (ages 18-20) and among young teenagers not directly affected (ages 16-17). Almost all studies designed specifically to gauge the effects of drinking age changes show MLDAs of 21 reduce drinking, problematic drinking, drinking and driving, and alcohol-related crashes among young people. Yet many underage people still drink, many drink and drive, and alcohol remains an important risk factor in serious crashes of young drivers, especially as they progress through the teenage years. Stepped-up enforcement of MLDA and drinking and driving laws can reduce underage drinking. Recent efforts to lower MLDAs to 18 and issue licenses to drink upon completion of alcohol education have gained local and national media attention. There is no evidence that alcohol education can even partially replace the effect of MLDA-21. The cause and effect relationship between MLDAs of 21 and reductions in highway crashes is clear. Initiatives to lower the drinking age to 18

2001 Wisconsin traffic crash facts

DOT National Transportation Integrated Search

2002-09-01

2001 Facts and Figures: 764 persons were killed in Wisconsin motor vehicle traffic crashes (40% involved alcohol, 32% involved : speed, and 16% involved both speed and alcohol). : 58,279 persons were injured in 39,358 reported injury crashes and ...

2000 Wisconsin traffic crash facts

DOT National Transportation Integrated Search

2001-10-01

2000 Facts and Figures: 801 persons were killed in Wisconsin motor vehicle traffic crashes (38% invloved alcohol, 29% involved speed, and 15% involved both speed and alcohol). 63,890 persons were injured in 43, 145 reported injury crashes and 718 fat...

Alcohol consumption and cycling in contrast to driving.

PubMed

Hagemeister, Carmen; Kronmaier, Markus

2017-08-01

In Germany, the legal blood alcohol limit for cyclists is much higher (0.16 percent) than the limit for drivers (0.05 percent) - as long as no crash has occurred. The proportion of police-recorded crashes with personal damage under the influence is higher for cyclists than drivers, and the blood alcohol concentrations are higher for cyclists than drivers. 63 women and 204 men who drive a car and use a bike and drink alcohol participated in the online study. In the sample, cycling under the influence (CUI) was more frequent and was observed more frequently among friends than driving under the influence (DUI). Persons who use a particular vehicle type more often in general and when they visit friends also use it more often after alcohol consumption. Persons who drink alcohol more often cycle more often after alcohol consumption. In all aspects covered, drink cycling was seen as more acceptable and less dangerous than drink driving. Persons who cycle more often under the influence observe drink cycling more often among their friends. They think they are less of a danger to themselves and others when cycling after alcohol consumption, and they agree less with the statement that one should leave one's bike parked after alcohol consumption. The attitudes that drinking is unsafe for one's own driving and that one should leave one's car parked are important predictors of (non-)drink driving. For cycling, the most important predictors are bike use frequency and observing drink cycling among friends. Copyright © 2017 Elsevier Ltd. All rights reserved.

Nonfatal motor-vehicle animal crash-related injuries--United States, 2001-2002.

PubMed

2004-08-06

In 2000, an estimated 6.1 million light-vehicle (e.g., passenger cars, sport utility vehicles, vans, and pickup trucks) crashes on U.S. roadways were reported to police. Of these reported crashes, 247,000 (4.0%) involved incidents in which the motor vehicle (MV) directly hit an animal on the roadway. Each year, an estimated 200 human deaths result from crashes involving animals (i.e., deaths from a direct MV animal collision or from a crash in which a driver tried to avoid an animal and ran off the roadway). To characterize nonfatal injuries from these incidents, CDC analyzed data from the National Electronic Injury Surveillance System-All Injury Program (NEISS-AIP). This report summarizes the results of that analysis, which indicated that, during 2001-2002, an estimated 26,647 MV occupants per year were involved in crashes from encounters with animals (predominantly deer) in a roadway and treated for nonfatal injuries in U.S. hospital emergency departments (EDs). Cost-effective measures targeting both drivers (e.g., speed reduction and early warnings) and animals (e.g., fencing and underpasses) are needed to reduce injuries associated with MV collisions involving animals.

Injury risk for matched front and rear seat car passengers by injury severity and crash type: An exploratory study.

PubMed

Mitchell, R J; Bambach, M R; Toson, Barbara

2015-09-01

The risk of serious injury or death has been found to be reduced for some front compared to rear seat car passengers in newer vehicles. However, differences in injury severity between car occupants by seating position has not been examined. This study examines the injury severity risk for rear compared to front seat car passengers. A retrospective matched-cohort analysis was conducted of vehicle crashes involving injured rear vs front seat car passengers identified in linked police-reported, hospitalisation and emergency department (ED) presentation records during 2001-2011 in New South Wales (NSW), Australia. Odds ratios were estimated using an ordinal logistic mixed model and logistic mixed models. There were 5419 front and 4588 rear seat passengers in 3681 vehicles. There was a higher odds of sustaining a higher injury severity as a rear-compared to a front seat car passenger, with a higher odds of rear seat passengers sustaining serious injuries compared to minimal injuries. Where the vehicle occupant was older, travelling in a vehicle manufactured between 1990 and 1996 or after 1997, where the airbag deployed, and where the vehicle was driven where the speed limit was ≥70km/h there was a higher odds of the rear passenger sustaining a higher injury severity then a front seated occupant. Rear seat car passengers are sustaining injuries of a higher severity compared to front seat passengers travelling in the same vehicle, as well as when travelling in newer vehicles and where the front seat occupant is shielded by an airbag deployed in the crash. Rear seat occupant protective mechanisms should be examined. Pre-hospital trauma management policies could influence whether an individual is transported to a hospital ED, thus it would be beneficial to have an objective measure of injury severity routinely available in ED records. Further examination of injury severity between rear and front seat passengers is warranted to examine less severe non-fatal injuries by car

The effects of drinking and driving laws on car crashes, injuries, and deaths: Evidence from Chile.

PubMed

Otero, Sebastián; Rau, Tomás

2017-09-01

This paper analyzes the effects of lowering the legal blood alcohol content limit for drivers from 0.05 to 0.03 grams of alcohol per deciliter of blood (g/dL) and increasing license suspension periods for offenders. We take advantage of a rich data set of administrative records that allow us to identify direct measures of accidents involving alcohol including fatalities and injuries. Results show a significant decrease of 32% in alcohol-related car accidents right after the law was approved but the effects moderate over time (15% after three years). There is also a significant reduction in injuries (31% right after the approval and 11% after three years) but no statistically significant effects on deaths. Complementary analysis of blood samples shows that the law had an effect on blood alcohol content (BAC) of male drivers up to the 90th percentile of the BAC distribution. Copyright © 2017 Elsevier Ltd. All rights reserved.

Casualty Crash Types for which Teens are at Excess Risk

PubMed Central

Bingham, C. R.; Shope, J. T.

2007-01-01

This study identified casualty crash types for which teen drivers experience excess risk relative to adults. Michigan State Police crash records were used to examine casualty crashes in two statewide populations of drivers who experienced at least one crash from 1989–1996 (pre-graduated driver licensing in Michigan): teens (ages 16–19) and adults (ages 45–65). Rates and rate ratios (RR) based on crash occurrence per 100,000 person miles driven (PMD) compared teens and adults from the two statewide populations. Excess risk was defined as a RR for a specific type of crash that was significantly greater than the RR for all crashes combined. The RRs for all crashes combined for teenage males was 2.41 and 1.75 for teenage females. RRs for teenage males ranged from a low of 2.16 for casualty crashes attributed to alcohol to 8.98 for casualty road departure crashes at night. Among teenage females, RRs ranged from 2.06 for casualty crashes on the weekend to 7.86 for casualty crashes at night with passengers. Casualty crash rates for teenage males ranged from 0.21 per 100,000 PMD for rollover crashes to 1.95 per 100,000 PMD for crashes with passengers. Among teen females, casualty crash rates ranged from 0.21 per 100,000 PMD for drink/driving with passengers to 3.31 per 100,000 PMD for crashes with passengers. Implications for graduated driver licensing, teen driver supervision, and policy are discussed. This study was funded by the National Institute on Alcohol Abuse and Alcoholism and the Centers for Disease Control and Prevention’s National Center for Injury Prevention and Control. PMID:18184510

Rage against the machine? Google's self-driving cars versus human drivers.

PubMed

Teoh, Eric R; Kidd, David G

2017-12-01

Automated driving represents both challenges and opportunities in highway safety. Google has been developing self-driving cars and testing them under employee supervision on public roads since 2009. These vehicles have been involved in several crashes, and it is of interest how this testing program compares to human drivers in terms of safety. Google car crashes were coded by type and severity based on narratives released by Google. Crash rates per million vehicle miles traveled (VMT) were computed for crashes deemed severe enough to be reportable to police. These were compared with police-reported crash rates for human drivers. Crash types also were compared. Google cars had a much lower rate of police-reportable crashes per million VMT than human drivers in Mountain View, Calif., during 2009-2015 (2.19 vs 6.06), but the difference was not statistically significant. The most common type of collision involving Google cars was when they got rear-ended by another (human-driven) vehicle. Google cars shared responsibility for only one crash. These results suggest Google self-driving cars, while a test program, are safer than conventional human-driven passenger vehicles; however, currently there is insufficient information to fully examine the extent to which disengagements affected these results. Results suggest that highly-automated vehicles can perform more safely than human drivers in certain conditions, but will continue to be involved in crashes with conventionally-driven vehicles. Copyright © 2017. Published by Elsevier Ltd.

The Influences of Arm Resist Motion on a CAR Crash Test Using Hybrid III Dummy with Human-Like Arm

NASA Astrophysics Data System (ADS)

Kim, Yongchul; Youm, Youngil; Bae, Hanil; Choi, Hyeonki

Safety of the occupant during the crash is very essential design element. Many researches have been investigated in reducing the fatal injury of occupant. They are focusing on the development of a dummy in order to obtain the real human-like motion. However, they have not considered the arm resist motion during the car accident. In this study, we would like to suggest the importance of the reactive force of the arm in a car crash. The influences of reactive force acting on the human upper extremity were investigated using the impedance experimental method with lumped mass model of hand system and a Hybrid III dummy with human-like arm. Impedance parameters (e.g. inertia, spring constant and damping coefficient) of the elbow joint in maximum activation level were measured by free oscillation test using single axis robot. The results showed that without seat belt, the reactive force of human arm reduced the head, chest, and femur injury, and the flexion moment of the neck is higher than that of the conventional dummy.

Use of fatal real-life crashes to analyze a safe road transport system model, including the road user, the vehicle, and the road.

PubMed

Stigson, Helena; Krafft, Maria; Tingvall, Claes

2008-10-01

To evaluate if the Swedish Road Administration (SRA) model for a safe road transport system, which includes the interaction between the road user, the vehicle, and the road, could be used to classify fatal car crashes according to some safety indicators. Also, to present a development of the model to better identify system weakness. Real-life crashes with a fatal outcome were classified according to the vehicle's safety rating by Euro NCAP (European Road Assessment Programme) and fitment of ESC (Electronic Stability Control). For each crash, the road was also classified according to EuroRAP (European Road Assessment Programme) criteria, and human behavior in terms of speeding, seat belt use, and driving under the influence of alcohol. Each crash was compared with the model criteria, to identify components that might have contributed to fatal outcome. All fatal crashes where a car occupant was killed that occurred in Sweden during 2004 were included: in all, 215 crashes with 248 fatalities. The data were collected from the in-depth fatal crash data of the Swedish Road Administration (SRA). It was possible to classify 93% of the fatal car crashes according to the SRA model. A number of shortcomings in the criteria were identified since the model did not address rear-end or animal collisions or collisions with stationary/parked vehicles or trailers (18 out of 248 cases). Using the further developed model, it was possible to identify that most of the crashes occurred when two or all three components interacted (in 85 of the total 230 cases). Noncompliance with safety criteria for the road user, the vehicle, and the road led to fatal outcome in 43, 27, and 75 cases, respectively. The SRA model was found to be useful for classifying fatal crashes but needs to be further developed to identify how the components interact and thereby identify weaknesses in the road traffic system. This developed model might be a tool to systematically identify which of the components are

Child Restraint Use and Driver Screening in Fatal Crashes Involving Drugs and Alcohol.

PubMed

Huang, Yanlan; Liu, Chang; Pressley, Joyce C

2016-09-01

There are reports that the incidence of alcohol-involved crashes has remained stable among fatally injured drivers while drug involvement has increased in recent years. Data from the Fatality Analysis Reporting System (FARS) from 2010 to 2013 were used to examine drug and alcohol status of drivers (N = 10 864) of 4-wheeled passenger vehicles involved in a fatal crash while transporting a passenger aged 0 to 14 years (N = 17 179). Mixed effect multivariable logistic regression used SAS GLIMMIX to control for clustering. Odds ratios are reported with 95% confidence intervals (CIs). Only 28.9% of drivers were screened for both alcohol and drugs, and 56.7% were not tested for either. The total proportion of unrestrained child passengers increased nearly linearly by age. Findings ranged as high as 70% for 13- to 14-year-olds with drivers positive for drugs and alcohol. In multivariable adjusted models, inappropriate child seating with drivers who tested positive was as follows: alcohol, 1.30 (95% CI, 0.92-1.82); drugs, 1.54 (95% CI, 1.24-1.92); and for both drugs and alcohol, 1.88 (95% CI, 1.38-2.55). More than one-fourth were unrestrained with drivers positive for cannabis (27.7%). Overall mortality was approximately triple for unrestrained versus restrained (33.5% vs 11.5%; P < .0001) and was higher in front-seated than rear-seated passengers (40.7% vs 31.5%; P < .0001). Passengers were less likely to be appropriately seated and to be restrained when transported by a driver positive for drugs and alcohol, but this finding varied according to passenger age and drug/alcohol category. Copyright © 2016 by the American Academy of Pediatrics.

Child Restraint Use and Driver Screening in Fatal Crashes Involving Drugs and Alcohol

PubMed Central

Huang, Yanlan; Liu, Chang

2016-01-01

BACKGROUND: There are reports that the incidence of alcohol-involved crashes has remained stable among fatally injured drivers while drug involvement has increased in recent years. METHODS: Data from the Fatality Analysis Reporting System (FARS) from 2010 to 2013 were used to examine drug and alcohol status of drivers (N = 10 864) of 4-wheeled passenger vehicles involved in a fatal crash while transporting a passenger aged 0 to 14 years (N = 17 179). Mixed effect multivariable logistic regression used SAS GLIMMIX to control for clustering. Odds ratios are reported with 95% confidence intervals (CIs). RESULTS: Only 28.9% of drivers were screened for both alcohol and drugs, and 56.7% were not tested for either. The total proportion of unrestrained child passengers increased nearly linearly by age. Findings ranged as high as 70% for 13- to 14-year-olds with drivers positive for drugs and alcohol. In multivariable adjusted models, inappropriate child seating with drivers who tested positive was as follows: alcohol, 1.30 (95% CI, 0.92–1.82); drugs, 1.54 (95% CI, 1.24–1.92); and for both drugs and alcohol, 1.88 (95% CI, 1.38–2.55). More than one-fourth were unrestrained with drivers positive for cannabis (27.7%). Overall mortality was approximately triple for unrestrained versus restrained (33.5% vs 11.5%; P < .0001) and was higher in front-seated than rear-seated passengers (40.7% vs 31.5%; P < .0001). CONCLUSIONS: Passengers were less likely to be appropriately seated and to be restrained when transported by a driver positive for drugs and alcohol, but this finding varied according to passenger age and drug/alcohol category. PMID:27550984

Sleep-related crash characteristics: Implications for applying a fatigue definition to crash reports.

PubMed

Filtness, A J; Armstrong, K A; Watson, A; Smith, S S

2017-02-01

Sleep-related (SR) crashes are an endemic problem the world over. However, police officers report difficulties in identifying sleepiness as a crash contributing factor. One approach to improving the sensitivity of SR crash identification is by applying a proxy definition post hoc to crash reports. To identify the prominent characteristics of SR crashes and highlight the influence of proxy definitions, ten years of Queensland (Australia) police reports of crashes occurring in ≥100km/h speed zones were analysed. In Queensland, two approaches are routinely taken to identifying SR crashes. First, attending police officers identify crash causal factors; one possible option is 'fatigue/fell asleep'. Second, a proxy definition is applied to all crash reports. Those meeting the definition are considered SR and added to the police-reported SR crashes. Of the 65,204 vehicle operators involved in crashes 3449 were police-reported as SR. Analyses of these data found that male drivers aged 16-24 years within the first two years of unsupervised driving were most likely to have a SR crash. Collision with a stationary object was more likely in SR than in not-SR crashes. Using the proxy definition 9739 (14.9%) crashes were classified as SR. Using the proxy definition removes the findings that SR crashes are more likely to involve males and be of high severity. Additionally, proxy defined SR crashes are no less likely at intersections than not-SR crashes. When interpreting crash data it is important to understand the implications of SR identification because strategies aimed at reducing the road toll are informed by such data. Without the correct interpretation, funding could be misdirected. Improving sleepiness identification should be a priority in terms of both improvement to police and proxy reporting. Copyright © 2015 Elsevier Ltd. All rights reserved.

Cyclists and drivers in road interactions: A comparison of perceived crash risk.

PubMed

Chaurand, Nadine; Delhomme, Patricia

2013-01-01

Today's increase in the number of cyclists has triggered a change in the interactions to be handled by road users. However, few studies have investigated crash risk perceived by cyclists interacting with other users, and few have compared cyclists' and drivers' perceptions of crash risk in bike-car interactions, the most dangerous situation for cyclists. Our aims here are to study perceived crash risk (no matter the seriousness of the crash) in six common road situations during which cyclist crashes are frequent and also to study cyclists' and drivers' perceived risk in bike-car interactions, in comparison to other interaction types (cyclist vs. cyclist and driver vs. driver). We predicted that perceived risk of being involved in a crash during a particular interaction would be greater when in interaction with a car than with a bike, and that drivers would perceive more risk than cyclists would. We also predicted that perceived risk would decrease with drivers' and cyclists' experience of their transportation mode and their perceived control over the interaction situation. We ran an online survey on two samples, experienced cyclists (N=336) and non-cyclist car drivers (N=92). Participants evaluated their personal risk - as cyclists or as drivers - of being involved in a road crash if they were in an interaction with a bike or a car for each of six risky road situations. Experience was measured in terms of years of vehicle driving and driven km; perceived control was measured in terms of perceived skill and responsibility for the risky behavior. The results validated our hypotheses: perceived risk was higher for car drivers than for cyclists and for interacting with a car than with a bike. The implications of these results for interventions to improve road safety for both cyclists and car drivers are discussed. Copyright © 2012 Elsevier Ltd. All rights reserved.

Driving with Intuition: A Preregistered Study about the EEG Anticipation of Simulated Random Car Accidents

PubMed Central

Duma, Gian Marco; Mento, Giovanni; Manari, Tommaso; Martinelli, Massimiliano

2017-01-01

The study of neural pre-stimulus or “anticipatory” activity opened a new window for understanding how the brain actively constructs the forthcoming reality. Usually, experimental paradigms designed to study anticipatory activity make use of stimuli. The purpose of the present study is to expand the study of neural anticipatory activity upon the temporal occurrence of dichotomic, statistically unpredictable (random) stimuli within an ecological experimental paradigm. To this purpose, we used a simplified driving simulation including two possible, randomly-presented trial types: a car crash end trial and a no car crash end trial. Event Related Potentials (ERP) were extracted -3,000 ms before stimulus onset. We identified a fronto-central negativity starting around 1,000 ms before car crash presentation. By contrast, a whole-scalp distributed positivity characterized the anticipatory activity observed before the end of the trial in the no car crash end condition. The present data are in line with the hypothesis that the brain may also anticipate dichotomic, statistically unpredictable stimuli, relaying onto different pre-stimulus ERP activity. Possible integration with car-smart-systems is also suggested. PMID:28103303

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

PubMed

McGinty, Emma E; Tung, Gregory; Shulman-Laniel, Juliana; Hardy, Rose; Rutkow, Lainie; Frattaroli, Shannon; Vernick, Jon S

2017-04-01

Alcohol-involved motor vehicle crashes are a major cause of preventable mortality in the U.S., leading to more than 10,000 fatalities in 2013. Ignition interlocks, or alcohol-sensing devices connected to a vehicle's ignition to prevent it from starting if a driver has a predetermined blood alcohol content (BAC) level, are a promising avenue for preventing alcohol-involved driving. This study sought to assess the effects of laws requiring ignition interlocks for some or all drunk driving offenders on alcohol-involved fatal crashes. A multilevel modeling approach assessed the effects of state interlock laws on alcohol-involved fatal crashes in the U.S. from 1982 to 2013. Monthly data on alcohol-involved crashes in each of the 50 states was collected in 2014 from the National Highway Traffic Safety Administration Fatality Analysis Reporting System. Random-intercept models accounted for between-state variation in alcohol-involved fatal crash rates and autocorrelation of within-state crash rates over time. Analysis was conducted in 2015. State laws requiring interlocks for all drunk driving offenders were associated with a 7% decrease in the rate of BAC >0.08 fatal crashes and an 8% decrease in the rate of BAC ≥0.15 fatal crashes, translating into an estimated 1,250 prevented BAC >0.08 fatal crashes. Laws requiring interlocks for segments of high-risk drunk driving offenders, such as repeat offenders, may reduce alcohol-involved fatal crashes after 2 years of implementation. Ignition interlock laws reduce alcohol-involved fatal crashes. Increasing the spread of interlock laws that are mandatory for all offenders would have significant public health benefit. Copyright © 2016 American Journal of Preventive Medicine. All rights reserved.

Studying the effect of weather conditions on daily crash counts using a discrete time-series model.

PubMed

Brijs, Tom; Karlis, Dimitris; Wets, Geert

2008-05-01

In previous research, significant effects of weather conditions on car crashes have been found. However, most studies use monthly or yearly data and only few studies are available analyzing the impact of weather conditions on daily car crash counts. Furthermore, the studies that are available on a daily level do not explicitly model the data in a time-series context, hereby ignoring the temporal serial correlation that may be present in the data. In this paper, we introduce an integer autoregressive model for modelling count data with time interdependencies. The model is applied to daily car crash data, metereological data and traffic exposure data from the Netherlands aiming at examining the risk impact of weather conditions on the observed counts. The results show that several assumptions related to the effect of weather conditions on crash counts are found to be significant in the data and that if serial temporal correlation is not accounted for in the model, this may produce biased results.

Sleep-related vehicle crashes on low speed roads.

PubMed

Filtness, A J; Armstrong, K A; Watson, A; Smith, S S

2017-02-01

Very little is known about the characteristics of sleep related (SR) crashes occurring on low speed roads compared with current understanding of the role of sleep in crashes occurring on high speed roads e.g. motorways. To address this gap, analyses were undertaken to identify the differences and similarities between (1) SR crashes occurring on roads with low (≤60km/h) and high (≥100km/h) speed limits, and (2) SR crashes and not-SR crashes occurring on roads with low speed limits. Police reports of all crashes occurring on low and high speed roads over a ten year period between 2000 and 2009 were examined for Queensland, Australia. Attending police officers identified all crash attributes, including 'fatigue/fell asleep', which indicates that the police believe the crash to have a causal factor relating to falling asleep, sleepiness due to sleep loss, time of day, or fatigue. Driver or rider involvement in crashes was classified as SR or not-SR. All crash-associated variables were compared using Chi-square tests (Cramer's V=effect size). A series of logistic regression was performed, with driver and crash characteristics as predictors of crash category. A conservative alpha level of 0.001 determined statistical significance. There were 440,855 drivers or riders involved in a crash during this time; 6923 (1.6%) were attributed as SR. SR crashes on low speed roads have similar characteristics to those on high speed roads with young (16-24y) males consistently over represented. SR crashes on low speed roads are noticeably different to not-SR crashes in the same speed zone in that male and young novice drivers are over represented and outcomes are more severe. Of all the SR crashes identified, 41% occurred on low speed roads. SR crashes are not confined to high speed roads. Low speed SR crashes warrant specific investigation because they occur in densely populated areas, exposing a greater number of people to risk and have more severe outcomes than not-SR crashes

Gasoline prices and their relationship to drunk-driving crashes.

PubMed

Chi, Guangqing; Zhou, Xuan; McClure, Timothy E; Gilbert, Paul A; Cosby, Arthur G; Zhang, Li; Robertson, Angela A; Levinson, David

2011-01-01

This study investigates the relationship between changing gasoline prices and drunk-driving crashes. Specifically, we examine the effects of gasoline prices on drunk-driving crashes in Mississippi by several crash types and demographic groups at the monthly level from 2004 to 2008, a period experiencing great fluctuation in gasoline prices. An exploratory visualization by graphs shows that higher gasoline prices are generally associated with fewer drunk-driving crashes. Higher gasoline prices depress drunk-driving crashes among young and adult drivers, among male and female drivers, and among white and black drivers. Results from negative binomial regression models show that when gas prices are higher, there are fewer drunk-driving crashes, particularly among property-damage-only crashes. When alcohol consumption levels are higher, there are more drunk-driving crashes, particularly fatal and injury crashes. The effects of gasoline prices and alcohol consumption are stronger on drunk-driving crashes than on all crashes. The findings do not vary much across different demographic groups. Overall, gasoline prices have greater effects on less severe crashes and alcohol consumption has greater effects on more severe crashes. Copyright © 2010 Elsevier Ltd. All rights reserved.

Traffic crash statistics report, 2002

DOT National Transportation Integrated Search

2003-10-29

In 2002, Florida continued to see improvements in traffi c safety. Statewide, the number of : traffi c crashes reported and investigated was down 2.2 percent from 2001. Alcohol-related fatalities, : as a percent of total fatalities, decreased by 1.2 ...

Injury Risk Functions in Frontal Impacts Using Data from Crash Pulse Recorders

PubMed Central

Stigson, Helena; Kullgren, Anders; Rosén, Erik

2012-01-01

Knowledge of how crash severity influences injury risk in car crashes is essential in order to create a safe road transport system. Analyses of real-world crashes increase the ability to obtain such knowledge. The aim of this study was to present injury risk functions based on real-world frontal crashes where crash severity was measured with on-board crash pulse recorders. Results from 489 frontal car crashes (26 models of four car makes) with recorded acceleration-time history were analysed. Injury risk functions for restrained front seat occupants were generated for maximum AIS value of two or greater (MAIS2+) using multiple logistic regression. Analytical as well as empirical injury risk was plotted for several crash severity parameters; change of velocity, mean acceleration and peak acceleration. In addition to crash severity, the influence of occupant age and gender was investigated. A strong dependence between injury risk and crash severity was found. The risk curves reflect that small changes in crash severity may have a considerable influence on the risk of injury. Mean acceleration, followed by change of velocity, was found to be the single variable that best explained the risk of being injured (MAIS2+) in a crash. Furthermore, all three crash severity parameters were found to predict injury better than age and gender. However, age was an important factor. The very best model describing MAIS2+ injury risk included delta V supplemented by an interaction term of peak acceleration and age. PMID:23169136

Ecological Associations of Alcohol Outlets with Underage and Young Adult Injuries

PubMed Central

Gruenewald, Paul J.; Freisthler, Bridget; Remer, Lillian; LaScala, Elizabeth A.; Treno, Andrew J.; Ponicki, William R.

2010-01-01

Objective This paper argues that associations between rates of three specific problems related to alcohol (i.e., accidents, traffic crashes, and assaults) should be differentially related to densities of off-premise outlets among underage youth and young adults based upon age related-patterns of alcohol outlet use. Methods Zip code-level population models assessed local and distal effects of alcohol outlets upon rates of hospital discharges for these outcomes. Results Densities of off-premise alcohol outlets were significantly related to injuries from accidents, assaults, and traffic crashes for both underage youth and young adults. Densities of bars were associated with more assaults and densities of restaurants were associated with more traffic crash injuries for young adults. Conclusions The distribution of alcohol-related injuries relative to alcohol outlets reflect patterns of alcohol outlet use. PMID:20028361

Cost of Crashes Related to Road Conditions, United States, 2006

PubMed Central

Zaloshnja, Eduard; Miller, Ted R.

2009-01-01

This is the first study to estimate the cost of crashes related to road conditions in the U.S. To model the probability that road conditions contributed to the involvement of a vehicle in the crash, we used 2000–03 Large Truck Crash Causation Study (LTCCS) data, the only dataset that provides detailed information whether road conditions contributed to crash occurrence. We applied the logistic regression results to a costed national crash dataset in order to calculate the probability that road conditions contributed to the involvement of a vehicle in each crash. In crashes where someone was moderately to seriously injured (AIS-2-6) in a vehicle that harmfully impacted a large tree or medium or large non-breakaway pole, or if the first harmful event was collision with a bridge, we changed the calculated probability of being road-related to 1. We used the state distribution of costs of fatal crashes where road conditions contributed to crash occurrence or severity to estimate the respective state distribution of non-fatal crash costs. The estimated comprehensive cost of traffic crashes where road conditions contributed to crash occurrence or severity was $217.5 billion in 2006. This represented 43.6% of the total comprehensive crash cost. The large share of crash costs related to road design and conditions underlines the importance of these factors in highway safety. Road conditions are largely controllable. Road maintenance and upgrading can prevent crashes and reduce injury severity. PMID:20184840

Evaluation of the crash mitigation effect of low-speed automated emergency braking systems based on insurance claims data.

PubMed

Isaksson-Hellman, Irene; Lindman, Magdalena

2016-09-01

The aim of the present study was to evaluate the crash mitigation performance of low-speed automated emergency braking collision avoidance technologies by examining crash rates, car damage, and personal injuries. Insurance claims data were used to identify rear-end frontal collisions, the specific situations where the low-speed automated emergency braking system intervenes. We compared cars of the same model (Volvo V70) with and without the low-speed automated emergency braking system (AEB and no AEB, respectively). Distributions of spare parts required for car repair were analyzed to identify car damage, and crash severity was estimated by comparing the results with laboratory crash tests. Repair costs and occupant injuries were investigated for both the striking and the struck vehicle. Rear-end frontal collisions were reduced by 27% for cars with low-speed AEB compared to cars without the system. Those of low severity were reduced by 37%, though more severe crashes were not reduced. Accordingly, the number of injured occupants in vehicles struck by low-speed AEB cars was reduced in low-severity crashes. In offset crash configurations, the system was found to be less effective. This study adds important information about the safety performance of collision avoidance technologies, beyond the number of crashes avoided. By combining insurance claims data and information from spare parts used, the study demonstrates a mitigating effect of low-speed AEB in real-world traffic.

[Determining the car driver's position at the moment of the frontal crash with a moving KAMAZ truck].

PubMed

Gusarov, A A; Fetisov, V A; Smirenin, S A

2016-01-01

This article is designed to report the results of the comprehensive forensic medical and autotechnical expertise for determining the positions of the driver and the first seat passenger of the GAS-3110 car at the moment of the frontal crash with a KAMAZ-5312 truck. The comparative analysis of the injuries in two subjects one of whom died as a result of the given accident made it possible to conclude that he had occupied the driver's seat in the car. The differential diagnosis was based on the peculiarities of the injuries to the upper extremities with the predominance of the most severe wounds at the right side of the body. Also taken into consideration were the specific conditions of the given frontal collision, design of the GAS-3110 passenger compartment, winter season, night time, and possible neglect of the passive safety means, etc.

Influences of alcohol upon driving behavior in an instrumented car

DOT National Transportation Integrated Search

1971-03-27

In each of two independent experiments, four high extraverts and four lower extraverts drove an instrumented car through a closed pylon-defined course, on each of two experimental days, after ingestion of alcohol and a placebo beverage, and with and ...

Left ventricle pseudoaneurysm in a transplanted heart from a car crash victim donor.

PubMed

Urbanowicz, Tomasz; Katarzyński, Sławomir; Puślecki, Mateusz; Budniak, Wiktor; Araszkiewicz, Aleksander; Łanocha, Magdalena; Pyda, Małgorzata; Straburzyńska-Migaj, Ewa; Jemielity, Marek

2014-06-26

Pseudoaneurysm is a very rare and unusual form of myocardial rupture, with complications such as chest trauma, inflammation, acute myocardial infarction, and infection. Although this rare complication has already been reported, it has never been found in a transplanted patient. We present the case of a 54-year-old women waiting on the urgent list who underwent heart transplantation. The donor of the organ died in a car accident. Although preoperative echocardiography had not revealed any signs of heart injury, a superficial small (3 × 3 mm hematoma) was detected on harvesting. After implantation, intraoperative echocardiography was satisfactory, with no signs of wall motion disturbances, and left ventricle ejection fraction was estimated at 50%. The postoperative period was uneventful. Three weeks after surgery, a left ventricle pseudoaneurysm was found on routine MRI. The aneurysm wall consisted of only an epicardial layer. There was an 8-mm-wide gap in the myocardial wall next to the endocardium and with the width of 4 mm beneath the epicardium. On repeated MRI performed 3 months thereafter, the pseudoaneurysm was filled by thrombus. The presented case illustrates the necessity of careful inspection of the organ reported for transplantation from a donor who died from high-speed motor vehicle crash injuries. Additional diagnostic steps like MRI imaging are obligatory after transplantation, especially when the organ was harvested from a motor vehicle crash victim.

Rear-facing car seat (image)

MedlinePlus

A rear-facing car seat position is recommended for a child who is very young. Extreme injury can occur in an accident because ... child. In a frontal crash a rear-facing car seat is best, because it cradles the head, ...

Who can best influence the quality of teenagers' cars?

PubMed

Keall, Michael D; Newstead, Stuart

2013-01-01

Because young drivers' vehicles have been found to offer poor occupant protection in many countries, this study sought to identify the most appropriate audience for information and publicity designed to change purchasing preferences to improve these vehicles and resultant injury outcomes. An analysis of New Zealand vehicles crashed by drivers aged 19 years or less linked to data on the owner of the vehicle was undertaken. Details on the crashed vehicles were merged with licensing information to identify the owner's age group. It was presumed that most vehicles driven by teens but owned by someone aged 30 to 59 would be owned by a parent of the teen. Only 14 percent of vehicles crashed by teens were owned by teens. Generally, older vehicles with poor crashworthiness were provided for the teenage driver, whatever the age group of the owner. However, cars crashed by teens but owned by their parents were on average almost 2 years younger and had relatively superior crashworthiness than the teenager-owned and crashed vehicles, although their crashworthiness was still poor compared to vehicles driven by older drivers. Evidently, parents are key people in making vehicle purchasing decisions regarding the cars that teenagers drive and should be the main audience for measures to improve the poor secondary safety performance of teenagers' vehicles.

2007 South Dakota motor vehicle traffic crash summary

DOT National Transportation Integrated Search

2008-01-01

The Motor Vehicle Traffic Crash Summary is divided into two main sections, Historical : Trends and 2007 Motor Vehicle Traffic Crash Profile. The Historical Trend section : provides information on alcohol involvement in motor vehicle crashes, severity...

2006 South Dakota motor vehicle traffic crash summary

DOT National Transportation Integrated Search

2007-05-01

The Motor Vehicle Traffic Crash Summary is divided into two main sections, Historical : Trends and 2006 Motor Vehicle Traffic Crash Profile. The Historical Trend section : provides information on alcohol involvement in motor vehicle crashes, severity...

2008 South Dakota motor vehicle traffic crash summary

DOT National Transportation Integrated Search

2009-06-01

The Motor Vehicle Traffic Crash Summary is divided into two main sections, Historical : Trends and 2008 Motor Vehicle Traffic Crash Profile. The Historical Trend section : provides information on alcohol involvement in motor vehicle crashes, severity...

2009 South Dakota motor vehicle traffic crash summary

DOT National Transportation Integrated Search

2010-06-01

The Motor Vehicle Traffic Crash Summary is divided into two main sections, Historical : Trends and 2009 Motor Vehicle Traffic Crash Profile. The Historical Trend section : provides information on alcohol involvement in motor vehicle crashes, severity...

Arkansas 2004 traffic crash statistics

DOT National Transportation Integrated Search

2004-01-01

On all public roads in Arkansas during 2004 there were: : 74,059 total crashes reported, a 4.4% increase from 2003 : 626 fatal crashes reported, an 11.0 % increase from 2003 : 721 fatalities reported, a 12.5% increase from 2003 : 269 alcohol/drug...

Arkansas 2003 traffic crash statistics

DOT National Transportation Integrated Search

2003-01-01

On all public roads in Arkansas during 2003 there were: : 70,914 total crashes reported, a 0.01 % increase from 2002 : 564 fatal crashes reported, a 1.2 % increase from 2002 : 641 fatalities reported, no increase or decrease from 2002 : 272 alcohol/d...

2010 South Dakota motor vehicle traffic crash summary

DOT National Transportation Integrated Search

2011-01-01

The Motor Vehicle Traffic Crash Summary is divided into two main sections, Historical Trends and 2010 Motor Vehicle Traffic Crash Profile. The Historical Trend section provides information on alcohol involvement in motor vehicle crashes, severity of ...

Assessing rear-end collision risk of cars and heavy vehicles on freeways using a surrogate safety measure.

PubMed

Zhao, Peibo; Lee, Chris

2018-04-01

This study analyzes rear-end collision risk of cars and heavy vehicles on freeways using a surrogate safety measure. The crash potential index (CPI) was modified to reflect driver's reaction time and estimated by types of lead and following vehicles (car or heavy vehicle). CPIs were estimated using the individual vehicle trajectory data from a segment of the US-101 freeway in Los Angeles, U.S.A. It was found that the CPI was generally higher for the following heavy vehicle than the following car due to heavy vehicle's lower braking capability. This study also validates the CPI using the simulated traffic data which replicate the observed traffic conditions a few minutes before the crash time upstream and downstream of the crash locations. The observed data were obtained from crash records and loop detectors on a section of the Gardiner Expressway in Toronto, Canada. The result shows that the values of CPI were consistently higher during the traffic conditions immediately before the crash time (crash case) than the normal traffic conditions (non-crash case). This demonstrates that the CPI can be used to capture rear-end collision risk during car-following maneuver on freeways. The result also shows that rear-end collision risk is lower for heavy vehicles than cars in the crash case due to their shorter reaction time and lower speed when spacing is shorter. Thus, it is important to reflect the differences in driver behavior and vehicle performance characteristics between cars and heavy vehicles in estimating surrogate safety measures. Lastly, it was found that the CPI-based crash prediction model can correctly identify the crash and non-crash cases at higher accuracy than the other crash prediction models based on detectors. Copyright © 2018 Elsevier Ltd. All rights reserved.

Long-term effects of lowering the alcohol minimum purchasing age on traffic crash injury rates in New Zealand.

PubMed

Kypri, Kypros; Davie, Gabrielle; McElduff, Patrick; Langley, John; Connor, Jennie

2017-03-01

In December 1999, New Zealand lowered the alcohol minimum purchasing age from 20 to 18 years. We tested hypotheses that this change was associated with long-term increases in traffic injury attributable to alcohol-impaired driving among 18- to 19-year-olds (target age group) and 15- to 17-year-olds (affected by 'trickle-down'). We undertook a controlled before-and-after comparison of rates of fatal and non-fatal traffic injury to persons of any age attributable to impaired drivers aged 18-19 years and 15-17 years, versus 20- to 21-year-olds. Crash data including assessment of driver alcohol impairment were recorded by New Zealand Police. The pre-change period was 1996-1999. Post-change periods were 2000-2003, 2004-2007 and 2008-2010. Outcomes were population-based and vehicle travel-based rates. Compared with the change in injury rates attributable to alcohol-impaired 20- to 21-year-old male drivers, injuries attributable to 18- to 19-year-old male drivers increased in all post-change periods and significantly so in the second post-change period (incidence rate ratio [IRR] 1.3, 95% confidence interval [CI] 1.1 to 1.5). For 15- to 17-year-old male drivers, rates increased in all post-change periods compared with 20- to 21-year-olds, and more so in the second (IRR 1.2, 95% CI 1.1 to 1.4) and third (IRR 1.2, 95% CI 1.1 to 1.4) periods. There was a short-term relative increase in harm attributable to 18- to 19-year-old female drivers (IRR 1.5; 1.1 to 2.0). Results were similar for vehicle travel-based rates. Reducing the alcohol minimum purchasing age was followed by long-term increases in the incidence of traffic injury attributable to male 15- to 19-year-old alcohol-impaired drivers. [Kypri K, Davie G, McElduff P, Langley J, Connor J. Long-term effects of lowering the alcohol minimum purchasing age on traffic crash injury rates in New Zealand. Drug Alcohol Rev 2017;36:178-185]. © 2016 Australasian Professional Society on Alcohol and other Drugs.

Arkansas 2007 traffic crash statistics

DOT National Transportation Integrated Search

2008-05-08

On all public roads in Arkansas during 2007 there were: : 66,393 total crashes reported, a 1.6% decrease from 2006 : 584 fatal crashes reported, a 2.0% decrease from 2006 : 650 fatalities reported, a 2.3% decrease from 2006 : 276 alcohol/drug rel...

Arkansas 2002 traffic crash statistics

DOT National Transportation Integrated Search

2002-01-01

On all public roads in Arkansas during 2002 there were: : 70,904 total crashes reported, a 3.1 % increase from 2001 : 557 fatal crashes reported, a 3.5 % increase from 2001 : 641 fatalities reported, a 4.9 % increase from 2001 : 243 alcohol/drug rela...

Arkansas 2007 traffic crash statistics

DOT National Transportation Integrated Search

2007-01-01

On all public roads in Arkansas during 2007 there were: : 66,393 total crashes reported, a 1.6% decrease from 2006 : 584 fatal crashes reported, a 2.0% decrease from 2006 : 650 fatalities reported, a 2.3% decrease from 2006 : 276 alcohol/drug rel...

Arkansas 2001 traffic crash statistics

DOT National Transportation Integrated Search

2001-01-01

On all public roads in Arkansas during 2001 there were: : 68,797 total crashes reported, a 2.7 % decrease from 2000 : 538 fatal crashes reported, a 6.9 % decrease from 2000 : 611 fatalities reported, a 6.3 % decrease from 2000 : 213 alcohol/drug rela...

Arkansas 2005 traffic crash statistics

DOT National Transportation Integrated Search

2005-01-01

On all public roads in Arkansas during 2005 there were: : 69,515 total crashes reported, a 6.1% decrease from 2004 : 596 fatal crashes reported, a 4.8% decrease from 2004 : 654 fatalities reported, a 9.3% decrease from 2004 : 247 alcohol/drug rel...

Crash fatality risk and unibody versus body-on-frame structure in SUVs.

PubMed

Ossiander, Eric M; Koepsell, Thomas D; McKnight, Barbara

2014-09-01

In crashes between cars and SUVs, car occupants are more likely to be killed than if they crashed with another car. An increasing proportion of SUVs are built with unibody, rather than truck-like body-on-frame construction. Unibody SUVs are generally lighter, less stiff, and less likely to roll over than body-on-frame SUVs, but whether unibody structure affects risk of death in crashes is unknown. To determine whether unibody SUVs differ from body-on-frame SUVs in the danger they pose to occupants of other vehicles and in the self-protection they offer to their own occupants. Case-control study of crashes between one compact SUV and one other passenger vehicle in the US during 1995-2008, in which the SUV was model year 1996-2006. Cases were all decedents in fatal crashes, one control was selected from each non-fatal crash. Occupants of passenger vehicles that crashed with compact unibody SUVs were at 18% lower risk of death compared to those that crashed with compact body-on-frame SUVs (adjusted odds ratio 0.82 (95% confidence interval 0.73-0.94)). Occupants of compact unibody SUVs were also at lower risk of death compared to occupants of body-on-frame SUVs (0.86 (0.72-1.02)). In two-vehicle collisions involving compact SUVs, unibody structure was associated with lower risk of death both in occupants of other vehicles in the crash, and in SUVs' own occupants. Copyright © 2014 Elsevier Ltd. All rights reserved.

Temporal factors in motor-vehicle crash deaths: Ten years later.

PubMed

Weast, Rebecca

2018-06-01

To assess trends in traffic fatalities on several temporal scales: year to year, by month, by day of week, and by time of day, to determine why some times correspond with higher rates of crash deaths, and to assess how these trends relate to age, the role of the deceased, and alcohol consumption. Traffic fatalities were identified using the Fatality Analysis Reporting System (FARS) for 1998 through 2014 and assessed for their time of occurrence. Three days that, on average, contained particularly high numbers of crash deaths were then assessed in greater detail, considering the age of the deceased, role of the deceased (vehicle occupant, bicyclist, motorcyclist, or pedestrian), and the blood alcohol content of either the driver (for passenger vehicle occupants) or the deceased. Annual crash fatality totals were much lower in 2014 than in 1998, but the decrease was not steady; a marked drop in crash deaths occurred after 2007 and continued until 2014. On average the most fatalities per day occurred in July and August (116 per day), followed closely by June, September, and October. During the week, the greatest number of fatalities on average occur on weekend days, and during the day the most fatalities tend to occur between the hours of 3p.m. and 7p.m. Holidays like Independence Day and New Year's Day show elevated crash fatalities, and a greater percentage of these crashes involved alcohol, when compared with adjacent days. Certain days and times of year stand out as posing an elevated crash risk, and even with the decrease in average daily fatalities over the past decade, these days and times of year have remained consistent. These results indicate focused areas for continued efforts to reduce fatal crashes. Copyright © 2018 National Safety Council and Elsevier Ltd. All rights reserved.

Impact and injury patterns in between-rails frontal crashes of vehicles with good ratings for frontal crash protection.

PubMed

Morgan, Richard M; Cui, Chongzhen; Digges, Kennerly H; Cao, Libo; Kan, Cing-Dao Steve

2012-01-01

This research investigated (1) what are the key attributes of the between-rail, frontal crash, (2) what are the types of object contacted, and (3) what is the type of resulting trauma. The method was to study with both weighted and in-depth case reviews of NASS-CDS crash data with direct damage between the longitudinal rails in frontal crashes. Individual case selection was limited to belted occupants in between-rail, frontal impacts of good-rated, late-model vehicles equipped with air bags.This paper evaluates the risk of trauma for drivers in cars and LTVs in between-rail, frontal crashes, and suggests the between-rail impact is more dangerous to car drivers. Using weighted data-representing 227,305 tow-away crashes-the resulting trauma to various body regions was analyzed to suggest greatest injury is to the chest, pelvis/thigh/knee/leg, and foot/ankle. This study analyzed the type of object that caused the direct damage between the rails, including small tree or post, large tree or pole, and another vehicle; and found that the struck object was most often another vehicle or a large tree/pole. Both the extent of damage and the occupant compartment intrusion were explored, and suggest that 64% of the serious injuries are associated with increasing intrusion. Individual NASS cases were reviewed to gain a deeper understanding of the mechanical particulars in the between-rail crash.

The effectiveness of electronic stability control in reducing real-world crashes: a literature review.

PubMed

Ferguson, Susan A

2007-12-01

Electronic stability control (ESC) is designed to help drivers maintain heading control of their vehicles in high-speed or sudden maneuvers and on slippery roads. The wider proliferation of ESC across the vehicle fleet has allowed evaluation of its effects in real-world crashes in many countries, including Japan, Germany, Sweden, France, Great Britain, and the United States. This article provides a summary of the findings. Studies that examined the real-world effectiveness of ESC were reviewed. Crash effects have been examined for different roadways, using differing analytic methods, different crash severities, and different make/model vehicles including both cars and SUVs. The review discusses the methodological differences and examines the findings according to vehicle type, crash type and severity, and road conditions. The overwhelming majority of studies find that ESC is highly effective in reducing single-vehicle crashes in cars and SUVs. Fatal single-vehicle crashes involving cars are reduced by about 30-50% and SUVs by 50-70%. Fatal rollover crashes are estimated to be about 70-90% lower with ESC regardless of vehicle type. A number of studies find improved effectiveness in reducing crashes when road conditions are slippery. There is little or no effect of ESC in all multi-vehicle crashes; however, there is a 17-38% reduction in more serious, fatal multi-vehicle crashes. Given the extraordinary benefits of ESC in preventing crashes, especially those with more serious outcomes, the implementation of ESC should be accelerated to cover the full range of passenger vehicles in both developed and developing markets.

Evaluation of an autonomous braking system in real-world PTW crashes.

PubMed

Savino, Giovanni; Pierini, Marco; Rizzi, Matteo; Frampton, Richard

2013-01-01

Powered 2-wheelers (PTWs) are becoming increasingly popular in Europe. They have the ability to get around traffic queues, thus lowering fuel consumption and increasing mobility. The risk of rider injury in a traffic crash is however much higher than that associated with car users. The European project, Powered Two Wheeler Integrated Safety (PISa), identified an autonomous braking system (AB) as a priority to reduce the injury consequences of a PTW crash. The aim of this study was to assess the potential effectiveness of the AB system developed in PISa, taking into account the specific system characteristics that emerged during the design, development and testing phases. Fifty-eight PTW cases representing European crash configurations were examined, in which 43 percent of riders sustained a Maximum Abbreviated Injury Scale (MAIS) 2+ injury. Two of the most common crash types were a PTW impacting a stationary object (car following scenario) 16% and an object pulling across the PTW path (crossing scenario) 54%. An expert team analysed the in-depth material of the sample crashes and determined a posteriori to what extent the AB would have affected the crash. For those cases where the AB was evaluated as applicable, a further quantitative evaluation of the benefits was conducted by considering a set of different possible rider reactions in addition to that exhibited in the actual crash. In 67 percent of cases, the application of AB could have mitigated the crash outcome. Analysis of those real crash cases showed the potential for an expert rider to avoid the collision. An early reaction of the rider, associated with a correct application of the brakes would have avoided 18 of the 37 car following/crossing scenarios. Conversely, according to the analysis, an expert rider would not have been able to avoid 19 of the 37 cases. In 14 of those 19 cases, the AB would have contributed to mitigating the crash outcome. This study demonstrated significant potential for

Epidemiology of alcohol and other drug use among motor vehicle crash victims admitted to a trauma center.

PubMed

Walsh, J Michael; Flegel, Ron; Cangianelli, Leo A; Atkins, Randolph; Soderstrom, Carl A; Kerns, Timothy J

2004-09-01

The objectives of this research were to (1) determine the incidence and prevalence of alcohol and other drug use among motor vehicle crash (MVC) victims admitted to a regional Level-I trauma center, and (2) to examine the utility of using a rapid point-of-collection (POC) drug-testing device to identify MVC patients with drug involvement. Blood and urine specimens were routinely collected per clinical protocol for each MVC victim at the time of admission. Blood alcohol concentration (BAC) levels were determined per standard clinical protocol. Clinical urine specimens were routinely split so that a POC drug-testing device for the detection of commonly abused drugs (Marijuana, Cocaine, Amphetamines, Methamphetamines, and Opiates) could be compared to that of the standard hospital laboratory analysis of each urine specimen (which also included Barbiturates and Benzodiazepines). In the six-month period of this study, nearly two-thirds of trauma center admissions were victims of motor vehicle crashes. During this time, blood and urine was collected from 322 MVC victims. Toxicology results indicated that 59.3% of MVC victims tested positive for either commonly abused drugs or alcohol. More patients tested positive for drug use than tested positive for alcohol, with 33.5% testing positive for drug use only, 15.8% testing positive for alcohol use only, and 9.9% testing positive for both drugs and alcohol. Less than half (45.2%) of the substance-abusing patients in this study would have been identified by an alcohol test alone. After alcohol, marijuana and benzodiazepines were the most frequently detected drugs. Point of collection (POC) test results correlated well with laboratory results and provide important information to initiate rapid intervention/treatment for substance use problems among injured patients.

The potential impact and legal feasibility of requiring alcohol testing of all drivers in fatal crashes in Virginia.

DOT National Transportation Integrated Search

2005-01-01

This report addresses how the Code of Virginia can be changed to improve Virginia's rate of testing for blood alcohol concentration (BAC) among drivers involved in crashes where there is a fatality. Currently, the implied consent statute in the Code ...

A Study of Bicycle and Passenger Car Collisions Based on Insurance Claims Data

PubMed Central

Isaksson-Hellman, Irene

2012-01-01

In Sweden, bicycle crashes are under-reported in the official statistics that are based on police reports. Statistics from hospital reports show that cyclists constitute the highest percentage of severely injured road users compared to other road user groups. However, hospital reports lack detailed information about the crash. To get a more comprehensive view, additional data are needed to accurately reflect the casualty situation for cyclists. An analysis based on 438 cases of bicycle and passenger car collisions is presented, using data collected from insurance claims. The most frequent crash situations are described with factors as to where and when collisions occur, age and gender of the involved cyclists and drivers. Information on environmental circumstances such as road status, weather- and light conditions, speedlimits and traffic environment is also included. Based on the various crash events, a total of 32 different scenarios have been categorized, and it was found that more than 75% were different kinds of intersection related situations. From the data, it was concluded that factors such as estimated impact speed and age significantly influence injury severity. The insurance claims data complement the official statistics and provide a more comprehensive view of bicycle and passenger car collisions by considering all levels of crash and injury severity. The detailed descriptions of the crash situations also provide an opportunity to find countermeasures to prevent or mitigate collisions. The results provide a useful basis, and facilitates the work of reducing the number of bicycle and passenger car collisions with serious consequences. PMID:23169111

Nonconformities in real-world fatal crashes--electronic stability control and seat belt reminders.

PubMed

Lie, Anders

2012-01-01

Many new safety systems are entering the market. Vision Zero is a safety strategy aiming at the elimination of fatalities and impairing injuries by the use of a holistic model for safe traffic to develop a safe system. The aim of this article is to analyze fatalities in modern cars with respect to the Vision Zero model with special respect to electronic stability control (ESC) systems and modern seat belt reminders (SBRs). The model is used to identify and understand cases where cars with ESC systems lost control and where occupants were unbelted in a seat with seat belt reminders under normal driving conditions. The model for safe traffic was used to analyze in-depth studies of fatal crashes with respect to seat belt use and loss of control. Vehicles from 2003 and later in crashes from January 2004 to mid-2010 were analyzed. The data were analyzed case by case. Cars that were equipped with ESC systems and lost control and occupants not using the seat belt in a seat with a seat belt reminder were considered as nonconformities. A total of 138 fatal crashes involving 152 fatally injured occupants were analyzed. Cars with ESC systems had fewer loss-of-control-relevant cases than cars without ESC systems. Thirteen percent of the ESC-equipped vehicles had loss-of-control-relevant crashes and 36 percent of the cars without ESC systems had loss-of-control-relevant crashes. The analysis indicates that only one car of the 9 equipped with ESC that lost control did it on a road surface with relevant friction when driving within the speed restriction of the road. In seats with seat belt reminders that are in accordance with the European New Car Assessment Programme's (Euro NCAP) protocol, 93 percent of the occupants were using a seat belt. In seats without reminders this number was 74 percent. This study shows that ESC systems result in a very significant reduction in fatal crashes, especially under normal driving conditions. Under extreme driving conditions such as speeding

Predicting reduced visibility related crashes on freeways using real-time traffic flow data.

PubMed

Hassan, Hany M; Abdel-Aty, Mohamed A

2013-06-01

The main objective of this paper is to investigate whether real-time traffic flow data, collected from loop detectors and radar sensors on freeways, can be used to predict crashes occurring at reduced visibility conditions. In addition, it examines the difference between significant factors associated with reduced visibility related crashes to those factors correlated with crashes occurring at clear visibility conditions. Random Forests and matched case-control logistic regression models were estimated. The findings indicated that real-time traffic variables can be used to predict visibility related crashes on freeways. The results showed that about 69% of reduced visibility related crashes were correctly identified. The results also indicated that traffic flow variables leading to visibility related crashes are slightly different from those variables leading to clear visibility crashes. Using time slices 5-15 minutes before crashes might provide an opportunity for the appropriate traffic management centers for a proactive intervention to reduce crash risk in real-time. Copyright © 2013 Elsevier Ltd. All rights reserved.

When does alcohol hurt? A driving simulator study.

PubMed

Vollrath, Mark; Fischer, Josefine

2017-12-01

World-wide, alcohol is still a major cause of traffic accidents. The dose-related accident risk function has been found in a large number of risk studies. A plethora of laboratory studies has examined the effect of alcohol with regard to different information processing capabilities of drivers. Summarizing the results, alcohol effects occur at lower blood alcohol concentrations (BAC) the more complex the tasks get. However, in contrast, typical alcohol-related crashes are frequently single vehicle crashes but not so often crashes in complex situations like at intersections. It may be that the subjective assessment of the traffic situation and the adaptation of behavior under the influence of alcohol plays a major role in accident causation. In order to examine this hypothesis, two driving simulator studies were conducted at a target BAC of 0.5g/l comparing two (alcohol vs. placebo; n=48, Experiment 1) and three (sober, placebo and alcohol; n=63, Experiment 2) groups of subjects in two critical scenarios. The first scenario was a seemingly easy traffic situation and was supposed to lead to a relaxed driving behavior under alcohol. The second scenario involved a complex intersection situation where especially drivers under the influence of alcohol should try to concentrate and compensate their experienced alcohol effects. In all scenarios, a critical object appeared suddenly and the driver had to react fast in order to prevent a (simulated) accident. Overall, the results support the hypothesis. Accidents were more frequent for alcohol drivers as compared to placebo/sober drivers in the easy scenario, but not the complex one. The initial speed of the driver when entering the scenario seems to play a major role in the accident causation. Drivers under the influence of alcohol seem to lower their speed in complex scenarios, possibly to thus counteract alcohol effects. In seemingly easy scenarios this does not seem necessary for them and the arousing effect of alcohol

Injury Outcome in Crashes with Guardrail End Terminals.

PubMed

Johnson, Nicholas S; Gabler, Hampton C

2015-01-01

The goal of this study is to evaluate the crash performance of guardrail end terminals in real-world crashes. Guardrail end terminals are installed at the ends of guardrail systems to prevent the rail from spearing through the car in an end-on collision. Recently, there has been a great deal of controversy as to the safety of certain widely used end terminal designs, partly because there is surprisingly little real-world crash data for end terminals. Most existing studies of end terminal crashes used data from prior to the mid-1990s. Since then, there have been large improvements to vehicle crashworthiness and seat belt usage rates, as well as new roadside safety hardware compliant with National Cooperative Highway Research Program (NCHRP) Report 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features." Additionally, most existing studies of injury in end terminal crashes do not account for factors such as the occurrence of rollover. This analysis uses more recent crash data that represent post-1990s vehicle fleet changes and account for a number of factors that may affect driver injury outcome and rollover occurrence. Passenger vehicle crashes coded as involving guardrail end terminals were identified in the set of police-reported crashes in Michigan in 2011 and 2012. End terminal performance was expected to be a function of end terminal system design. State crash databases generally do not identify specific end terminal systems. In this study, the coded crash location was used to obtain photographs of the crash site prior to the crash from Google Street View. These site photographs were manually inspected to identify the particular end terminal system involved in the crash. Multiple logistic regression was used to test for significant differences in the odds of driver injury and rollover between different terminal types while accounting for other factors. A total of 1,001 end terminal crashes from the 2011-2012 Michigan State crash

Efficacy of side airbags in reducing driver deaths in driver-side car and SUV collisions.

PubMed

McCartt, Anne T; Kyrychenko, Sergey Y

2007-06-01

To estimate the efficacy of side airbags in preventing driver deaths in passenger vehicles struck on the driver side. Risk ratios for driver deaths per driver-side collision were computed for side airbag-equipped cars and SUVs, relative to vehicles without side airbags. Driver fatality ratios also were calculated for the same vehicles in front and rear impacts, and these were used to adjust the side crash risk ratios for differences in fatality risk unrelated to side airbags. Risk ratios were calculated separately for side airbags providing torso-only protection and side airbags with head protection; almost all head protecting airbags also had airbags protecting the torso. Car driver death risk in driver-side crashes was reduced by 37 percent for head protecting airbags and 26 percent for torso-only side airbags. Car driver death risk was reduced for older and younger drivers, males and females, and drivers of small and midsize cars, and when the striking vehicle was an SUV/pickup or a car/minivan. Death risk for drivers of SUVs was reduced by 52 percent with head protecting side airbags and by 30 percent with torso-only airbags. The effectiveness of side airbags could not be assessed for pickups and minivans due to the small number of these vehicles with airbags involved in crashes. Side airbags substantially reduce the risk of car and SUV driver death in driver-side collisions. Making side airbags with head protection available to drivers and right front passengers in all passenger vehicles could reduce the number of fatalities in motor vehicle crashes in the United States by about 2,000 each year.

Support vector machine in crash prediction at the level of traffic analysis zones: Assessing the spatial proximity effects.

PubMed

Dong, Ni; Huang, Helai; Zheng, Liang

2015-09-01

In zone-level crash prediction, accounting for spatial dependence has become an extensively studied topic. This study proposes Support Vector Machine (SVM) model to address complex, large and multi-dimensional spatial data in crash prediction. Correlation-based Feature Selector (CFS) was applied to evaluate candidate factors possibly related to zonal crash frequency in handling high-dimension spatial data. To demonstrate the proposed approaches and to compare them with the Bayesian spatial model with conditional autoregressive prior (i.e., CAR), a dataset in Hillsborough county of Florida was employed. The results showed that SVM models accounting for spatial proximity outperform the non-spatial model in terms of model fitting and predictive performance, which indicates the reasonableness of considering cross-zonal spatial correlations. The best model predictive capability, relatively, is associated with the model considering proximity of the centroid distance by choosing the RBF kernel and setting the 10% of the whole dataset as the testing data, which further exhibits SVM models' capacity for addressing comparatively complex spatial data in regional crash prediction modeling. Moreover, SVM models exhibit the better goodness-of-fit compared with CAR models when utilizing the whole dataset as the samples. A sensitivity analysis of the centroid-distance-based spatial SVM models was conducted to capture the impacts of explanatory variables on the mean predicted probabilities for crash occurrence. While the results conform to the coefficient estimation in the CAR models, which supports the employment of the SVM model as an alternative in regional safety modeling. Copyright © 2015 Elsevier Ltd. All rights reserved.

Relationship of Near-Crash/Crash Risk to Time Spent on a Cell Phone While Driving.

PubMed

Farmer, Charles M; Klauer, Sheila G; McClafferty, Julie A; Guo, Feng

2015-01-01

The objective of this study was to examine in a naturalistic driving setting the dose-response relationship between cell phone usage while driving and risk of a crash or near crash. How is the increasing use of cell phones by drivers associated with overall near-crash/crash risk (i.e., during driving times both on and off the phone)? Day-to-day driving behavior of 105 volunteer subjects was monitored over a period of 1 year. A random sample was selected comprised of 4 trips from each month that each driver was in the study, and in-vehicle video was used to classify driver behavior. The proportion of driving time spent using a cell phone was estimated for each 3-month period and correlated with overall crash and near-crash rates for each period. Thus, it was possible to test whether changes in an individual driver's cell phone use over time were associated with changes in overall near-crash/crash risk. Drivers in the study spent 11.7% of their driving time interacting with a cell phone, primarily talking on the phone (6.5%) or simply holding the phone in their hand or lap (3.7%). The risk of a near-crash/crash event was approximately 17% higher when the driver was interacting with a cell phone, due primarily to actions of reaching for/answering/dialing, which nearly triples risk (relative risk = 2.84). However, the amount of driving time spent interacting with a cell phone did not affect a driver's overall near-crash/crash risk. Vehicle speeds within 6 s of the beginning of each call on average were 5-6 mph lower than speeds at other times. Results of this naturalistic driving study are consistent with the observation that increasing cell phone use in the general driving population has not led to increased crash rates. Although cell phone use can be distracting and crashes have occurred during this distraction, overall crash rates appear unaffected by changes in the rate of cell phone use, even for individual drivers. Drivers compensate somewhat for the distraction

The effect on road safety of a modal shift from car to bicycle.

PubMed

Stipdonk, Henk; Reurings, Martine

2012-01-01

To describe and apply a method to assess the effect on road safety of a modal shift from cars to bicycles. Ten percent of all car trips shorter than 7.5 km were assumed to be replaced by bicycle trips. Single-vehicle and multivehicle crashes involving cars and/or bicycles were considered. The safety of car occupants and cyclists was taken into account as well as the safety of other road users involved in such crashes. The computations were carried out by age and gender. Assuming constant risk (casualties per distance traveled), the expected number of accidents is proportional to the mobility shift. Several types of risk were considered: the risk of being injured as a car driver or cyclist and the risk of being involved as a car driver or cyclist in a crash in which another road user is injured. The results indicated that the total gain of the modal shift was negative for fatalities, which means that there was a net increase in the number of fatalities. The modal shift was advantageous for young drivers and disadvantageous for elderly drivers. In addition, it was more positive for males than for females. The turning point was around the age of 35. For hospitalized casualties, due to the strong influence of the many hospitalized cyclists in nonmotorized vehicle crashes, there was a strong negative overall effect, and the modal shift resulted in a positive effect for 18- and 19-year-old males only. Overall, a small increase (up to 1%) in the number of cyclist fatalities and a greater increase of 3.5 percent in the number of inpatients was expected. The increase in casualties was mainly due to the proportion of single-vehicle bicycle crashes with serious injuries in relation to the total number of injured cyclists. The effect of the modal shift was shown to depend on age and gender, resulting in fewer casualties for younger drivers and for women. It is possible to provide a first approximation of the effect on road safety of a mobility shift from cars to bicycles. This

Injury severity analysis in taxi-pedestrian crashes: An application of reconstructed crash data using a vehicle black box.

PubMed

Chung, Younshik

2018-02-01

In-vehicle recording devices have enabled recent changes in methodological paradigms for traffic safety research. Such devices include event data recorders (EDRs), vehicle black boxes (VBBs), and various sensors used in naturalistic driving studies (NDSs). These technologies may help improve the validity of models used to assess impacts on traffic safety. The objective of this study is to analyze the injury severity in taxi-pedestrian crashes using the accurate crash data from VBBs, such as the time-to-collision (TTC), speed, angle, and region of the crash. VBB data from a two-year period (2010-2011) were collected from taxis operating in Incheon, South Korea. An ordered probit model was then applied to analyze the injury severity in crashes. Five variables were found to have a greater effect on injury severity: crash speed, crashes in no-median sections, crashes where the secondary impact object of pedestrians was the crash vehicle, crashes where the third impact object of pedestrians was another moving vehicle, and crashes where the third impact region of pedestrians was their head. However, injuries were less severe in crashes where the first impact region on the pedestrian was their leg, crashes with the car moving in a straight line, and crashes involving junior high school students. Copyright © 2017 Elsevier Ltd. All rights reserved.

The effectiveness of tax policy interventions for reducing excessive alcohol consumption and related harms.

PubMed

Elder, Randy W; Lawrence, Briana; Ferguson, Aneeqah; Naimi, Timothy S; Brewer, Robert D; Chattopadhyay, Sajal K; Toomey, Traci L; Fielding, Jonathan E

2010-02-01

A systematic review of the literature to assess the effectiveness of alcohol tax policy interventions for reducing excessive alcohol consumption and related harms was conducted for the Guide to Community Preventive Services (Community Guide). Seventy-two papers or technical reports, which were published prior to July 2005, met specified quality criteria, and included evaluation outcomes relevant to public health (e.g., binge drinking, alcohol-related crash fatalities), were included in the final review. Nearly all studies, including those with different study designs, found that there was an inverse relationship between the tax or price of alcohol and indices of excessive drinking or alcohol-related health outcomes. Among studies restricted to underage populations, most found that increased taxes were also significantly associated with reduced consumption and alcohol-related harms. According to Community Guide rules of evidence, these results constitute strong evidence that raising alcohol excise taxes is an effective strategy for reducing excessive alcohol consumption and related harms. The impact of a potential tax increase is expected to be proportional to its magnitude and to be modified by such factors as disposable income and the demand elasticity for alcohol among various population groups. Published by Elsevier Inc.

Factors involved in fatal vehicle crashes

DOT National Transportation Integrated Search

2010-09-01

This report examines factors that contribute to fatal crashes involving a motor vehicle (e.g., car, truck, or bus). Accident level data was obtained from the National Highway Traffic Safety Administrations (NHTSAs) Fatality Analysis Reporting S...

Impact and Injury Patterns in Between-Rails Frontal Crashes of Vehicles with Good Ratings for Frontal Crash Protection

PubMed Central

Morgan, Richard M.; Cui, Chongzhen; Digges, Kennerly H.; Cao, Libo; Kan, Cing-Dao (Steve)

2012-01-01

This research investigated (1) what are the key attributes of the between-rail, frontal crash, (2) what are the types of object contacted, and (3) what is the type of resulting trauma. The method was to study with both weighted and in-depth case reviews of NASS-CDS crash data with direct damage between the longitudinal rails in frontal crashes. Individual case selection was limited to belted occupants in between-rail, frontal impacts of good-rated, late-model vehicles equipped with air bags. This paper evaluates the risk of trauma for drivers in cars and LTVs in between-rail, frontal crashes, and suggests the between-rail impact is more dangerous to car drivers. Using weighted data—representing 227,305 tow-away crashes—the resulting trauma to various body regions was analyzed to suggest greatest injury is to the chest, pelvis/thigh/knee/leg, and foot/ankle. This study analyzed the type of object that caused the direct damage between the rails, including small tree or post, large tree or pole, and another vehicle; and found that the struck object was most often another vehicle or a large tree/pole. Both the extent of damage and the occupant compartment intrusion were explored, and suggest that 64% of the serious injuries are associated with increasing intrusion. Individual NASS cases were reviewed to gain a deeper understanding of the mechanical particulars in the between-rail crash. PMID:23169135

Helicopter crashes related to oil and gas operations in the Gulf of Mexico.

PubMed

Baker, Susan P; Shanahan, Dennis F; Haaland, Wren; Brady, Joanne E; Li, Guohua

2011-09-01

The hazards inherent in flight operations in the Gulf of Mexico prompted investigation of the number and circumstances of crashes related to oil and gas operations in the region. The National Transportation Safety Board (NTSB) database was queried for helicopter crashes during 1983 through 2009 related to Gulf of Mexico oil or gas production. The crashes were identified based on word searches confirmed by a narrative statement indicating that the flight was related to oil or gas operations. During 1983-2009, the NTSB recorded a total of 178 helicopter crashes related to oil and gas operations in the Gulf of Mexico, with an average of 6.6 crashes per year (5.6 annually during 1983-1999 vs. 8.2 during 2000-2009). The crashes resulted in a total of 139 fatalities, including 41 pilots. Mechanical failure was the most common precipitating factor, accounting for 68 crashes (38%). Bad weather led to 29 crashes (16%), in which 40% of the 139 deaths occurred. Pilot error was cited by the NTSB in 83 crashes (47%). After crashes or emergency landings on water, 15 helicopters sank when flotation devices were not activated automatically or by pilots. Mechanical failure, non-activation of flotation, and pilot error are major problems to be addressed if crashes and deaths in this lethal environment are to be reduced.

Predicting injury risk with "New Car Assessment Program" crashworthiness ratings.

PubMed

Jones, I S; Whitfield, R A

1988-12-01

The relationship between crashworthiness ratings produced by the National Highway Traffic Safety Administration's (NHTSA's) New Car Assessment Program (NCAP) and the risk of incapacitating injury or death for drivers who are involved in single-car, fixed-object, frontal collisions was examined. The results are based on 6,405 such crashes from the Motor Vehicle Traffic Accident file of the Texas Department of Highways and Public Transportation. The risk of injury was modeled using logistic regression taking into account the NCAP test results for each individual model of car and the intervening effects of car mass, age of the driver, restraint use, and crash severity. Three measures of anthropometric dummy response, Head Injury Criterion (HIC), Chest Deceleration (CD), and femur load were used to indicate vehicle crash test performance. The results show that there is a significant relationship between the results of the NCAP tests and the risk of serious injury or death in actual single-car frontal accidents. In terms of overall injury, chest deceleration was a better predictor than the Head Injury Criterion. For restrained drivers, crash severity, driver age, and chest deceleration were significant parameters for predicting risk of serious injury or death; the risk of injury decreased as chest deceleration decreased. The results were similar for unrestrained drivers although vehicle mass and femur load were also significant factors in the model. The risk of overall injury decreased as chest deceleration decreased but appeared to decrease as femur load increased.

Systematic review of military motor vehicle crash-related injuries.

PubMed

Krahl, Pamela L; Jankosky, Christopher J; Thomas, Richard J; Hooper, Tomoko I

2010-01-01

Motor vehicle crashes account for nearly one third of U.S. military fatalities annually. The objective of this review is to summarize the published evidence on injuries due specifically to military motor vehicle (MMV) crashes. A search of 18 electronic databases identified English language publications addressing MMV crash-related injuries between 1970 and 2006 that were available to the general public. Documents limited in distribution to military or government personnel were not evaluated. Relevant articles were categorized by study design. The search identified only 13 studies related specifically to MMV crashes. Most were case reports or case series (n=8); only one could be classified as an intervention study. Nine of the studies were based solely on data from service-specific military safety centers. Few studies exist on injuries resulting from crashes of military motor vehicles. Epidemiologic studies that assess injury rates, type, severity, and risk factors are needed, followed by studies to evaluate targeted interventions and prevention strategies. Interventions currently underway should be evaluated for effectiveness, and those proven effective in the civilian community, such as graduated driver licensing, should be considered for implementation and evaluation in military populations. Published by Elsevier Inc.

Repair of Budd Pioneer Coach car crush zones

DOT National Transportation Integrated Search

2007-05-01

The research team conducted a project to repair cars for use in a full-scale train-to-train collision test with crash energy management systems. The two cars had been damaged in previous dynamic tests. Several components required replacement, and som...

Real-life fatal outcome in car-to-car near-side impacts--implications for improved protection considering age and crash severity.

PubMed

Sunnevang, Cecilia; Rosén, Erik; Bostrom, Ola

2009-04-01

Recent studies have shown that current side airbags, protecting head and chest, are saving lives in near-side impacts (Kahane 2007; McCartt and Kyrychenko 2007). The aim of this study was to analyze NASS/CDS real-life data on fatal trauma in near-side car-to-car crashes, stratified by age into non-senior and senior occupants. Furthermore, a hypothetical model explaining side airbag effectiveness as a function of lateral delta-v was presented. The model together with the field data was then used to demonstrate further enhancement of side airbag restraint performance. Weighted NASS/CDS data from 1994 to 2006 for front seat occupants in near-side car-to-car impacts was used to calculate the exposure, incidence, and risk of fatal trauma with respect to lateral delta-v. The dataset was also divided into non-senior (10-59 years) and senior (age > or = 60 years) occupants. The hypothetical model was created to adjust the NASS/CDS data to represent a car fleet fully equipped with current side airbag protection. The model was then used to evaluate the increase in effectiveness of improved side airbag protection achieved by increasing the lateral delta-v in the range where the airbag have most mitigating effect, increasing the airbag protection level within the delta-v range currently tested, and a combination of the two approaches. From the NASS/CDS data, the median delta-v for fatal injury was 37 km/h for the total sample. When stratified with respect to age, the median delta-v for fatal injury was 41 km/h for non-seniors and 28 km/h for senior occupants. The exposures for both age groups were similar. However, the fatal incidence showed a difference in delta-v range between non-senior and senior occupants. Applying the airbag model increased the median delta-v to 40 km/h for the total sample and 47 and 30 km/h for non-seniors and seniors, respectively. Current side airbag systems offer very good protection for non-senior occupants up to delta-v 40 km/h. Though still high

The effects of electronic stability control (ESC) on crashes--an update.

PubMed

Høye, Alena

2011-05-01

The present study is an update of the meta-analysis by Erke (Erke, A., 2008. Effects of Electronic Stability Control (ESC) on accidents: a review of empirical evidence. Accident Analysis & Prevention, 40 (1), 167-173). Results from 12 studies of the effects of Electronic Stability Control (ESC) on the number of different types of crashes were summarized by means of meta-analysis. The results indicate that ESC prevents about 40% of all crashes involving loss of control. The greatest reductions were found for rollover crashes (-50%), followed by run-off-road (-40%) and single vehicle crashes (-25%). These results are however likely to be somewhat overestimated, especially for non-fatal crashes. Multiple vehicle crashes were found to be largely unchanged. Reductions were found for some types of multiple vehicle crashes. Rear-end collisions are unchanged or may increase. Fatal crashes involving pedestrians, bicycles or animals were found to increase as well. ESC was found to be more effective in preventing fatal crashes than non-fatal crashes. ESC is often found to be more effective in Sports Utility Vehicles (SUVs) than in passenger cars. This may be due to differences between drivers of SUVs and passenger cars. The results from meta-analysis indicate that drivers of ESC-equipped vehicles are likely to be safer drivers than other drivers. All the same, ESC may lead to behavioural adaptation in some cases, but it is not likely that behavioural adaptation offsets the positive safety effects. This may be due to a lack of knowledge about ESC. Copyright © 2010 Elsevier Ltd. All rights reserved.

Wrong-way driving crashes on French divided roads.

PubMed

Kemel, Emmanuel

2015-02-01

The objective of divided roads is to increase users' safety by posting unidirectional traffic flows. It happens however that drivers proceed in the wrong direction, endangering themselves as well as other users. The crashes caused by wrong-way drivers are generally spotlighted by the media and call for public intervention. This paper proposes a characterization of wrong-way driving crashes occurring on French divided road on the 2008-2012 period. The objective is to identify the factors that delineate between wrong-way driving crashes and other crashes. Building on the national injury road crash database, 266 crashes involving a wrong-way driver were identified. Their characteristics (related to timing, location, vehicle and driver) are compared to those of the 22,120 other crashes that occurred on the same roads over the same period. The comparison relies on descriptive statistics, completed by a logistic regression. Wrong-way driving crashes are rare but severe. They are more likely to occur during night hours and on non-freeway roads than other crashes. Wrong-way drivers are older, more likely to be intoxicated, to be locals, to drive older vehicles, mainly passenger cars without passengers, than other drivers. The differences observed across networks can help prioritizing public intervention. Most of the identified WW-driving factors deal with cognitive impairment. Therefore, the specific countermeasures such as alternative road signs should be designed for and tested on cognitively impaired drivers. Nevertheless, WW-driving factors are also risk factors for other types of crashes (e.g. elderly driving, drunk driving and age of the vehicle). This suggests that, instead of (or in addition to) developing WW-driving specific countermeasures, managing these risk factors would help reducing a larger number of crashes. Copyright © 2014 Elsevier Ltd. All rights reserved.

Alcohol and marijuana use while driving--an unexpected crash risk in Pakistani commercial drivers: a cross-sectional survey.

PubMed

Mir, Mohammed Umer; Khan, Imran; Ahmed, Bilal; Abdul Razzak, Junaid

2012-02-27

A significant proportion of road traffic crashes are attributable to alcohol and marijuana use while driving globally. Sale and use of both substances is illegal in Pakistan and is not considered a threat for road traffic injuries. However literature hints that this may not be the case. We did this study to assess usage of alcohol and marijuana in Pakistani commercial drivers. A sample of 857 commercial bus and truck drivers was interviewed in October 2008 at the largest commercial vehicle station in Rawalpindi and Islamabad, Pakistan. Time location cluster sampling was used to select the subjects and a structured questionnaire was used to assess the basic demographic profile, substance abuse habits of the drivers while on the road, and reasons for usage of illicit substances while driving were recorded. Self reported information was collected after obtaining informed consent. Chi square and fisher exact tests were used to assess differences between groups and logistic regression was used to identify significant associations between driver characteristics and alcohol and marijuana use. Almost 10% of truck drivers use alcohol while driving on Pakistani roads. Marijuana use is almost 30% in some groups. Statistically different patterns of usage are seen between population subgroups based on age, ethnicity, education, and marital status. Regression analysis shows association of alcohol and marijuana use with road rage and error behaviours, and also with an increased risk of being involved in road crashes. The reported reasons for using alcohol or marijuana show a general lack of awareness of the hazardous nature of this practice among the commercial driver population. Alcohol and marijuana use is highly prevalent in Pakistani commercial drivers. The issue needs to be recognized by concerned authorities and methods such as random breath tests and sobriety check points need to be employed for proper law enforcement.

Can-Filled Crash Barrier

NASA Technical Reports Server (NTRS)

Wilson, A. H.

1983-01-01

Crash barrier composed largely of used aluminum beverage cans protects occupants of cars in collisions with poles or trees. Lightweight, can-filled barrier very effective in softening impact of an automobile in head-on and off-angle collisions. Preliminary results indicate barrier is effective in collisions up to 40 mi/h (64 km/h).

Understanding and Reducing Off-Duty Vehicle Crashes Among Military Personnel

DTIC Science & Technology

2010-01-01

crashes) within three months of reporting to a new command, lower odds for those pro- moted within the last three months (0.6 for car crashes and 0.2 for...September 1997. Fell, James C., Elizabeth A. Langston, John H. Lacey, A. Scott Tippetts, and Ray Cotton , Evaluation of Seven Publicized Enforcement

Activating teens to prevent traffic crashes.

DOT National Transportation Integrated Search

2012-07-01

Car crashes kill more young people each year than any other cause. In addition to law enforcement and driver education, efforts to improve safety for this age group over the years have included public education and outreach programs, but these progra...

Moderate alcohol intake and motor vehicle crashes: the conflict between health advantage and at-risk use.

PubMed

Heng, Kenneth; Hargarten, Stephen; Layde, Peter; Craven, Andy; Zhu, Shankuan

2006-01-01

To review the evidence on moderate alcohol intake and motor vehicle crash (MVC) risk, and discuss the possible public health tension in balancing risk reduction and increment with respect to moderate alcohol intake. A Medline review was conducted on moderate alcohol intake, MVC, and cardiovascular disease (CVD) risks. Moderate alcohol intake (24 g ethanol, two US standard drinks, or less a day) is associated with 20% reduction in risk of CVD. Public awareness of this may contribute to why rates of driving with blood alcohol content (BAC) <0.08 g/dl in the United States are static. Studies show 3- to 17-fold increased risk of a fatal MVC with BAC < 0.08 g/dl compared to sober drivers. The United States has 0.08 g/dl BAC laws, higher than that reached by a driver drinking two drinks per day or less. The public should be educated that although moderate alcohol drinking may not violate BAC laws, it still carries significant risk of MVC. Current BAC laws in some countries needs re-evaluation.

Understanding traffic crash under-reporting: Linking police and medical records to individual and crash characteristics.

PubMed

Janstrup, Kira H; Kaplan, Sigal; Hels, Tove; Lauritsen, Jens; Prato, Carlo G

2016-08-17

This study aligns to the body of research dedicated to estimating the underreporting of road crash injuries and adds the perspective of understanding individual and crash factors contributing to the decision to report a crash to the police, the hospital, or both. This study focuses on road crash injuries that occurred in the province of Funen, Denmark, between 2003 and 2007 and were registered in the police, the hospital, or both authorities. Underreporting rates are computed with the capture-recapture method, and the probability for road crash injuries in police records to appear in hospital records (and vice versa) is estimated with joint binary logit models. The capture-recapture analysis shows high underreporting rates of road crash injuries in Denmark and the growth of underreporting not only with the decrease in injury severity but also with the involvement of cyclists (reporting rates of about 14% for serious injuries and 7% for slight injuries) and motorcyclists (reporting rates of about 35% for serious injuries and 10% for slight injuries). Model estimates show that the likelihood of appearing in both data sets is positively related to helmet and seat belt use, number of motor vehicles involved, alcohol involvement, higher speed limit, and females being injured. This study adds significantly to the literature about underreporting by recognizing that understanding the heterogeneity in the reporting rate of road crashes may lead to devising policy measures aimed at increasing the reporting rate by targeting specific road user groups (e.g., males, young road users) or specific situational factors (e.g., slight injuries, arm injuries, leg injuries, weekend).

Fatality rate of pedestrians and fatal crash involvement rate of drivers in pedestrian crashes: a case study of Iran.

PubMed

Kashani, Ali Tavakoli; Besharati, Mohammad Mehdi

2017-06-01

The aim of this study was to uncover patterns of pedestrian crashes. In the first stage, 34,178 pedestrian-involved crashes occurred in Iran during a four-year period were grouped into homogeneous clusters using a clustering analysis. Next, some in-cluster and inter-cluster crash patterns were analysed. The clustering analysis yielded six pedestrian crash groups. Car/van/pickup crashes on rural roads as well as heavy vehicle crashes were found to be less frequent but more likely to be fatal compared to other crash clusters. In addition, after controlling for crash frequency in each cluster, it was found that the fatality rate of each pedestrian age group as well as the fatal crash involvement rate of each driver age group varies across the six clusters. Results of present study has some policy implications including, promoting pedestrian safety training sessions for heavy vehicle drivers, imposing limitations over elderly heavy vehicle drivers, reinforcing penalties toward under 19 drivers and motorcyclists. In addition, road safety campaigns in rural areas may be promoted to inform people about the higher fatality rate of pedestrians on rural roads. The crash patterns uncovered in this study might also be useful for prioritizing future pedestrian safety research areas.

Identifying driver characteristics influencing overtaking crashes.

PubMed

Mohaymany, Afshin Shariat; Kashani, Ali Tavakoli; Ranjbari, Andishe

2010-08-01

To identify the most important driver characteristics influencing crash-causing overtaking maneuvers on 2-lane, 2-way rural roads of Iran. Based on the crash data for rural roads of Iran over 3 years from 2006 to 2008, the classification and regression tree (CART) method combined with the quasi-induced exposure concept was applied for 4 independent variables and one target variable of "driver status" with 2 classes of at fault and not at fault. The independent variables were vehicle type, driver's age, driving license, and driving experience of the driver-the latter 2 driver characteristics are relatively new in traffic safety studies. According to the data set, 16,809 drivers were involved in 2-lane, 2-way rural roads overtaking crashes. The analysis revealed that drivers who are younger than 28 years old, whose driving license is type 2--a common driving license that is for driving with passenger car and light vehicles--and whose driving experience is less than 2 years are most probably responsible for overtaking crashes. It was indicated that vehicle type is the most important factor associated with drivers being responsible for the crashes. The results also revealed that younger drivers (18-28 years) are most likely to be at fault in overtaking crashes. Therefore, enforcement and education should be more concentrated on this age group. Due to the incompliant nature of this group, changing the type and amount of traffic fines is essential for more preventing objectives. The research also found 2 relatively new factors of driving license and driving experience to have considerable effects on drivers being at fault, such that type 2 licensed drivers are more responsible compared to type 1 (a driving license for driving with all motor vehicles, which has some age and experience requirements) licensed drivers or drivers with a special license (a driving license with special vehicle types). Moreover, drivers with less than 2 years' driving experience are more

Stock-car racing makes intuitive physicists

NASA Astrophysics Data System (ADS)

Gwynne, Peter

2008-03-01

Formula One races involve cars festooned with gadgets and complex electronic devices, in which millions of dollars are spent refining a vehicle's aerodynamics and reducing its weight. But in events run by America's National Association of Stock Car Auto Racing (NASCAR), cars hurtle round an oval track at speeds of about 300 km h-1 without the help of the complex sensors that are employed in Formula One cars. To avoid crashing, drivers must make their own adjustments to track conditions, engine problems and the traffic around them.

100-car naturalistic study

DOT National Transportation Integrated Search

2005-06-01

The 100-Car Naturalistic Driving Study was undertaken with the goal of obtaining data on driver performance and behavior in the moments leading up to a crash. The results of the current study in conjunction with Hanowski, Keisler, and Wierwille (2004...

Investigate moped-car conflicts in China using a naturalistic driving study approach.

PubMed

Glaser, Yi G; Guo, Feng; Fang, Youjia; Deng, Bing; Hankey, Jonathan

2017-12-01

Mopeds are a popular transportation mode in Europe and Asia. Moped-related traffic accidents account for a large proportion of crash fatalities. To develop moped-related crash countermeasures, it is important to understand the characteristics of moped-related conflicts. Naturalistic driving study data were collected in Shanghai, China from 36 car drivers. The data included 2,878h and 78,296km driven from 13,149 trips. Moped-car conflicts were identified and examined from the passenger car driver's perspective using kinematic trigger algorithms and manual video reduction. A total of 119 moped-car conflicts were identified, including 74 high g-force conflicts and 45 low g-force events. These conflicts were classified into 22 on-road configurations where both similarities and differences were found as compared to Western Countries. The majority of the conflicts occurred on secondary main roads and branch roads. Hard braking was the primary response that the car drivers made to these conflicts rather than hard steering. The identified on-road vehicle-moped conflict configurations in Shanghai, China may be attributed to the complicated traffic environment and risky behavior of moped riders. The lower prevalence of hard steering in Shanghai as compared to the United States may be due to the lower speeds at event onsets or less available steering space, e.g., less available shoulder area on Chinese urban roads. The characteristics of moped-car conflicts may impact the design of active safety countermeasures on passenger cars. The pilot data from Shanghai urban areas suggest that countermeasures developed for China may require some modifications to those developed for the United States and European countries, although this recommendation may not be conclusive given the small sample size of the study. Future studies with large samples may help better understand the characteristics of moped-car conflicts. Copyright © 2017 National Safety Council and Elsevier Ltd. All rights

Asphyxia in Motor Vehicle Crashes: Analysis of Crash-Related Variables Using National Automotive Sampling System Crashworthiness Data System and Forensic Case Studies.

PubMed

Storvik, Steven G; Campbell, Julius Q; Wheeler, Jeffrey B

2017-06-01

Rates of death because of asphyxia in motor vehicle crashes have been previously estimated using county and statewide data sets, but national estimates have not been reported. The literature regarding asphyxia in motor vehicle crashes primarily involves discussions about clinical findings, and crash-related variables have been sparsely reported. The current study calculated a nationwide fatality rate for asphyxia in motor vehicle crashes of 1.4%. Seventeen case studies of asphyxia were also reported providing crash-, vehicle-, and occupant-related variables. These included type of accident, crash severity, seat belt use, containment status, extent of occupant compartment intrusion, height, weight, and injury pattern. The data presented can be used to better understand the injury mechanism, identify risk factors, develop possible protective countermeasures, and create situational awareness for emergency responders and investigators.

An Analysis of the Crash Experience of Vehicles Equipped with Antilock Braking System

DOT National Transportation Integrated Search

1995-06-01

National Center for Statistics and Analysis has recently completed an initial : analysis of the crash experience of passenger cars (PCs) and light trucks and : vans (LTVs) equipped with antilock braking systems (ABS). Four types of crashes : were ide...

Child Passengers Injured in Motor Vehicle Crashes

PubMed Central

Romano, Eduardo; Kelley-Baker, Tara

2015-01-01

Introduction—During 2010, 171,000 children aged 0-14 were injured in motor vehicle crashes. Despite the severity of the problem, research has been limited, and most of what we know about these children emanates from fatal crash databases. Method—Using information from the General Estimates System, this effort examines the occurrence of non-fatal crashes among children aged 0-14 over the last decade. Results—We found about 1% of the non-injured children in the file had been driven by a driver who was positive for alcohol. This percentage climbed to about 2% among children who had suffered injuries. Compared with the proportion of alcohol-positive drivers at the time of the crash, the proportion of drivers who sped or failed to obey a traffic signal were significantly higher. Practical Applications—The finding that drinking and driving with children did not decrease over time questions the adequacy of the extant child endangerment laws. PMID:25662876

Child passengers injured in motor vehicle crashes.

PubMed

Romano, Eduardo; Kelley-Baker, Tara

2015-02-01

During 2010, 171,000 children aged 0-14 were injured in motor vehicle crashes. Despite the severity of the problem, research has been limited, and most of what we know about these children emanates from fatal crash databases. Using information from the General Estimates System, this effort examines the occurrence of non-fatal crashes among children aged 0-14 over the last decade. We found that about 1% of the non-injured children in the file had been driven by a driver who was positive for alcohol. This percentage climbed to about 2% among children who had suffered injuries. Compared with the proportion of alcohol-positive drivers at the time of the crash, the proportion of drivers who sped or failed to obey a traffic signal was significantly higher. The finding that drinking and driving with children did not decrease over time questions the adequacy of the extant child endangerment laws. Copyright © 2014 National Safety Council and Elsevier Ltd. All rights reserved.

The Effectiveness of Tax Policy Interventions for Reducing Excessive Alcohol Consumption and Related Harms

PubMed Central

Elder, Randy W.; Lawrence, Briana; Ferguson, Aneeqah; Naimi, Timothy S.; Brewer, Robert D.; Chattopadhyay, Sajal K.; Toomey, Traci L.; Fielding, Jonathan E.

2013-01-01

A systematic review of the literature to assess the effectiveness of alcohol tax policy interventions for reducing excessive alcohol consumption and related harms was conducted for the Guide to Community Preventive Services (Community Guide). Seventy-two papers or technical reports, which were published prior to July 2005, met specifıed quality criteria, and included evaluation outcomes relevant to public health (e.g., binge drinking, alcohol-related crash fatalities), were included in the fınal review. Nearly all studies, including those with different study designs, found that there was an inverse relationship between the tax or price of alcohol and indices of excessive drinking or alcohol-related health outcomes. Among studies restricted to underage populations, most found that increased taxes were also signifıcantly associated with reduced consumption and alcohol-related harms. According to Community Guide rules of evidence, these results constitute strong evidence that raising alcohol excise taxes is an effective strategy for reducing excessive alcohol consumption and related harms. The impact of a potential tax increase is expected to be proportional to its magnitude and to be modifıed by such factors as disposable income and the demand elasticity for alcohol among various population groups. PMID:20117579

A classification tree based modeling approach for segment related crashes on multilane highways.

PubMed

Pande, Anurag; Abdel-Aty, Mohamed; Das, Abhishek

2010-10-01

This study presents a classification tree based alternative to crash frequency analysis for analyzing crashes on mid-block segments of multilane arterials. The traditional approach of modeling counts of crashes that occur over a period of time works well for intersection crashes where each intersection itself provides a well-defined unit over which to aggregate the crash data. However, in the case of mid-block segments the crash frequency based approach requires segmentation of the arterial corridor into segments of arbitrary lengths. In this study we have used random samples of time, day of week, and location (i.e., milepost) combinations and compared them with the sample of crashes from the same arterial corridor. For crash and non-crash cases, geometric design/roadside and traffic characteristics were derived based on their milepost locations. The variables used in the analysis are non-event specific and therefore more relevant for roadway safety feature improvement programs. First classification tree model is a model comparing all crashes with the non-crash data and then four groups of crashes (rear-end, lane-change related, pedestrian, and single-vehicle/off-road crashes) are separately compared to the non-crash cases. The classification tree models provide a list of significant variables as well as a measure to classify crash from non-crash cases. ADT along with time of day/day of week are significantly related to all crash types with different groups of crashes being more likely to occur at different times. From the classification performance of different models it was apparent that using non-event specific information may not be suitable for single vehicle/off-road crashes. The study provides the safety analysis community an additional tool to assess safety without having to aggregate the corridor crash data over arbitrary segment lengths. Copyright © 2010. Published by Elsevier Ltd.

Heart rate variability (HRV) and muscular system activity (EMG) in cases of crash threat during simulated driving of a passenger car.

PubMed

Zużewicz, Krystyna; Roman-Liu, Danuta; Konarska, Maria; Bartuzi, Paweł; Matusiak, Krzysztof; Korczak, Dariusz; Lozia, Zbigniew; Guzek, Marek

2013-10-01

The aim of the study was to verify whether simultaneous responses from the muscular and circulatory system occur in the driver's body under simulated conditions of a crash threat. The study was carried out in a passenger car driving simulator. The crash was included in the driving test scenario developed in an urban setting. In the group of 22 young male subjects, two physiological signals - ECG and EMG were continuously recorded. The length of the RR interval in the ECG signal was assessed. A HRV analysis was performed in the time and frequency domains for 1-minute record segments at rest (seated position), during undisturbed driving as well as during and several minutes after the crash. For the left and right side muscles: m. trapezius (TR) and m. flexor digitorum superficialis (FDS), the EMG signal amplitude was determined. The percentage of maximal voluntary contraction (MVC) was compared during driving and during the crash. As for the ECG signal, it was found that in most of the drivers changes occurred in the parameter values reflecting HRV in the time domain. Significant changes were noted in the mean length of RR intervals (mRR). As for the EMG signal, the changes in the amplitude concerned the signal recorded from the FDS muscle. The changes in ECG and EMG were simultaneous in half of the cases. Such parameters as mRR (ECG signal) and FDS-L amplitude (EMG signal) were the responses to accident risk. Under simulated conditions, responses from the circulatory and musculoskeletal systems are not always simultaneous. The results indicate that a more complete driver's response to a crash in road traffic is obtained based on parallel recording of two physiological signals (ECG and EMG).

Traffic safety facts 1998 : alcohol

DOT National Transportation Integrated Search

1999-01-01

The National Highway Traffic Safety Administration (NHTSA) defines a fatal traffic crash as being alcohol-related if either a driver or a nonoccupant (e.g., pedestrian) had a blood alcohol concentration (BAC) of 0.01 grams per deciliter (g/dl) or gre...

Traffic safety facts 1995 : alcohol

DOT National Transportation Integrated Search

1995-01-01

The National Highway Traffic Safety Administration (NHTSA) defines a fatal traffic crash as being alcohol-related if either a driver or a nonoccupant (e.g., pedestrian) had a blood alcohol concentration (BAC) of 0.01 grams per deciliter (g/dl) or gre...

Traffic safety facts 1993 : alcohol

DOT National Transportation Integrated Search

1994-01-01

The National Highway Traffic Safety Administration (NHTSA) defines a fatal traffic crash as being alcohol-related if either a driver or a nonoccupant (e.g., pedestrian) had a blood alcohol concentration (BAC) of 0.01 grams per deciliter (g/dl) or gre...

Traffic safety facts 2000 : alcohol

DOT National Transportation Integrated Search

2001-01-01

The National Highway Traffic Safety Administration (NHTSA) defines a fatal traffic crash as being alcohol-related if either a driver or a nonoccupant (e.g., pedestrian) had a blood alcohol concentration (BAC) of 0.01 grams per deciliter (g/dl) or gre...

Traffic safety facts 1994 : alcohol

DOT National Transportation Integrated Search

1994-01-01

The National Highway Traffic Safety Administration (NHTSA) defines a fatal traffic crash as being alcohol-related if either a driver or a nonoccupant (e.g., pedestrian) had a blood alcohol concentration (BAC) of 0.01 grams per deciliter (g/dl) or gre...

Traffic safety facts 1999 : alcohol

DOT National Transportation Integrated Search

2000-01-01

The National Highway Traffic Safety Administration (NHTSA) defines a fatal traffic crash as being alcohol-related if either a driver or a nonoccupant (e.g., pedestrian) had a blood alcohol concentration (BAC) of 0.01 grams per deciliter (g/dl) or gre...

Long-term medical consequences for child occupants 0 to 12 years injured in car crashes.

PubMed

Bohman, Katarina; Stigson, Helena; Krafft, Maria

2014-01-01

There is limited knowledge of the long-term medical consequences for children injured in car crashes. Thus, in the event of injury, the aim of the study was to specify patterns and risks of injuries resulting in permanent medical impairment of children (0-12 years) for different body regions and injury severity levels, according to Abbreviated Injury Scale (AIS). The aim was also to compare the impairment outcome with adults. Data were obtained from the Folksam insurance company, including reported car crashes from 1998 to 2010 with at least one injured child 0-12 years of age. In all, 2619 injured children with 3704 reported medical diagnoses were identified. All injuries were classified according to the AIS 2005 revision. If the child had not recovered within 1 year postinjury an assessment of permanent medical impairment (PMI) was made by one or several medical specialists. In all, 55 children sustained 59 injuries resulting in PMI of which 75 percent were at AIS 1 or AIS 2. The head and cervical spine were the body regions sustaining the most injuries resulting in PMI. Sixty-eight percent of all injuries resulting in PMI were AIS 1 injuries to the cervical spine, with the majority occurring in frontal or rear impacts. Given an injury to the cervical spine, the risk of injuries resulting in PMI was 3 percent, and older children (≥6 years) had a significantly higher risk (3% versus 1%) than younger children. The head was the second most commonly injured body region with injuries resulting in PMI (12/59), which were predominantly AIS 2+. In addition, mild traumatic brain injuries at AIS 1 were found to lead to PMI. Whereas for children the injuries leading to PMI were primarily limited to the head and cervical spine, adults sustained injuries that led to PMI from a more diverse distribution of body regions. The pattern of injuries resulting in permanent medical impairment is different for children and adults; therefore, safety priorities for children need to be

Association of first- and second-generation air bags with front occupant death in car crashes: a matched cohort study.

PubMed

Olson, Carin M; Cummings, Peter; Rivara, Frederick P

2006-07-15

First-generation air bags entail a decreased risk of death for most front seat occupants in car crashes but an increased risk for children. Second-generation air bags were developed to reduce the risks for children, despite the possibility of decreasing protection for others. Using a matched cohort design, the authors estimated risk ratios for death for use of each generation of air bag versus no air bag, adjusted for seat position, restraint use, sex, age, and all vehicle and crash characteristics, among 128,208 automobile occupants involved in fatal crashes on US roadways during 1990-2002. The authors then compared adjusted risk ratios (aRRs) between the two generations of air bags. Among front seat occupants, the aRR for death with a first-generation air bag was 0.90 (95% confidence interval (CI): 0.86, 0.94); the aRR with a second-generation air bag was 0.89 (95% CI: 0.79, 1.00) (p = 0.83 for comparison of aRRs). Among children under age 6 years, the aRR with a first-generation air bag was 1.66 (95% CI: 1.20, 2.30), while the aRR with a second-generation air bag was 1.10 (95% CI: 0.63, 1.93) (p = 0.20 for comparison of aRRs). The differences in aRRs between first- and second-generation air bags among other subgroups were small and not statistically significant.

Analysis of delta velocity and PDOF by means of collision partner and structural involvement in real-life crash pulses with modern passenger cars.

PubMed

Iraeus, Johan; Lindquist, Mats

2014-01-01

In the widely used National Automotive Sampling System (NASS)-Crashworthiness Data System (CDS) database, summary metrics that describe crashes are available. Crash angle or principal direction of force (PDOF) is estimated by the crash examiner and velocity changes (ΔV) in the x- and y-directions are calculated by the WinSMASH computer program using PDOF and results from rigid barrier crash testing combined with deformations of the crashed car. In recent years, results from event data recorders (EDRs) have been added to the database. The aim of this study is to compare both PDOF and ΔV between EDR measurements and WinSMASH calculations. NASS-CDS inclusion criteria were model-year 2000 through 2010 automobiles, frontal crashes with ΔV higher than 16 km/h, and the pulse entirely recorded in the EDR module. This resulted in 649 cases. The subject vehicles were further examined and characterized with regard to frontal structure engagement (large or small overlap) as well as collision properties of the partner (impact location; front, side, or back) or object. The EDR crash angle was calculated as the angle between the lateral and longitudinal ΔV at the time of peak longitudinal ΔV. This angle was compared to the NASS-CDS investigator's estimated PDOF with regard to structural engagement and the collision partner or object. Multiple linear regression was used to establish adjustment factors on ΔV and crash angle between the results calculated based on EDR recorded data and that estimated in NASS-CDS. According to this study, simulation in the newest WinSMASH version (2008) underestimates EDR ΔV by 11 percent for large overlap crashes and 17 percent for small overlap impacts. The older WinSMASH version, used prior to 2008, underestimated each one of these two groups by an additional 7 percentage points. Another significant variable to enhance the prediction was whether the crash examiner had reported the WinSMASH estimated ΔV as low or high. In this study, none

A review of serious injuries and deaths among car occupants after motor vehicle crashes in Sweden from 1987 to 1994.

PubMed

Boström, L; Wladis, A; Nilsson, B

2001-01-01

Car occupants injured in motor vehicle crashes (MVC) are a common problem in emergency departments. The aims of this study were to determine the incidence over time, according to the type of injury, age and sex distribution, mortality rate and geographical differences among all patients admitted to Swedish hospitals because of MVC injuries. Between 1987 and 1994, Swedish hospitals admitted 37,871 persons (51,348 admissions) who had been involved in MVC as drivers or passengers. There were 23,369 men and 14,502 women. The annual frequency of hospital admissions ranged from 5,943 to 7,175. There were 74.8 injured persons admitted per 100,000 of the population each year. Males between 16 and 24 years of age were more commonly involved. Injuries to the head and neck were particularly frequent (39%). Older persons, males, and passengers had a poor survival outcome. The incidence of injured car occupants was significantly higher in sparsly populated areas of Sweden.

Improvements in passive car safety led to decreased injury severity--a comparison between the 1970s and 1990s.

PubMed

Richter, Martinus; Pape, Hans-Christoph; Otte, Dietmar; Krettek, Christian

2005-04-01

The purpose of this study was to characterize changes in the mechanism and pattern of injury for vehicular trauma victims with modern vehicle design. Crash and injury severity were specifically investigated to isolate the influence of these improvements in vehicle design. Since 1972, a local, prospective, assessment of vehicular trauma victims on-scene and at medical institutions providing care has been performed including the following parameters: delta-v, collision speed, type of road using, abbreviated injury scale (AIS), injury severity score (ISS), incidence of polytrauma or death. Victims (for restrained car occupants, bicyclists, pedestrians) injured between 1973 and 1978, and between 1994 and 1999 were compared. Lower crash severity (delta-v, collision speed) and injury severity (AIS, ISS, incidence of polytrauma or death) were measured for restrained car occupants, bicyclists and pedestrians during the later period. The correlation coefficient between delta-v or vehicle collision speed and ISS was higher in the earlier period for car occupants, cyclists and pedestrians. This study suggests that the observed reduction in injury severity in restrained car occupants, bicyclists and pedestrians is not only linked to the reduction of crash severity, but also related to improvements in vehicle design beyond seat-belt use. Passive car safety led to decreased injury severity--a comparison.

Graduated driver license compliant teens involved in fatal motor vehicle crashes.

PubMed

Pressley, Joyce C; Addison, Diane; Dawson, Patrick; Nelson, Sharifa S

2015-09-01

Significant reductions in motor vehicle injury mortality have been reported for teen drivers after passage of graduated driver licensing (GDL), seat belt, and no tolerance alcohol and drug laws. Despite this, teen drivers remain a vulnerable population with elevated fatal crash involvement. This study examines driver, vehicle, and crash characteristics of GDL-compliant, belted, and unimpaired teen drivers with the goal of identifying areas where further improvements might be realized. The Fatality Analysis Reporting System (FARS) for 2007 to 2009 was used to examine and classify driver violations/errors in compliant teen drivers (n = 1,571) of passenger vehicles involved in a fatal collision. Teens driving unbelted, non-GDL compliant, or impaired by alcohol or drugs were excluded. Statistical analysis used χ, Fisher's exact and multivariable logistic regression. Odds ratios are reported with 95% confidence intervals. Significance was defined as p < 0.05. Nearly one third (n = 1,571) of teen drivers involved in a fatal motor vehicle crash were GDL compliant, unimpaired, and belted. The majority held an intermediate GDL license (90.6%). Crash-related factors were identified for 63.1% of fatal crashes. Age- and sex-adjusted odds identified overcorrecting, speeding, lane errors, school morning crashes, distractions, and driving on slippery surfaces as having increased odds of fatality for the teen driver as well as newer vehicle models and heavier vehicle weight as protective. Among compliant drivers, weekday crashes before and after school and committing a driving violation at the time of crash were associated with increased risk of driver death and higher incidence of incapacitating injury in surviving drivers. Therapeutic study, level V.

Compulsive cell phone use and history of motor vehicle crash.

PubMed

O'Connor, Stephen S; Whitehill, Jennifer M; King, Kevin M; Kernic, Mary A; Boyle, Linda Ng; Bresnahan, Brian W; Mack, Christopher D; Ebel, Beth E

2013-10-01

Few studies have examined the psychological factors underlying the association between cell phone use and motor vehicle crash. We sought to examine the factor structure and convergent validity of a measure of problematic cell phone use, and to explore whether compulsive cell phone use is associated with a history of motor vehicle crash. We recruited a sample of 383 undergraduate college students to complete an online assessment that included cell phone use and driving history. We explored the dimensionality of the Cell Phone Overuse Scale (CPOS) using factor analytic methods. Ordinary least-squares regression models were used to examine associations between identified subscales and measures of impulsivity, alcohol use, and anxious relationship style, to establish convergent validity. We used negative binomial regression models to investigate associations between the CPOS and motor vehicle crash incidence. We found the CPOS to be composed of four subscales: anticipation, activity interfering, emotional reaction, and problem recognition. Each displayed significant associations with aspects of impulsivity, problematic alcohol use, and anxious relationship style characteristics. Only the anticipation subscale demonstrated statistically significant associations with reported motor vehicle crash incidence, controlling for clinical and demographic characteristics (relative ratio, 1.13; confidence interval, 1.01-1.26). For each 1-point increase on the 6-point anticipation subscale, risk for previous motor vehicle crash increased by 13%. Crash risk is strongly associated with heightened anticipation about incoming phone calls or messages. The mean score on the CPOS is associated with increased risk of motor vehicle crash but does not reach statistical significance. Copyright © 2013 Society for Adolescent Health and Medicine. Published by Elsevier Inc. All rights reserved.

State Blood Alcohol Concentration (BAC) Testing and Reporting for Drivers Involved in Fatal Crashes : Current Practices, Results, and Strategies, 1997-2009

DOT National Transportation Integrated Search

2012-08-01

This report documents current State blood alcohol concentration (BAC) testing and reporting practices and results for drivers involved in fatal crashes. It summarizes known BAC results by State for the years 1997 to 2009 for both fatally injured and ...

Burn injuries related to liquefied petroleum gas-powered cars.

PubMed

Bozkurt, Mehmet; Kulahci, Yalcin; Zor, Fatih; Kapi, Emin

2008-01-01

Liquefied petroleum gas (LPG), which is used as a type of fuel, is stored as a liquid under high pressure in tanks. Immediate and sudden explosion of these tanks can release a large amount of gas and energy into the environment and can result in serious burns. In this study, the cases of 18 patients injured due to LPG burns in five incidents were examined, along with their epidemiologic features. The authors also investigated the causes of the LPG tank explosions. Inhalation injury was present in 11 cases with varying degrees of severity, and 7 patients subsequently required mechanical ventilation. The explosions resulted from weakening of the tank wall (n = 2), crash impact (n = 2), and gas leakage from the tank (n = 1). LPG-powered cars are becoming more popular because of their lower operational costs. However, LPG tanks can be hazardous in the event of a tank explosion. Burns caused by explosions of the LPG tanks in cars have significant mortality and morbidity. This danger must be taken into account and public awareness must be increased.

Motorcycle rider conspicuity and crash related injury: case-control study.

PubMed

Wells, Susan; Mullin, Bernadette; Norton, Robyn; Langley, John; Connor, Jennie; Lay-Yee, Roy; Jackson, Rod

2004-04-10

To investigate whether the risk of motorcycle crash related injuries is associated with the conspicuity of the driver or vehicle. Population based case-control study. Auckland region of New Zealand from February 1993 to February 1996. 463 motorcycle drivers (cases) involved in crashes leading to hospital treatment or death; 1233 motorcycle drivers (controls) recruited from randomly selected roadside survey sites. Estimates of relative risk of motorcycle crash related injury and population attributable risk associated with conspicuity measures, including the use of reflective or fluorescent clothing, headlight operation, and colour of helmet, clothing, and motorcycle. Crash related injuries occurred mainly in urban zones with 50 km/h speed limit (66%), during the day (63%), and in fine weather (72%). After adjustment for potential confounders, drivers wearing any reflective or fluorescent clothing had a 37% lower risk (multivariate odds ratio 0.63, 95% confidence interval 0.42 to 0.94) than other drivers. Compared with wearing a black helmet, use of a white helmet was associated with a 24% lower risk (multivariate odds ratio 0.76, 0.57 to 0.99). Self reported light coloured helmet versus dark coloured helmet was associated with a 19% lower risk. Three quarters of motorcycle riders had their headlight turned on during the day, and this was associated with a 27% lower risk (multivariate odds ratio 0.73, 0.53 to 1.00). No association occurred between risk and the frontal colour of drivers' clothing or motorcycle. If these odds ratios are unconfounded, the population attributable risks are 33% for wearing no reflective or fluorescent clothing, 18% for a non-white helmet, 11% for a dark coloured helmet, and 7% for no daytime headlight operation. Low conspicuity may increase the risk of motorcycle crash related injury. Increasing the use of reflective or fluorescent clothing, white or light coloured helmets, and daytime headlights are simple, cheap interventions that

Motorcycle rider conspicuity and crash related injury: case-control study

PubMed Central

Wells, Susan; Mullin, Bernadette; Norton, Robyn; Langley, John; Connor, Jennie; Lay-Yee, Roy; Jackson, Rod

2004-01-01

Objective To investigate whether the risk of motorcycle crash related injuries is associated with the conspicuity of the driver or vehicle. Design Population based case-control study. Setting Auckland region of New Zealand from February 1993 to February 1996. Participants 463 motorcycle drivers (cases) involved in crashes leading to hospital treatment or death; 1233 motorcycle drivers (controls) recruited from randomly selected roadside survey sites. Main outcome measures Estimates of relative risk of motorcycle crash related injury and population attributable risk associated with conspicuity measures, including the use of reflective or fluorescent clothing, headlight operation, and colour of helmet, clothing, and motorcycle. Results Crash related injuries occurred mainly in urban zones with 50 km/h speed limit (66%), during the day (63%), and in fine weather (72%). After adjustment for potential confounders, drivers wearing any reflective or fluorescent clothing had a 37% lower risk (multivariate odds ratio 0.63, 95% confidence interval 0.42 to 0.94) than other drivers. Compared with wearing a black helmet, use of a white helmet was associated with a 24% lower risk (multivariate odds ratio 0.76, 0.57 to 0.99). Self reported light coloured helmet versus dark coloured helmet was associated with a 19% lower risk. Three quarters of motorcycle riders had their headlight turned on during the day, and this was associated with a 27% lower risk (multivariate odds ratio 0.73, 0.53 to 1.00). No association occurred between risk and the frontal colour of drivers' clothing or motorcycle. If these odds ratios are unconfounded, the population attributable risks are 33% for wearing no reflective or fluorescent clothing, 18% for a non-white helmet, 11% for a dark coloured helmet, and 7% for no daytime headlight operation. Conclusions Low conspicuity may increase the risk of motorcycle crash related injury. Increasing the use of reflective or fluorescent clothing, white or light

Validation of a method to evaluate future impact of road safety interventions, a comparison between fatal passenger car crashes in Sweden 2000 and 2010.

PubMed

Strandroth, Johan

2015-03-01

When targeting a society free from serious and fatal road-traffic injuries, it has been a common practice in many countries and organizations to set up time-limited and quantified targets for the reduction of fatalities and injuries. In setting these targets EU and other organizations have recognized the importance to monitor and predict the development toward the target as well as the efficiency of road safety policies and interventions. This study aims to validate a method to forecast future road safety challenges by applying it to the fatal crashes in Sweden in 2000 and using the method to explain the change in fatalities based on the road safety interventions made until 2010. The estimation of the method is then compared to the true outcome in 2010. The aim of this study was to investigate if a residual of crashes produced by a partial analysis could constitute a sufficient base to describe the characteristics of future crashes. show that out of the 332 car occupants killed in 2000, 197 were estimated to constitute the residual in 2010. Consequently, 135 fatalities from 2000 were estimated by the model to be prevented by 2010. That is a predicted reduction of 41% compared to the reduction in the real outcome of 53%, from 332 in 2000 to 156 in 2010. The method was found able to generate a residual of crashes in 2010 from the crashes in 2000 that had a very similar nature, with regards to crash type, as the true outcome of 2010. It was also found suitable to handle double counting and system effects. However, future research is needed in order to investigate how external factors as well as random and systematic variation should be taken into account in a reliable manner. Copyright © 2015 Elsevier Ltd. All rights reserved.

The correlation between pedestrian injury severity in real-life crashes and Euro NCAP pedestrian test results.

PubMed

Strandroth, Johan; Rizzi, Matteo; Sternlund, Simon; Lie, Anders; Tingvall, Claes

2011-12-01

The aim of the present study was to estimate the correlation between Euro NCAP pedestrian rating scores and injury outcome in real-life car-to-pedestrian crashes, with special focus on long-term disability. Another aim was to determine whether brake assist (BA) systems affect the injury outcome in real-life car-to-pedestrian crashes and to estimate the combined effects in injury reduction of a high Euro NCAP ranking score and BA. In the current study, the Euro NCAP pedestrian scoring was compared with the real-life outcome in pedestrian crashes that occurred in Sweden during 2003 to 2010. The real-life crash data were obtained from the data acquisition system Swedish Traffic Accident Data Acquisition (STRADA), which combines police records and hospital admission data. The medical data consisted of International Classification of Diseases (ICD) diagnoses and Abbreviated Injury Scale (AIS) scoring. In all, approximately 500 pedestrians submitted to hospital were included in the study. Each car model was coded according to Euro NCAP pedestrian scores. In addition, the presence or absence of BA was coded for each car involved. Cars were grouped according to their scoring. Injury outcomes were analyzed with AIS and, at the victim level, with permanent medical impairment. This was done by translating the injury scores for each individual to the risk of serious consequences (RSC) at 1, 5, and 10 percent risk of disability level. This indicates the total risk of a medical disability for each victim, given the severity and location of injuries. The mean RSC (mRSC) was then calculated for each car group and t-tests were conducted to falsify the null hypothesis at p ≤ .05 that the mRSC within the groups was equal. The results showed a significant reduction of injury severity for cars with better pedestrian scoring, although cars with a high score could not be studied due to lack of cases. The reduction in RSC for medium-performing cars in comparison with low-performing cars

The impact of texting bans on motor vehicle crash-related hospitalizations.

PubMed

Ferdinand, Alva O; Menachemi, Nir; Blackburn, Justin L; Sen, Bisakha; Nelson, Leonard; Morrisey, Michael

2015-05-01

We used a panel design and the Nationwide Inpatient Sample from 19 states between 2003 and 2010 to examine the impact of texting bans on crash-related hospitalizations. We conducted conditional negative binomial regressions with state, year, and month fixed effects to examine changes in crash-related hospitalizations in states after the enactment of a texting ban relative to those in states without such bans. Results indicate that texting bans were associated with a 7% reduction in crash-related hospitalizations among all age groups. Texting bans were significantly associated with reductions in hospitalizations among those aged 22 to 64 years and those aged 65 years or older. Marginal reductions were seen among adolescents. States that have not passed strict texting bans should consider doing so.

Car seat safety: literature review.

PubMed

Lincoln, Michelle

2005-01-01

After staggering numbers of infants were killed in automotive crashes in the 1970s, the American Academy of Pediatrics (AAP) recommended in 1974 universal use of car seats for all infants. However, positional problems were reported when car seats are used with premature infants less than 37 weeks gestational age as a result of head slouching and its sequelae. In 1990, the AAP responded with another policy statement introducing car seat testing. It recommended that any infant at or under 37 weeks gestational age be observed in a car seat prior to discharge from the hospital. The AAP did not give specific guidelines on type of car seat, length of testing, equipment, or personnel proficiency, however. Few nurseries have standard policies to evaluate car seats, to teach parents about car seats, or to position newborns in them, and not all hospitals actually conduct car seat challenges or have common standards for testing that is performed.

Analyzing and modeling risk exposure of pedestrian children to involvement in car crashes.

PubMed

Elias, Wafa; Shiftan, Yoram

2014-01-01

This paper analyzes the various variables affecting pedestrian children road crashes, placing emphasis on the effect of daily activity patterns and the built environment, including the children's residential neighborhoods and the land use of the places where they conduct their activities. Two complementary data sources from the case study of an Arab town in northern Israel were used to provide a holistic picture of child-pedestrian road crashes: police files providing detailed analyzes of the reason for each crash, its location, and the characteristics of the driver involved; and a survey of 199 households with both involved and not involved children in road crashes, including a one-day travel diary. The study found that a combination of three groups of variables affects child-pedestrian road crashes: socio-economic status, travel patterns, and land use. Most vulnerable are boys from a low socio-economic group who live in areas of high density and mixed land use near a major road and who tend to walk to and from school and additional activities after school. Copyright © 2013 Elsevier Ltd. All rights reserved.

Risk factors for roadway single- and multi-vehicle all-terrain vehicle crashes in Pennsylvania: 2010-2013.

PubMed

Gorucu, Serap; Murphy, Dennis; Kassab, Cathy

2017-01-01

All Terrain Vehicles on public roadways become major risk factors for the motorists. To compare characteristics of crashes and injury severity related to single vehicle (SV) and multi-vehicle (MV) All-Terrain Vehicle (ATV) roadway crashes in Pennsylvania, USA. Data on ATV crashes occurring on public roads during the years 2010-2013 was obtained from the Pennsylvania Department of Transportation (PennDOT) and analyzed. Almost two-thirds of the incidents were single-vehicle incidents. Single-ATV incidents have a greater risk for incapacitating injury to drivers than do multi-vehicle ATV incidents. Other factors that increase risk for incapacitating injury in SV crashes include being male, being a driver, alcohol/drug involvement, hitting a fixed object, and the incidents in non-daylight hours. For MV ATV incidents, head on and rear-end crashes and drivers who had alcohol/drug involvement were the two major incapacitating injury risk factors. This study has enabled us to better understand roadway ATV incidents, characteristics of SV and MV ATV crashes, and the incapacitating injury risks in both SV and MV crash incidents. Our study suggests that road safety and public health programs should focus on the users' knowledge on laws regarding ATV usage on public roadways.

Associating crash avoidance maneuvers with driver attributes and accident characteristics: a mixed logit model approach.

PubMed

Kaplan, Sigal; Prato, Carlo Giacomo

2012-01-01

The current study focuses on the propensity of drivers to engage in crash avoidance maneuvers in relation to driver attributes, critical events, crash characteristics, vehicles involved, road characteristics, and environmental conditions. The importance of avoidance maneuvers derives from the key role of proactive and state-aware road users within the concept of sustainable safety systems, as well as from the key role of effective corrective maneuvers in the success of automated in-vehicle warning and driver assistance systems. The analysis is conducted by means of a mixed logit model that represents the selection among 5 emergency lateral and speed control maneuvers (i.e., "no avoidance maneuvers," "braking," "steering," "braking and steering," and "other maneuvers) while accommodating correlations across maneuvers and heteroscedasticity. Data for the analysis were retrieved from the General Estimates System (GES) crash database for the year 2009 by considering drivers for which crash avoidance maneuvers are known. The results show that (1) the nature of the critical event that made the crash imminent greatly influences the choice of crash avoidance maneuvers, (2) women and elderly have a relatively lower propensity to conduct crash avoidance maneuvers, (3) drowsiness and fatigue have a greater negative marginal effect on the tendency to engage in crash avoidance maneuvers than alcohol and drug consumption, (4) difficult road conditions increase the propensity to perform crash avoidance maneuvers, and (5) visual obstruction and artificial illumination decrease the probability to carry out crash avoidance maneuvers. The results emphasize the need for public awareness campaigns to promote safe driving style for senior drivers and warning about the risks of driving under fatigue and distraction being comparable to the risks of driving under the influence of alcohol and drugs. Moreover, the results suggest the need to educate drivers about hazard perception, designing

Alcohol calibration of tests measuring skills related to car driving.

PubMed

Jongen, Stefan; Vuurman, Eric; Ramaekers, Jan; Vermeeren, Annemiek

2014-06-01

Medication and illicit drugs can have detrimental side effects which impair driving performance. A drug's impairing potential should be determined by well-validated, reliable, and sensitive tests and ideally be calibrated by benchmark drugs and doses. To date, no consensus has been reached on the issue of which psychometric tests are best suited for initial screening of a drug's driving impairment potential. The aim of this alcohol calibration study is to determine which performance tests are useful to measure drug-induced impairment. The effects of alcohol are used to compare the psychometric quality between tests and as benchmark to quantify performance changes in each test associated with potentially impairing drug effects. Twenty-four healthy volunteers participated in a double-blind, four-way crossover study. Treatments were placebo and three different doses of alcohol leading to blood alcohol concentrations (BACs) of 0.2, 0.5, and 0.8 g/L. Main effects of alcohol were found in most tests. Compared with placebo, performance in the Divided Attention Test (DAT) was significantly impaired after all alcohol doses and performance in the Psychomotor Vigilance Test (PVT) and the Balance Test was impaired with a BAC of 0.5 and 0.8 g/L. The largest effect sizes were found on postural balance with eyes open and mean reaction time in the divided attention and the psychomotor vigilance test. The preferable tests for initial screening are the DAT and the PVT, as these tests were most sensitive to the impairing effects of alcohol and being considerably valid in assessing potential driving impairment.

Effects of Dram Shop, Responsible Beverage Service Training, and State Alcohol Control Laws on Underage Drinking Driver Fatal Crash Ratios.

PubMed

Scherer, Michael; Fell, James C; Thomas, Sue; Voas, Robert B

2015-01-01

In this study, we aimed to determine whether three minimum legal drinking age 21 (MLDA-21) laws-dram shop liability, responsible beverage service (RBS) training, and state control of alcohol sales-have had an impact on underage drinking and driving fatal crashes using annual state-level data, and compared states with strong laws to those with weak laws to examine their effect on beer consumption and fatal crash ratios. Using the Fatality Analysis Reporting System, we calculated the ratio of drinking to nondrinking drivers under age 21 involved in fatal crashes as our key outcome measure. We used structural equation modeling to evaluate the three MLDA-21 laws. We controlled for covariates known to impact fatal crashes including: 17 additional MLDA-21 laws; administrative license revocation; blood alcohol concentration limits of.08 and.10 for driving; seat belt laws; sobriety checkpoint frequency; unemployment rates; and vehicle miles traveled. Outcome variables, in addition to the fatal crash ratios of drinking to nondrinking drivers under age 21 included state per capita beer consumption. Dram shop liability laws were associated with a 2.4% total effect decrease (direct effects: β =.019, p =.018). Similarly, RBS training laws were associated with a 3.6% total effect decrease (direct effect: β =.048, p =.001) in the ratio of drinking to nondrinking drivers under age 21 involved in fatal crashes. There was a significant relationship between dram shop liability law strength and per capita beer consumption, F (4, 1528) = 24.32, p <.001, partial η(2) =.016, showing states with strong dram shop liability laws (Mean (M) = 1.276) averaging significantly lower per capita beer consumption than states with weak laws (M = 1.340). Dram shop liability laws and RBS laws were both associated with significantly reduced per capita beer consumption and fatal crash ratios. In practical terms, this means that dram shop liability laws are currently associated with saving an estimated

Effects of Dram Shop, Responsible Beverage Service Training, and State Alcohol Control Laws on Underage Drinking Driver Fatal Crash Ratios

PubMed Central

Scherer, Michael; Fell, James C.; Thomas, Sue; Voas, Robert B.

2015-01-01

Objectives In this study, we aimed to determine whether three minimum legal drinking age 21 (MLDA-21) laws—dram shop liability, responsible beverage service (RBS) training, and state control of alcohol sales—have had an impact on underage drinking-and-driving fatal crashes using annual state-level data, and compared states with strong laws to those with weak laws to examine their effect on beer consumption and fatal crash ratios. Methods Using the Fatality Analysis Reporting System, we calculated the ratio of drinking to nondrinking drivers under age 21 involved in fatal crashes as our key outcome measure. We used structural equation modeling to evaluate the three MLDA-21 laws. We controlled for covariates known to impact fatal crashes including: 17 additional MLDA-21 laws; administrative license revocation; blood alcohol concentration limits of .08 and .10 for driving; seat belt laws; sobriety checkpoint frequency; unemployment rates; and vehicle miles traveled. Outcome variables, in addition to the fatal crash ratios of drinking to nondrinking drivers under age 21 included state per capita beer consumption. Results Dram shop liability laws were associated with a 2.4% total effect decrease (direct effects: β = .019, p = .018). Similarly, RBS training laws were associated with a 3.6% total effect decrease (direct effects: β = .048, p = .001) in the ratio of drinking to nondrinking drivers under age 21 involved in fatal crashes. There was a significant relationship between dram shop liability law strength and per capita beer consumption, F (4, 1528) = 24.32, p < .001, partial η2 = .016, showing states with strong dram shop liability laws (Mean (M) = 1.276) averaging significantly lower per capita beer consumption than states with weak laws (M = 1.340). Conclusions Dram shop liability laws and RBS laws were both associated with significantly reduced per capita beer consumption and fatal crash ratios. In practical terms, this means that dram shop liability laws

A test-based method for the assessment of pre-crash warning and braking systems.

PubMed

Bálint, András; Fagerlind, Helen; Kullgren, Anders

2013-10-01

In this paper, a test-based assessment method for pre-crash warning and braking systems is presented where the effectiveness of a system is measured by its ability to reduce the number of injuries of a given type or severity in car-to-car rear-end collisions. Injuries with whiplash symptoms lasting longer than 1 month and MAIS2+ injuries in both vehicles involved in the crash are considered in the assessment. The injury reduction resulting from the impact speed reduction due to a pre-crash system is estimated using a method which has its roots in the dose-response model. Human-machine interaction is also taken into account in the assessment. The results reflect the self-protection as well as the partner-protection performance of a pre-crash system in the striking vehicle in rear-end collisions and enable a comparison between two or more systems. It is also shown how the method may be used to assess the importance of warning as part of a pre-crash system. Copyright © 2013 Elsevier Ltd. All rights reserved.

Crash in Australian outback ends NASA ballooning season

NASA Astrophysics Data System (ADS)

Harris, Margaret

2010-06-01

NASA has temporarily suspended all its scientific balloon launches after the balloon-borne Nuclear Compton Tele scope (NCT) crashed during take-off, scattering a trail of debris across the remote launch site and overturning a nearby parked car.

State Variation in Underreporting of Alcohol Involvement on Death Certificates: Motor Vehicle Traffic Crash Fatalities as an Example

PubMed Central

Castle, I-Jen P; Yi, Hsiao-Ye; Hingson, Ralph W; White, Aaron M

2014-01-01

Objective: We used motor vehicle traffic (MVT) crash fatalities as an example to examine the extent of underreporting of alcohol involvement on death certificates and state variations. Method: We compared MVT-related death certificates identified from national mortality data (Multiple Cause of Death [MCoD] data) with deaths in national traffic census data from the Fatality Analysis Reporting System (FARS). Because MCoD data were not individually linked to FARS data, the comparisons were at the aggregate level. Reporting ratio of alcohol involvement on death certificates was thus computed as the prevalence of any mention of alcohol-related conditions among MVT deaths in MCoD, divided by the prevalence of decedents with blood alcohol concentration (BAC) test results (not imputed) of .08% or greater in FARS. Through bivariate analysis and multiple regression, we explored state characteristics correlated with state reporting ratios. Results: Both MCoD and FARS identified about 450,000 MVT deaths in 1999–2009. Reporting ratio was only 0.16 for all traffic deaths and 0.18 for driver deaths nationally, reflecting that death certificates captured only a small percentage of MVT deaths involving BAC of .08% or more. Reporting ratio did not improve over time, even though FARS indicated that the prevalence of BAC of at least .08% in MVT deaths increased from 19.9% in 1999 to 24.2% in 2009. State reporting ratios varied widely, from 0.02 (Nevada and New Jersey) to 0.81 (Delaware). Conclusions: The comparison of MCoD with FARS revealed a large discrepancy in reporting alcohol involvement in MVT deaths and considerable state variation in the magnitude of underreporting. We suspect similar underreporting and state variations in alcohol involvement in other types of injury deaths. PMID:24650824

Analysis of factors that increase motorcycle rider risk compared to car driver risk.

PubMed

Keall, Michael D; Newstead, Stuart

2012-11-01

As in other parts of the Western world, there is concern in New Zealand about increasing popularity of motorcycles because of potential increases in road trauma. This study sought to identify important factors associated with increased risk for motorcyclists to inform potential policy approaches to reduce motorcyclist injury, such as changes to motorcyclist licensing, training and education. Using data extracted from a register of all New Zealand licensed motor vehicles that were matched to crash data, statistical models were fitted to examine patterns of motorcycle risk in comparison with small cars. These showed generally elevated risks for motorcyclists compared to cars, but particularly elevated risks for motorcycle owners aged in their 20s or who lived in more urbanised settings. In crashes, motorcyclists have little protection from injury, putting the motorcyclist at high risk of injury. When comparing new motorcycles with new cars, the odds of fatal or serious injury to a motorcycle rider involved in an injury crash were almost eight times the odds for a car driver. Copyright © 2011 Elsevier Ltd. All rights reserved.

An In-depth Study of Abdominal Injuries Sustained by Car Occupants in Frontal Crashes

PubMed Central

Frampton, Richard; Lenard, James; Compigne, Sabine

2012-01-01

Currently, neither abdominal injury risk nor rear seat passenger safety is assessed in European frontal crash testing. The objective of this study was to provide real world in-depth analysis of the factors related to abdominal injury for belted front and rear seat occupants in frontal crashes. Rear occupants were significantly more at risk of AIS 2+ and 3+ abdominal injury, followed by front seat passengers and then drivers. This was still the case even after controlling for occupant age. Increasing age was separately identified as a factor related to increased abdominal injury risk in all seating positions. One exception to this trend concerned rear seated 15 to 19 year olds who sustained moderate to serious abdominal injury at almost the same rate as rear occupants aged 65+.No strong association was seen between AIS 2+ abdominal injury rates and gender. The majority of occupant body mass indices ranged from underweight to obese. Across that range, the AIS 2+ abdominal injury rates were very similar but a small number of very obese and extremely obese occupants outside of the range did exhibit noticeably higher rates. An analysis of variance in the rate of AIS 2+ abdominal injury with different restraint systems showed that simple belt systems, as used by most rear seat passengers, were the least protective. Increasing sophistication of the restraint system was related to lower rates of injury. The ANOVA also confirmed occupant age and crash severity as highly associated with abdominal injury risk. The most frequently injured abdominal organs for front seat occupants were the liver and spleen. Abdominal injury patterns for rear seat passengers were very different. While they also sustained significant injuries to solid organs, their rates of injury to the hollow organs (jejunum-ileum, mesentary, colon) were far higher even though the rate of fracture of two or more ribs did not differ significantly between seat positions. These results have implications for the

Perceived descriptive safety-related driving norms within and outside Arab towns and villages in Israel.

PubMed

Baron-Epel, Orna; Obid, Samira; Fertig, Shahar; Gitelman, Victoria

2016-01-01

Involvement in car crashes is higher among Israeli Arabs compared to Jews. This study characterized perceived descriptive driving norms (PDDNs) within and outside Arab towns/villages and estimated their association with involvement in car crashes. Arab drivers (594) living in 19 towns and villages were interviewed in face-to-face interviews. The questionnaire included questions about involvement in car crashes, PDDNs within and outside the towns/villages, attitudes toward traffic safety laws, traffic law violations, and socioeconomic and demographic variables. PDDNs represent individuals' perceptions on how safe other people typically drive. The low scores indicate a low percentage of drivers performing unsafe behaviors (safer driving-related norms). A structural equation modeling analysis was applied to identify factors associated with PDDNs and involvement in car crashes. A large difference was found in PDDNs within and outside the towns/villages. Mostly, the respondents reported higher rates of unsafe PDDNs within the towns/villages (mean = 3.76, SD = 0.63) and lower rates of PDDNs outside the towns/villages (mean = 2.12, SD = 0.60). PDDNs outside the towns/villages were associated with involvement in a car crash (r = -0.12, P <.01), but those within the towns/villages were not. Within the towns/villages, attitudes toward traffic laws and PDDNs were positively associated with traffic law violations (r = 0.56, P <.001; r = 0.11, P <.001 respectively), where traffic law violations were directly associated with involvement in a car crash (r = -0.14, P <.001). Unsafe PDDNs may add directly and indirectly to unsafe driving and involvement in car crashes in Arab Israelis. Because PDDNs outside towns/villages were better, increased law enforcement within towns/villages may improve these norms and decrease involvement in car crashes.

Socioeconomic status and risk of car crash injury, independent of place of residence and driving exposure: results from the DRIVE Study.

PubMed

Chen, H Y; Ivers, R Q; Martiniuk, A L C; Boufous, S; Senserrick, T; Woodward, M; Stevenson, M; Norton, R

2010-11-01

Previous studies that found increased crash risks for young drivers of low socioeconomic status (SES) have failed to adjust for factors such as driving exposure and rural residence. This aim of this study is to examine the independent effect of SES on crash risk, adjusting for such factors, and to examine the relationship between injury severity following a crash and SES. Information on risk factors for crash collected from 20,822 newly licenced drivers aged 17-24 years in New South Wales, Australia, as part of the DRIVE Study was prospectively linked to hospitalisation data. SES was classified as high, moderate or low based on the Australia 2001 Socio-Economic Index for Areas. Poisson regression was used to model risk of crash-related hospitalisation by SES, adjusting for confounders. Two measures of injury severity--urgency of treatment and length of hospital stay--were examined by SES. Results of multivariable analysis showed that drivers from low SES areas had increased relative risk (RR 1.8, 95% CI 1.1 to 3.1) of crash-related hospitalisation compared to drivers from high SES areas. This increased risk remained when adjusting for confounders including driving exposure and rurality (RR 1.9, 95% CI 1.1 to 3.2). No significant association was found between injury severity and SES. The higher risk of crash-related hospitalisation for young drivers from low SES areas is independent of driving exposure and rural-urban differences. This finding may help improve and better target interventions for youth of low SES.

Effects of Maine's 0.05% legal blood alcohol level for drivers with DWI convictions.

PubMed Central

Hingson, R; Heeren, T; Winter, M

1998-01-01

OBJECTIVE: To determine whether a Maine law lowering the legal blood alcohol limit (BAL) from 0.10% to 0.05% for people convicted of driving while intoxicated (DWI) reduced the involvement of this group in fatal crashes. METHODS: The authors calculated changes in the proportions of fatal crashes involving drivers with prior DWI convictions from the six-year period before enactment of the law to the six-year period following enactment of the law, comparing Maine with the other New England states. RESULTS: In Maine, the proportion of fetal crashes involving drivers with recorded prior DWI convictions declined 25% following passage of the 0.05% DWI law, while the proportion rose in the rest of New England during the same years. The proportion of fatal crashes involving drivers with recorded prior DWI convictions and illegal alcohol levels also declined significantly in Maine, as did the proportion of fatal crashes involving fatally injured drivers with recorded prior DWI convictions and illegal alcohol levels. Most of the latter decline was due to a decline in alcohol-related fatalities of previously convicted drivers with very high BALs, of 0.15% or higher, at the time of the fatal crash. Each of these declines in Maine was significant relative to the rest of New England. CONCLUSION: Other states should consider instituting 0.05% BAL limits for convicted DWI offenders. PMID:9769769

Reporting on cyclist crashes in Australian newspapers.

PubMed

Boufous, Soufiane; Aboss, Ahmad; Montgomery, Victoria

2016-10-01

To assess information on cyclist crashes reported in Australian newspapers. The Factiva news archive was searched for articles on cyclist crashes published in major Australian newspapers between 2010 and 2013. Information on the circumstances of cyclist crashes were extracted and coded. A total of 160 cyclist crashes were covered by 198 newspaper articles, with 44% of crashes resulting in cyclist fatalities. Crashes reported by more than one newspaper were more likely to involve public figures or protracted court cases. Individual characteristics of cyclists as well as the location of the crash were reported for more than 80% of crashes. The road user at fault was reported for more than half of crashes. In contrast, information on helmet use, alcohol and cycling lanes was mentioned for only about 10% of crashes. Fewer than one in five articles mentioned prevention strategies including education campaigns, legislative and infrastructure changes. Australian newspapers tend to focus on the most dramatic and more 'newsworthy' aspects of cyclist crashes. Cycling advocates need to work with journalists to improve the quality of this coverage. Better communication between cycling advocates and journalists is likely to have a positive impact on the safety and the uptake of cycling in the community. © 2016 Public Health Association of Australia.

Effect of Maryland's 2011 Alcohol Sales Tax Increase on Alcohol-Positive Driving.

PubMed

Lavoie, Marie-Claude; Langenberg, Patricia; Villaveces, Andres; Dischinger, Patricia C; Simoni-Wastila, Linda; Hoke, Kathleen; Smith, Gordon S

2017-07-01

The 2011 Maryland alcohol sales tax increase from 6% to 9% provided an opportunity to evaluate the impact on rates of alcohol-positive drivers involved in injury crashes. Maryland police crash reports from 2001 to 2013 were analyzed using an interrupted time series design and a multivariable analysis employing generalized estimating equations models with a negative binomial distribution. Data were analyzed in 2014-2015. There was a significant gradual annual reduction of 6% in the population-based rate of all alcohol-positive drivers (p<0.03), and a 12% reduction for drivers aged 15-20 years (p<0.007), and 21-34 years (p<0.001) following the alcohol sales tax increase. There were no significant changes in rates of alcohol-positive drivers aged 35-54 years (rate ratio, 0.98; 95% CI=0.89, 1.09). Drivers aged ≥55 years had a significant immediate 10% increase in the rate of alcohol-positive drivers (rate ratio, 1.10; 95% CI=1.04, 1.16) and a gradual increase of 4.8% per year after the intervention. Models using different denominators and controlling for multiple factors including a proxy for unmeasured factors found similar results overall. The 2011 Maryland alcohol sales tax increase led to a significant reduction in the rate of all alcohol-positive drivers involved in injury crashes especially among drivers aged 15-34 years. This is the first study to examine the impact of alcohol sales taxes on crashes; previous research focused on excise tax. Increasing alcohol taxes is an important but often neglected intervention to reduce alcohol-impaired driving. Copyright © 2017 American Journal of Preventive Medicine. Published by Elsevier Inc. All rights reserved.

Are cars the new tobacco?

PubMed

Douglas, Margaret J; Watkins, Stephen J; Gorman, Dermot R; Higgins, Martin

2011-06-01

Public health must continually respond to new threats reflecting wider societal changes. Ecological public health recognizes the links between human health and global sustainability. We argue that these links are typified by the harms caused by dependence on private cars. We present routine data and literature on the health impacts of private car use; the activities of the 'car lobby' and factors underpinning car dependence. We compare these with experience of tobacco. Private cars cause significant health harm. The impacts include physical inactivity, obesity, death and injury from crashes, cardio-respiratory disease from air pollution, noise, community severance and climate change. The car lobby resists measures that would restrict car use, using tactics similar to the tobacco industry. Decisions about location and design of neighbourhoods have created environments that reinforce and reflect car dependence. Car ownership and use has greatly increased in recent decades and there is little public support for measures that would reduce this. Car dependence is a potent example of an issue that ecological public health should address. The public health community should advocate strongly for effective policies that reduce car use and increase active travel.

PIV Analysis Comparing Aerodynamic Downforce Devices on Race Car in Water Tunnel

NASA Astrophysics Data System (ADS)

Hellman, Sam; Tkacik, Peter; Uddin, Mesbah; Kelly, Scott

2010-11-01

There have been claims that the rear wing on the NASCAR Car of Tomorrow (COT) race car causes lift in the condition where the car spins during a crash and is traveling backwards down the track at a high rate of speed. When enough lift is generated, the race car can lose control and even fly off of the track surface completely. To address this concern, a new rear spoiler was designed by NASCAR to replace the wing and prevent this dangerous condition. Flow characteristics of both the rear wing and the new spoiler are qualitatively analyzed using particle image velocimetry (PIV). The experiment is done in a continuous flow water tunnel using a simplified 10% scale model COT. Flow structures are identified and compared for both the wing and spoiler. The same conditions are also reviewed when the car is traveling backwards as it might during a crash. The cause of the lift generated by the rear wing when in reverse is shown.

Life-threatening motor vehicle crashes in bright sunlight

PubMed Central

Redelmeier, Donald A.; Raza, Sheharyar

2017-01-01

Abstract Bright sunlight may create visual illusions that lead to driver error, including fallible distance judgment from aerial perspective. We tested whether the risk of a life-threatening motor vehicle crash was increased when driving in bright sunlight. This longitudinal, case-only, paired-comparison analysis evaluated patients hospitalized because of a motor vehicle crash between January 1, 1995 and December 31, 2014. The relative risk of a crash associated with bright sunlight was estimated by evaluating the prevailing weather at the time and place of the crash compared with the weather at the same hour and location on control days a week earlier and a week later. The majority of patients (n = 6962) were injured during daylight hours and bright sunlight was the most common weather condition at the time and place of the crash. The risk of a life-threatening crash was 16% higher during bright sunlight than normal weather (95% confidence interval: 9–24, P < 0.001). The increased risk was accentuated in the early afternoon, disappeared at night, extended to patients with different characteristics, involved crashes with diverse features, not apparent with cloudy weather, and contributed to about 5000 additional patient-days in hospital. The increased risk extended to patients with high crash severity as indicated by ambulance involvement, surgical procedures, length of hospital stay, intensive care unit admission, and patient mortality. The increased risk was not easily attributed to differences in alcohol consumption, driving distances, or anomalies of adverse weather. Bright sunlight is associated with an increased risk of a life-threatening motor vehicle crash. An awareness of this risk might inform driver education, trauma staffing, and safety warnings to prevent a life-threatening motor vehicle crash. Level of evidence: Epidemiologic Study, level III. PMID:28072708

Life-threatening motor vehicle crashes in bright sunlight.

PubMed

Redelmeier, Donald A; Raza, Sheharyar

2017-01-01

Bright sunlight may create visual illusions that lead to driver error, including fallible distance judgment from aerial perspective. We tested whether the risk of a life-threatening motor vehicle crash was increased when driving in bright sunlight.This longitudinal, case-only, paired-comparison analysis evaluated patients hospitalized because of a motor vehicle crash between January 1, 1995 and December 31, 2014. The relative risk of a crash associated with bright sunlight was estimated by evaluating the prevailing weather at the time and place of the crash compared with the weather at the same hour and location on control days a week earlier and a week later.The majority of patients (n = 6962) were injured during daylight hours and bright sunlight was the most common weather condition at the time and place of the crash. The risk of a life-threatening crash was 16% higher during bright sunlight than normal weather (95% confidence interval: 9-24, P < 0.001). The increased risk was accentuated in the early afternoon, disappeared at night, extended to patients with different characteristics, involved crashes with diverse features, not apparent with cloudy weather, and contributed to about 5000 additional patient-days in hospital. The increased risk extended to patients with high crash severity as indicated by ambulance involvement, surgical procedures, length of hospital stay, intensive care unit admission, and patient mortality. The increased risk was not easily attributed to differences in alcohol consumption, driving distances, or anomalies of adverse weather.Bright sunlight is associated with an increased risk of a life-threatening motor vehicle crash. An awareness of this risk might inform driver education, trauma staffing, and safety warnings to prevent a life-threatening motor vehicle crash. Epidemiologic Study, level III.

An evaluation of Nova Scotia's alcohol ignition interlock program.

PubMed

Vanlaar, Ward G M; Mainegra Hing, Marisela; Robertson, Robyn D

2017-03-01

Alcohol ignition interlock programs for offenders aim to reduce recidivism among convicted drink drivers. This study presents an evaluation of Nova Scotia's interlock program implemented in 2008 in order to assess its effectiveness to reduce impaired driving and to help identify areas for improvement. Data used include conviction and crash records of individual participants; provincial monthly counts of alcohol-related charges, convictions and fatal and serious crashes; and interlock logged events. Methods used include descriptive statistics, survival analysis, time series and logistic regression analysis. With respect to specific deterrence (i.e., preventing recidivism) there was a 90% reduction in recidivism among voluntary participants since participation in the interlock program and a 79% reduction after these participants exited from the program. With respect to general deterrence (i.e., referring to a preventative effect on the entire population of drivers in Nova Scotia) there were temporary decreases in the numbers of alcohol-related charges (13.32%) and convictions (9.93%) and a small significant decrease in the number of fatal and serious injury alcohol-related crashes, following the implementation of the program. The evidence suggests the interlock program was better at preventing harm due to alcohol-impaired driving than the alternative of not using the interlock program. Recommendations were formulated supporting the continuation of the interlock program in Nova Scotia. Copyright © 2017 Elsevier Ltd. All rights reserved.

Modelling the effect on injuries and fatalities when changing mode of transport from car to bicycle.

PubMed

Nilsson, Philip; Stigson, Helena; Ohlin, Maria; Strandroth, Johan

2017-03-01

Several studies have estimated the health effects of active commuting, where a transport mode shift from car to bicycle reduces risk of mortality and morbidity. Previous studies mainly assess the negative aspects of bicycling by referring to fatalities or police reported injuries. However, most bicycle crashes are not reported by the police and therefore hospital reported data would cover a much higher rate of injuries from bicycle crashes. The aim of the present study was to estimate the effect on injuries and fatalities from traffic crashes when shifting mode of transport from car to bicycle by using hospital reported data. This present study models the change in number of injuries and fatalities due to a transport mode change using a given flow change from car to bicycle and current injury and fatality risk per distance for bicyclists and car occupants. show that bicyclists have a much higher injury risk (29 times) and fatality risk (10 times) than car occupants. In a scenario where car occupants in Stockholm living close to their work place shifts transport mode to bicycling, injuries, fatalities and health loss expressed in Disability-Adjusted Life Years (DALY) were estimated to increase. The vast majority of the estimated DALY increase was caused by severe injuries and fatalities and it tends to fluctuate so that the number of severe crashes may exceed the estimation with a large margin. Although the estimated increase of traffic crashes and DALY, a transport mode shift is seen as a way towards a more sustainable society. Thus, this present study highlights the need of strategic preventive measures in order to minimize the negative impacts from increased bicycling. Copyright © 2016 Elsevier Ltd. All rights reserved.

Student drivers: a study of fatal motor vehicle crashes involving 16-year-old drivers.

PubMed

Gonzales, Michael M; Dickinson, L Miriam; DiGuiseppi, Carolyn; Lowenstein, Steven R

2005-02-01

Motor vehicle crashes are the leading cause of death for US teenagers, accounting for 40% of fatalities. The purpose of this study was to compare novice (aged 16 years) and experienced (aged 25 to 49 years) drivers involved in fatal motor vehicle crashes with respect to crash characteristics and driver behaviors. This cross-sectional study of fatal motor vehicle crashes in Colorado used data from the Fatality Analysis Reporting System (1995 to 2001). Driver and crash variables were compared in the 2 age groups using separate logistic regression models, adjusted for sex, geographic locale, and year. Two thousand four hundred twenty fatal motor vehicle crashes were included; 158 fatalities (6.5%) were novice drivers. Novice drivers were more likely to have been speeding (odds ratio [OR] 1.87, 95% confidence interval [CI] 1.34 to 3.08); driving recklessly (OR 4.78, 95% CI 3.31 to 6.92); charged with a traffic violation (OR 3.08, 95% CI 2.20 to 4.31); in a single-vehicle (OR 1.84, 95% CI 1.32 to 2.57), rollover (OR 1.36, 95% CI 0.97 to 1.91) or run-off-the-road (OR 1.54, 95% CI 1.03 to 2.30) crash; and carrying 2 (OR 4.52, 95% CI 2.75 to 7.41) or more (OR 4.07, 95% CI 2.49 to 6.55) passengers. Safety belt nonuse was high for novice (48%) and experienced (42%) drivers (OR 1.19, 95% CI 0.86 to 1.67). Novice drivers had older cars (mean difference 1.5 years, 95% CI 0.37 to 2.57 years). Novice drivers were less likely to be involved in crashes caused by alcohol (OR 0.24, 95% CI 0.14 to 0.41) or adverse weather (OR 0.37, 95% CI 0.19 to 0.75) and to be driving a sport utility vehicle (OR 0.62, 95% CI 0.39 to 0.97). Fatal motor vehicle crashes involving novice drivers are characterized by speeding, recklessness, single-vehicle and rollover crashes, and traffic law violations, suggesting that novice drivers bear considerable responsibility for their fatal crashes. Moreover, almost half of 16-year-old drivers involved in fatal motor vehicle crashes were not wearing their safety

A crush zone design for an existing passenger rail cab car

DOT National Transportation Integrated Search

2005-11-05

A Crash Energy Management (CEM) cab car crush zone : design has been developed for retrofit onto an existing Budd : M1 cab car. This design is to be used in the upcoming fullscale : train-to-train test of a CEM consist impacting a standing : freight ...

Development and field performance of indy race car head impact padding.

PubMed

Melvin, J W; Bock, H; Anderson, K; Gideon, T

2001-11-01

The close-fitting cockpit of the modern Indy car single seat race car has the potential to provide a high level of head and neck impact protection in rear and side impacts. Crash investigation has shown that a wide variety of materials have been used as the padding for these cockpits and, as a result, produced varying outcomes in crashes. Additionally, these pads have not always been positioned for optimal performance. The purpose of this study was to investigate the head impact performance of a variety of energy-absorbing padding materials under impact conditions typical of Indy car rear impacts and to identify superior materials and methods of improving their performance as race car head pads. An extensive series of tests with the helmeted Hybrid III test dummy head and neck on an impact mini-sled was conducted to explore head padding concepts. Following this, a performance specification for a simplified impact test using a rigid headform that simulates the helmeted head was developed and recommendations for performance levels of head padding based on biomechanical data on helmeted head impacts were made. In 1997, during the time that the head pad research was being performed, the Indy Racing League introduced a new chassis specification for their cars. There were a number of rear- and side-impact crashes during that season that resulted in seven severe head injuries. Examples of the head padding in those cars were included in the experimental study. The results of the head pad research were used to specify new padding materials that met the new biomechanical criteria. The placement of the head pads was also changed for better location of the padding. These changes instituted in 1998 have reduced the number of head injuries in crashes similar to or more severe than those of 1997 and have resulted in only occasional moderate head injuries (concussions) in the 1998 and 1999 seasons.

Characteristics and contributory causes related to large truck crashes (phase II) : all crashes.

DOT National Transportation Integrated Search

2012-03-01

Statistics clearly demonstrate that large-truck crashes contribute to a significant percentage of high-severity crashes. It is : therefore important for the highway safety community to identify the characteristics and contributory causes of these typ...

A positive view on road safety: Can 'car karma' contribute to safe driving styles?

PubMed

Kleisen, Lucienne M B

2013-01-01

Many studies in the field of road safety are occupied with studying road unsafety since it generally concentrates on traffic crashes, crash, risk, and aberrant driving behaviour, especially in relation to young drivers. However, this study shows there is scope for thinking about driving and driver training from a different vantage point, that is in terms of safe or normal driving. The findings are reported from four group interviews with young drivers (18-25 years of age); the young drivers discussed their ideas of safe driving and their reasons for using (or not using) safe driving styles. The data show a type of optimistic thinking among young drivers which they call 'car karma'. This finding offers an opportunity to reconceptualise driving in a way that is focused on normal, safe driving styles, a topic that has received less attention in the past. The paper argues that greater focus on safe driving styles could be more conducive to young drivers actually driving safely than focusing on, for instance, crashes, which on an individual level are relatively rare (Elander et al., 1993, p. 277). Based on empirical research, the first positively stated definition of road safety is proposed based on the notion of 'car karma'. Copyright © 2012 Elsevier Ltd. All rights reserved.

How Thirty Years of Focused Safety Development has Influenced Injury Outcome in Volvo Cars

PubMed Central

Isaksson-Hellman, I.; Norin, H.

2005-01-01

This study points out how thirty years of focused safety development has produced a steady decrease in injury rates in car crashes, strongly influenced by a well-structured process. An important part of this process is the knowledge gained by accident research based on collection of data from real world crashes, and the feedback of this research into development work. Statistical analysis shows that the MAIS 2+ injury rate for the most recent car models has decreased by two-thirds compared to the rate for the oldest car models. Calculation of the effect of specific development steps will be given as examples. PMID:16179140

Train-to-Train Impact Test of Crash-Energy Management Passenger Rail Equipment: Occupant Experiments

DOT National Transportation Integrated Search

2006-11-06

As part of an ongoing passenger rail crashworthiness effort, : a full-scale impact test of a train with crash energy management : (CEM) passenger cars was conducted on March 23, 2006. In : this test, a train made up of a CEM cab car, four CEM coach :...

CDC Vital Signs: Motor Vehicle Crash Injuries: Costly but Preventable

MedlinePlus

... and improve teen driver safety. Support traffic safety laws with media campaigns and visible police presence, such ... prevent crash injuries? Using primary enforcement seat belt laws that cover everyone in the car. A primary ...

Epidemiology of road traffic crashes among long distance drivers in Ibadan, Nigeria.

PubMed

Adejugbagbe, Adewale Moses; Fatiregun, Akinola Ayoola; Rukewe, Ambrose; Alonge, Temitope

2015-06-01

Road Traffic Crashes (RTCs) are major causes of morbidity and mortality in Nigeria. Few studies in Ibadan have focused on the distribution and determinants of RTC among long distance drivers. To describe the distribution of crashes by place, times of occurrence, characteristics of persons involved and identify associated factors. A cross-sectional study was carried out among consenting long distance drivers within selected parks in Ibadan. Respondents (592) were males, with median age of 42.0 years (range 22.0-73.0 years). Secondary education was the highest level of education attained by 38.0%. About 34.0% reported current use of alcohol. The life-time prevalence of crashes was 35.3% (95% CI= 31.5-39.2%) and 15.9% (95% CI=13.1-19.0%) reported having had at least one episode of crash in the last one year preceding the study. The crash occurred mainly on narrow roads [32/94 (34.0%,)] and bad portions of tarred roads [35/94 (37.2%,)] with peak of occurrence on Saturdays 18/94 (19.1%,). Significantly higher proportions of drivers aged ≤39years (23.4%) versus >39years (11.7%), those with no education (29.9%) versus the educated (13.8%) and those who reported alcohol use (21.9%) versus non users (12.8%) were involved in crashes in the year preceding the study. Significant predictor of the last episode of crashes in the last one year were age (OR=2.2, 95% CI=1.4-3.5), education (OR=2.7, 95% CI=1.5-4.6) and alcohol use (OR=1.8, 95% CI=1.2-3.0). Road traffic crashes occurred commonly on bad roads, in the afternoon and during weekends, among young and uneducated long-distance drivers studied. Reconstruction of bad roads and implementation of road safety education programmes aimed at discouraging the use of alcohol and targeting the identified groups at risk are recommended.

Evaluation of Vehicle-Based Crash Severity Metrics.

PubMed

Tsoi, Ada H; Gabler, Hampton C

2015-01-01

Vehicle change in velocity (delta-v) is a widely used crash severity metric used to estimate occupant injury risk. Despite its widespread use, delta-v has several limitations. Of most concern, delta-v is a vehicle-based metric which does not consider the crash pulse or the performance of occupant restraints, e.g. seatbelts and airbags. Such criticisms have prompted the search for alternative impact severity metrics based upon vehicle kinematics. The purpose of this study was to assess the ability of the occupant impact velocity (OIV), acceleration severity index (ASI), vehicle pulse index (VPI), and maximum delta-v (delta-v) to predict serious injury in real world crashes. The study was based on the analysis of event data recorders (EDRs) downloaded from the National Automotive Sampling System / Crashworthiness Data System (NASS-CDS) 2000-2013 cases. All vehicles in the sample were GM passenger cars and light trucks involved in a frontal collision. Rollover crashes were excluded. Vehicles were restricted to single-event crashes that caused an airbag deployment. All EDR data were checked for a successful, completed recording of the event and that the crash pulse was complete. The maximum abbreviated injury scale (MAIS) was used to describe occupant injury outcome. Drivers were categorized into either non-seriously injured group (MAIS2-) or seriously injured group (MAIS3+), based on the severity of any injuries to the thorax, abdomen, and spine. ASI and OIV were calculated according to the Manual for Assessing Safety Hardware. VPI was calculated according to ISO/TR 12353-3, with vehicle-specific parameters determined from U.S. New Car Assessment Program crash tests. Using binary logistic regression, the cumulative probability of injury risk was determined for each metric and assessed for statistical significance, goodness-of-fit, and prediction accuracy. The dataset included 102,744 vehicles. A Wald chi-square test showed each vehicle-based crash severity metric

Influence of the strain path on crash properties of a crash-box structure by experimental and numerical approaches

NASA Astrophysics Data System (ADS)

Durrenberger, L.; Even, D.; Molinari, A.; Rusinek, A.

2006-08-01

In order to reduce the gas emission without decreasing the passengers safety, the UHSS (Ultra High Strength Steel) steels are more and more used in the automotive industry. The very high mechanical characteristics of these steels allow to reduce the car weight thanks to the thickness reduction of the structure parts. The aim of this study is to analyse the plastic pre-strain effect (forming) on the crash properties of a crash-box structure. In order to achieve this goal, experimental rheological tests have been performed by combining quasi-static tensile tests followed by dynamic tensile test (8.10 - 3 s - 1 ≤ dot{\\varepsilon} ≤ 1000 s - 1) for a TRIP steel produced by ARCELOR. The combination of these results allows to obtain a better understanding of the steel behaviour in dynamic loading under different strain paths. All these information are necessary for an efficient simulation of crash test by including a pertinent material response. A special attention is given to the influence of the previous forming process on the dynamical response of crash boxes.

Accident or Suicide? Single-Vehicle Car Accidents and the Intent Hypothesis.

ERIC Educational Resources Information Center

Peck, Dennis L.; Warner, Kenneth

1995-01-01

Brief case studies of single-vehicle car crashes are used to explore the relationship between this method of death and the intent to commit suicide. The author attempts to determine what criteria can be used to determine whether suicide was the intent, and how death by automobile crash can be determined a suicide. (JPS)

Death and injury in aerial spraying: pre-crash, crash, and post-crash prevention strategies.

PubMed

Richter, E D; Gordon, M; Halamish, M; Gribetz, B

1981-01-01

To prevent crash-related death and injury among spray pilots, a program including pre-crash, crash and post-crash stages of intervention for aircraft, physical environment, and pilots and ground crews was proposed in accordance with a matrix of options derived from road crash epidemiology. In addition to the dangers of fixed obstacles, low-altitude runs, and heavy work schedules, work hazards included combined exposures to noise, vibration, G forces, heat stress, pesticides, and dehydration. Together, these exposures were believed to have produced slight, but crucial decreases in pilot performance, alertness and skill. For aircraft, the major pre-crash measure was cockpit air cooling, with filter technologies to prevent in-flight pesticide exposure. Crash and post-crash design changes to reduce energy transfers to the pilot's body (thermal, kinetic) were the most important recommendations, because absolute prevention of the crash event was unlikely. For the environment, pre-crash recommendations included marking fixed obstacles, such as power and telephone lines, but preferably their elimination. Other measures included drainage pits with sodium hydroxide points to neutralize parathion and prevent dispersion of parathion-containing mists. Pilot pre-crash measures (more fluid intake, biological monitoring--EMG, urinary alkyl phosphate, cholinesterase testing) required special organizational arrangements. Systematic application of options from the foregoing matrix suggest that the high risk of death and injury from aerial spraying is unnecessary.

Correlation Between Euro NCAP Pedestrian Test Results and Injury Severity in Injury Crashes with Pedestrians and Bicyclists in Sweden.

PubMed

Strandroth, Johan; Sternlund, Simon; Lie, Anders; Tingvall, Claes; Rizzi, Matteo; Kullgren, Anders; Ohlin, Maria; Fredriksson, Rikard

2014-11-01

Pedestrians and bicyclists account for a significant share of deaths and serious injuries in the road transport system. The protection of pedestrians in car-to-pedestrian crashes has therefore been addressed by friendlier car fronts and since 1997, the European New Car Assessment Program (Euro NCAP) has assessed the level of protection for most car models available in Europe. In the current study, Euro NCAP pedestrian scoring was compared with real-life injury outcomes in car-to-pedestrian and car-tobicyclist crashes occurring in Sweden. Approximately 1200 injured pedestrians and 2000 injured bicyclists were included in the study. Groups of cars with low, medium and high pedestrian scores were compared with respect to pedestrian injury severity on the Maximum Abbreviated Injury Scale (MAIS)-level and risk of permanent medical impairment (RPMI). Significant injury reductions to both pedestrians and bicyclists were found between low and high performing cars. For pedestrians, the reduction of MAIS2+, MAIS3+, RPMI1+ and RPMI10+ ranged from 20-56% and was significant on all levels except for MAIS3+ injuries. Pedestrian head injuries had the highest reduction, 80-90% depending on level of medical impairment. For bicyclist, an injury reduction was only observed between medium and high performing cars. Significant injury reductions were found for all body regions. It was also found that cars fitted with autonomous emergency braking including pedestrian detection might have a 60-70% lower crash involvement than expected. Based on these results, it was recommended that pedestrian protection are implemented on a global scale to provide protection for vulnerable road users worldwide.

Motor vehicle crash deaths related to police pursuits in the United States.

PubMed

Rivara, F P; Mack, C D

2004-04-01

To determine the number and characteristics of motor vehicle crash deaths related to police pursuits in the United States. Analysis of the Fatality Analysis Reporting System and the Crashworthiness Data System of the National Highway Traffic Safety Administration for the years 1994-2002. There were 2654 fatal crashes involving 3965 vehicles and 3146 fatalities during the nine year study period. Of these, 1088 were to people not in the fleeing vehicle. These crashes often occurred at high speed, in the night, on local roads. Most of the pursued drivers had prior motor vehicle related convictions. Many deaths related to police pursuits are to innocent victims. Given that most of the pursued drivers had prior convictions, alternative means of detaining them should be explored.

Motor vehicle crash-related injury causation scenarios for spinal injuries in restrained children and adolescents.

PubMed

Zonfrillo, Mark R; Locey, Caitlin M; Scarfone, Steven R; Arbogast, Kristy B

2014-01-01

Motor vehicle crash (MVC)-related spinal injuries result in significant morbidity and mortality in children. The objective was to identify MVC-related injury causation scenarios for spinal injuries in restrained children. This was a case series of occupants in MVCs from the Crash Injury Research and Engineering Network (CIREN) data set. Occupants aged 0-17 years old with at least one Abbreviated Injury Scale (AIS) 2+ severity spinal injury in vehicles model year 1990+ that did not experience a rollover were included. Unrestrained occupants, those not using the shoulder portion of the belt restraint, and those with child restraint gross misuse were excluded. Occupants with preexisting comorbidities contributing to spinal injury and occupants with limited injury information were also excluded. A multidisciplinary team retrospectively reviewed each case to determine injury causation scenarios (ICSs). Crash conditions, occupant and restraint characteristics, and injuries were qualitatively summarized. Fifty-nine cases met the study inclusion criteria and 17 were excluded. The 42 occupants included sustained 97 distinct AIS 2+ spinal injuries (27 cervical, 22 thoracic, and 48 lumbar; 80 AIS-2, 15 AIS-3, 1 AIS-5, and 1 AIS-6), with fracture as the most common injury type (80%). Spinal-injured occupants were most frequently in passenger cars (64%), and crash direction was most often frontal (62%). Mean delta-V was 51.3 km/h±19.4 km/h. The average occupant age was 12.4±5.3 years old, and 48% were 16- to 17-year-olds. Thirty-six percent were right front passengers and 26% were drivers. Most occupants were lap and shoulder belt restrained (88%). Non-spinal AIS 2+ injuries included those of the lower extremity and pelvis (n=56), head (n=43), abdomen (n=39), and thorax (n=36). Spinal injury causation was typically due to flexion or lateral bending over the lap and or shoulder belt or child restraint harness, compression by occupant's own seat back, or axial loading through

Analysis of the frequency and severity of rear-end crashes in work zones.

PubMed

Qi, Yi; Srinivasan, Raghavan; Teng, Hualiang; Baker, Robert

2013-01-01

The objective of this study was to identify the factors that influence the frequency and severity of rear-end crashes in work zones because rear-end crashes represent a significant proportion of crashes that occur in work zones. Truncated count data models were developed to identify influencing factors on the frequency of read-end crashes in work zones and ordered probit models were developed to evaluate influencing factors on the severity of rear-end crashes in work zones. Most of the variables identified in this study for these 2 models were significant at the 95 percent level. The statistics for models indicate that the 2 developed models are appropriate compared to alternative models. Major findings related to the frequency of rear-end crashes include the following: (1) work zones for capacity and pavement improvements have the highest frequency compared to other types of work zones; (2) work zones controlled by flaggers are associated with more rear-end crashes compared to those controlled by arrow boards; and (3) work zones with alternating one-way traffic tended to have more rear-end crashes compared to those with lane shifts. Major findings related to the severity of the rear-end crashes include the following: (1) rear-end crashes associated with alcohol, night, pedestrians, and roadway defects are more severe, and those associated with careless backing, stalled vehicles, slippery roadways, and misunderstanding flagging signals are less severe; (2) truck involvement and a large number of vehicles in a crash are both associated with increased severity, and (3) rear-end crashes that happened in work zones for bridge, capacity, and pavement are likely to be more severe than others.

Identification and validation of a logistic regression model for predicting serious injuries associated with motor vehicle crashes.

PubMed

Kononen, Douglas W; Flannagan, Carol A C; Wang, Stewart C

2011-01-01

A multivariate logistic regression model, based upon National Automotive Sampling System Crashworthiness Data System (NASS-CDS) data for calendar years 1999-2008, was developed to predict the probability that a crash-involved vehicle will contain one or more occupants with serious or incapacitating injuries. These vehicles were defined as containing at least one occupant coded with an Injury Severity Score (ISS) of greater than or equal to 15, in planar, non-rollover crash events involving Model Year 2000 and newer cars, light trucks, and vans. The target injury outcome measure was developed by the Centers for Disease Control and Prevention (CDC)-led National Expert Panel on Field Triage in their recent revision of the Field Triage Decision Scheme (American College of Surgeons, 2006). The parameters to be used for crash injury prediction were subsequently specified by the National Expert Panel. Model input parameters included: crash direction (front, left, right, and rear), change in velocity (delta-V), multiple vs. single impacts, belt use, presence of at least one older occupant (≥ 55 years old), presence of at least one female in the vehicle, and vehicle type (car, pickup truck, van, and sport utility). The model was developed using predictor variables that may be readily available, post-crash, from OnStar-like telematics systems. Model sensitivity and specificity were 40% and 98%, respectively, using a probability cutpoint of 0.20. The area under the receiver operator characteristic (ROC) curve for the final model was 0.84. Delta-V (mph), seat belt use and crash direction were the most important predictors of serious injury. Due to the complexity of factors associated with rollover-related injuries, a separate screening algorithm is needed to model injuries associated with this crash mode. Copyright © 2010 Elsevier Ltd. All rights reserved.

Epidemiology, Causes and Prevention of Car Rollover Crashes with Ejection

PubMed Central

El-Hennawy, HM; El-Menyar, A; Al-Thani, H; Tuma, M; Parchani, A; Abdulrahman, H; Peralta, R; Asim, M; Zarour, A; Latifi, R

2014-01-01

Rollover crashes (ROCs) are responsible for almost a third of all highway vehicle occupant fatalities. Although ROCs are common and serious mechanism of injury, ROCs are under-reported. To analyze the causes, mechanism, impact and prevention of ROCs, we reviewed the literature between 1984 and 2013. By utilizing the search engines PubMed, MEDLINE and EMBASE by using key words “ROCs” “Ejection” and “vehicle” the initial search yielded 241 abstracts, of which 58 articles were relevant. Most of the articles were either retrospective or experimental studies funded by automobile companies. All vehicles are susceptible to rollovers to certain extents. Despite continuing innovation in vehicles’ safety, human factor is pivotal in prevention of ROCs. Distracted driving, speeding and drinking escalate the chances of rollover crashes. Wearing a seatbelt greatly improves the chances of surviving a ROC. PMID:25221693

The European New Car Assessment Programme: A historical review.

PubMed

van Ratingen, Michiel; Williams, Aled; Lie, Anders; Seeck, Andre; Castaing, Pierre; Kolke, Reinhard; Adriaenssens, Guido; Miller, Andrew

2016-04-01

Established in 1997, the European New Car Assessment Programme (Euro NCAP) provides consumers with a safety performance assessment for the majority of the most popular cars in Europe. Thanks to its rigorous crash tests, Euro NCAP has rapidly become an important driver safety improvement to new cars. After ten years of rating vehicles, Euro NCAP felt that a change was necessary to stay in tune with rapidly emerging driver assistance and crash avoidance systems and to respond to shifting priorities in road safety. A new overall rating system was introduced that combines the most important aspects of vehicle safety under a single star rating. The overall rating system has allowed Euro NCAP to continue to push for better fitment and higher performance for vehicles sold on the European market. In the coming years, the safety rating is expected to play an important role in the support of the roll-out of highly automated vehicles.

State of knowledge of alcohol-impaired driving : research on repeat DWI offenders

DOT National Transportation Integrated Search

2000-03-01

This study reviews the scientific literature since 1990 relating to drivers who have been convicted more than once of driving while impaired by alcohol (DWI). It covers the role of such drivers in alcohol-related crashes, their characteristics, and t...

Auto thrill shows and destruction derbies, 1922–1965: establishing the cultural logic of the deliberate car crash in America.

PubMed

Vardi, Itai

2011-01-01

The profuse historiography on the automobile in America near completely overlooks the ubiquitous cultural practice of entertaining live audiences by deliberately crashing cars. This paper seeks to rectify some of this ongoing neglect by providing a socio-historical exploration into the origins of this unique genre. The planned automobile wreck’s birth is traced to the early 1920s and is situated contextually within an established tradition of disaster and destruction reenactments, key historical developments in the system of automobility, and the phenomenon of traffic accidents. By exposing the political economy behind this form of amusement and the dominant discourse surrounding it, the paper provides an explanation for how and why the deliberate demolition of such an iconic and celebrated technology was able to flourish in America.

Driver education and teen crashes and traffic violations in the first two years of driving in a graduated licensing system.

PubMed

Shell, Duane F; Newman, Ian M; Córdova-Cazar, Ana Lucía; Heese, Jill M

2015-09-01

Our primary research question was whether teens obtaining their intermediate-level provisional operators permit (POP) in a graduated driver licensing (GDL) environment through driver education differed in crashes and traffic violations from teens who obtained their POP by completing a supervised driving certification log without taking driver education. A descriptive epidemiological study examining a census of all teen drivers in Nebraska (151,880 teens, 48.6% girls, 51.4% boys) during an eight year period from 2003 to 2010 was conducted. The driver education cohort had significantly fewer crashes, injury or fatal crashes, violations, and alcohol-related violations than the certification log cohort in both years one and two of driving following receipt of the POP. Hierarchical logistic regression was conducted, controlling for gender, race/ethnicity, median household income, urban-rural residence, and age receiving the POP. In both year one and two of driving, teens in the certification log cohort had higher odds of a crash, injury or fatal crash, violation, or alcohol-related violation. Findings support that relative to a supervised driving certification log approach, teens taking driver education are less likely to be involved in crashes or to receive a traffic violation during their first two years of driving in an intermediate stage in a graduated driver licensing system. Because teen crash and fatality rates are highest at ages 16-18, these reductions are especially meaningful. Driver education appears to make a difference in teen traffic outcomes at a time when risk is highest. Copyright © 2015 The Authors. Published by Elsevier Ltd.. All rights reserved.

Spatial analysis of macro-level bicycle crashes using the class of conditional autoregressive models.

PubMed

Saha, Dibakar; Alluri, Priyanka; Gan, Albert; Wu, Wanyang

2018-02-21

The objective of this study was to investigate the relationship between bicycle crash frequency and their contributing factors at the census block group level in Florida, USA. Crashes aggregated over the census block groups tend to be clustered (i.e., spatially dependent) rather than randomly distributed. To account for the effect of spatial dependence across the census block groups, the class of conditional autoregressive (CAR) models were employed within the hierarchical Bayesian framework. Based on four years (2011-2014) of crash data, total and fatal-and-severe injury bicycle crash frequencies were modeled as a function of a large number of variables representing demographic and socio-economic characteristics, roadway infrastructure and traffic characteristics, and bicycle activity characteristics. This study explored and compared the performance of two CAR models, namely the Besag's model and the Leroux's model, in crash prediction. The Besag's models, which differ from the Leroux's models by the structure of how spatial autocorrelation are specified in the models, were found to fit the data better. A 95% Bayesian credible interval was selected to identify the variables that had credible impact on bicycle crashes. A total of 21 variables were found to be credible in the total crash model, while 18 variables were found to be credible in the fatal-and-severe injury crash model. Population, daily vehicle miles traveled, age cohorts, household automobile ownership, density of urban roads by functional class, bicycle trip miles, and bicycle trip intensity had positive effects in both the total and fatal-and-severe crash models. Educational attainment variables, truck percentage, and density of rural roads by functional class were found to be negatively associated with both total and fatal-and-severe bicycle crash frequencies. Published by Elsevier Ltd.

Effects of legislative reform to reduce drunken driving and alcohol-related traffic fatalities.

PubMed Central

Hingson, R W; Howland, J; Levenson, S

1988-01-01

From 1980 through 1985, considerable progress was made across the Nation in reducing drunken driving and fatal automobile crashes. More than 400 chapters of local citizen groups concerned with reducing drunken driving were formed. New media coverage, measured in number of stories, increased fiftyfold from 1980 to 1984. More than 500 legislative reforms were passed. All States now have adopted a legal drinking age of 21. Many also adopted criminal and administrative per se laws and instituted penalty increases for drunken driving. By 1985, the total number of fatal crashes declined to 39,168, a decrease of 6,116, or 16 percent, from the 1980 level of 45,284. Single-vehicle fatal crashes occurring at night, those most likely to involve alcohol, declined by 20 percent, with 3,674 fewer crashes in 1985 than in 1980. Among teenage drivers, declines in fatal crashes were steeper: Fatal crashes decreased 26 percent, and single-vehicle night fatal crashes were down 34 percent. After 1984, however, the number of new citizen groups established and the number of stories appearing in the media began to decline. In 1986, after decreasing for several years, the number of fatal crashes rose 5 percent, and single-vehicle night fatal crashes rose 7 percent, up 1,060 from 1985. Among teenage drivers, the increase in single-vehicle night fatal crashes was even higher, up 17 percent. In 1987, single-vehicle night fatal crashes declined slightly but still remained higher than in 1983, 1984, or 1985.(ABSTRACT TRUNCATED AT 250 WORDS) PMID:3141962

Motor vehicle crash deaths related to police pursuits in the United States

PubMed Central

Rivara, F; Mack, C

2004-01-01

Objective: To determine the number and characteristics of motor vehicle crash deaths related to police pursuits in the United States. Methods: Analysis of the Fatality Analysis Reporting System and the Crashworthiness Data System of the National Highway Traffic Safety Administration for the years 1994–2002. Results: There were 2654 fatal crashes involving 3965 vehicles and 3146 fatalities during the nine year study period. Of these, 1088 were to people not in the fleeing vehicle. These crashes often occurred at high speed, in the night, on local roads. Most of the pursued drivers had prior motor vehicle related convictions. Conclusions: Many deaths related to police pursuits are to innocent victims. Given that most of the pursued drivers had prior convictions, alternative means of detaining them should be explored. PMID:15066973

Fatal crashes of passenger vehicles before and after adding antilock braking systems.

PubMed

Farmer, C M; Lund, A K; Trempel, R E; Braver, E R

1997-11-01

Fatal crash rates of passenger cars and vans were compared for the last model year before four-wheel antilock brakes were introduced and the first model year for which antilock brakes were standard equipment. Vehicles selected for analysis had no other significant design changes between the model years being compared, and the model years with and without antilocks were no more than two years apart. The overall fatal crash rates were similar for the two model years. However, the vehicles with antilocks were significantly more likely to be involved in crashes fatal to their own occupants, particularly single-vehicle crashes. Conversely, antilock vehicles were less likely to be involved in crashes fatal to occupants of other vehicles or nonoccupants (pedestrians, bicyclists). Overall, antilock brakes appear to have had little effect on fatal crash involvement. Further study is needed to better understand why fatality risk has increased for occupants of antilock vehicles.

An evaluation of the real-world safety effect of a lane change driver support system and characteristics of lane change crashes based on insurance claims data.

PubMed

Isaksson-Hellman, Irene; Lindman, Magdalena

2018-02-28

Lane changes, which frequently occur when vehicles travel on major roads, may contribute to critical situations that significantly affect the traffic flow and traffic safety. Thus, knowledge of lane change situations is important for infrastructure improvements as well as for driver support systems and automated driving development projects. The objectives of this study were to evaluate the crash avoidance performance of a lane change driver support system, the Blind Spot Information System (BLIS) in Volvo car models, and to describe the characteristics of lane change crashes by analyzing detailed information from insurance claim reports. An overall evaluation of the safety effect of BLIS was performed by analyzing crash rate differences in lane change situations for cars with and without the optionally mounted BLIS system based on a population of 380,000 insured vehicle years. Further, crashes in which the repair cost of the host vehicle exceeded approximately US$1,250 were selected and compared. Finally, the study examined different precrash factors and crash configurations, using in-depth insurance claims data from representative lane change crash cases including all severity levels in a population of more than 200,000 insured vehicle years. The technology did not significantly reduce the overall number of crashes when all types of lane change crashes and severity levels were considered, though a significant crash-reducing effect of 31% for BLIS cars was found when more severe crashes with a repair cost exceeding US$1,250 were analysed. Cars with the BLIS technology also have a 30% lower claim cost on average for reported lane change crashes, indicating reduced crash severity. When stratifying the data into specific situations, by collecting precrash information in a case-by-case study, the influence of BLIS was indicated to differ for the evaluated situations, although no significant results were found. For example, during general lane change maneuvers (i

Traffic risk behaviors at nightlife: drinking, taking drugs, driving, and use of public transport by young people.

PubMed

Calafat, A; Blay, N; Juan, M; Adrover, D; Bellis, M A; Hughes, K; Stocco, P; Siamou, I; Mendes, F; Bohrn, K

2009-04-01

Road traffic crashes associated with nightlife alcohol and recreational drug use are a major health problem for young people. This study explores use of different forms of transport to and from nightlife environments and the relationships between traffic risk behaviors, drunkenness, and drug consumption. 1363 regular nightlife users from nine European cities in 2006 completed a self-administered and anonymous questionnaire. Sampling utilized a variation of respondent-driven sampling. Private car was the most frequent form of transport used when going out, especially by males and older individuals. Drug use was related to crashes and traffic risk behaviors, including having a lift from someone drunk or driving drunk or driving having taken drugs; drunkenness was related to risk behaviors but not to crashes (possibly because drunk people tend to use the private car less). Males showed higher levels of drunkenness and drug consumption, traffic risk behaviors, and traffic crashes. Age is not related to the traffic risk behaviors, but older individuals had less crashes. There are serious health problems related to transport and recreational nightlife activities. It is necessary to improve later public transport services, complemented by actions that deter the use of private cars. The relationships of both drunkenness and cannabis/cocaine use with traffic risk behaviors should be addressed and programs implemented to change risk perceptions on the effects of illegal drugs on driving.

Rollover Car Crashes with Ejection: A Deadly Combination—An Analysis of 719 Patients

PubMed Central

Latifi, Rifat; El-Menyar, Ayman; El-Hennawy, Hany; Al-Thani, Hassan

2014-01-01

Rollover car crashes (ROCs) are serious public safety concerns worldwide. Objective. To determine the incidence and outcomes of ROCs with or without ejection of occupants in the State of Qatar. Methods. A retrospective study of all patients involved in ROCs admitted to Level I trauma center in Qatar (2011-2012). Patients were divided into Group I (ROC with ejection) and Group II (ROC without ejection). Results. A total of 719 patients were evaluated (237 in Group I and 482 in Group II). The mean age in Group I was lower than in Group II (24.3 ± 10.3 versus 29 ± 12.2; P = 0.001). Group I had higher injury severity score and sustained significantly more head, chest, and abdominal injuries in comparison to Group II. The mortality rate was higher in Group I (25% versus 7%; P = 0.001). Group I patients required higher ICU admission rate (P = 0.001). Patients in Group I had a 5-fold increased risk for age-adjusted mortality (OR 5.43; 95% CI 3.11–9.49), P = 0.001). Conclusion. ROCs with ejection are associated with higher rate of morbidity and mortality compared to ROCs without ejection. As an increased number of young Qatari males sustain ROCs with ejection, these findings highlight the need for research-based injury prevention initiatives in the country. PMID:24693231

The relationship between impaired driving crashes and beliefs about impaired driving: do residents in high crash rate counties have greater concerns about impaired driving?

PubMed

Beck, Kenneth H; Yan, Alice F; Wang, Min Qi; Kerns, Timothy J; Burch, Cynthia A

2009-04-01

The purpose of this investigation was to examine the relationship between impaired driving crashes and public beliefs and concerns about impaired driving across each of Maryland's twenty-four counties (including Baltimore City). It was hypothesized that residents of counties that experience higher impaired driving crashes would express more concerns about impaired driving and perceive more risks about driving impaired than residents of counties that have lower rates of impaired driving. Data for alcohol impaired driving crashes were obtained for the years 2004-2006. These data were compared to public opinion data that was obtained annually by random-digit-dial telephone surveys from 2004 to 2007. Concerns about drunk driving as well as perceptions of the likelihood of being stopped by the police if one were to drive after having too much to drink were related to counties with higher serious impaired driving crash rates, as were perceptions that the police and the legal system were too lenient. Perceptions about the likelihood of being stopped by the police were higher in those counties with more impaired driving enforcement activity. Perceptions of concern appear to be shaped more by crash exposure than enforcement activity. Campaigns that address impaired driving prevention should substantially increase enforcement, strengthen the adjudication process of impaired drivers, and emphasize the potential seriousness of drinking-driving crashes in their promotional activities.

Analysis of crash parameters and driver characteristics associated with lower limb injury.

PubMed

Ye, Xin; Poplin, Gerald; Bose, Dipan; Forbes, Aaron; Hurwitz, Shepard; Shaw, Greg; Crandall, Jeff

2015-10-01

This study aims to investigate changes in frequency, risk, and patterns of lower limb injuries due to vehicle and occupant parameters as a function of vehicle model year. From the National Automotive Sampling System-Crashworthiness Data System, 10,988 observations were sampled and analyzed, representing 4.7 million belted drivers involved in frontal crashes for the years 1998-2010. A logistic regression model was developed to understand the association of sustaining knee and below knee lower limb injuries of moderate or greater severity with motor vehicle crash characteristics such as vehicle type and model years, toepan and instrument panel intrusions in addition to the occupant's age, gender, height and weight. Toepan intrusion greater than 2cm was significantly associated with an increased likelihood of injury (odds ratio: 9.10, 95% confidence interval 1.82-45.42). Females sustained a higher likelihood of distal lower limb injuries (OR: 6.83, 1.56-29.93) as compared to males. Increased mass of the driver was also found to have a positive association with injury (OR: 1.04, 1.02-1.06), while age and height were not associated with injury likelihood. Relative to passenger cars, vans exhibited a protective effect against sustaining lower limb injury (OR: 0.24, 0.07-0.78), whereas no association was shown for light trucks (OR: 1.31, 0.69-2.49) or SUVs (OR: 0.76, 0.28-2.02). To examine whether current crash testing results are representative of real-world NASS-CDS findings, data from frontal offset crash tests performed by the Insurance Institute for Highway Safety (IIHS) were examined. IIHS data indicated a decreasing trend in vehicle foot well and toepan intrusion, foot accelerations, tibia axial forces and tibia index in relation to increasing vehicle model year between the year 1995 and 2013. Over 90% of vehicles received the highest IIHS rating, with steady improvement from the upper and lower tibia index, tibia axial force and the resultant foot acceleration

Sleepiness and Motor Vehicle Crashes in a Representative Sample of Portuguese Drivers: The Importance of Epidemiological Representative Surveys.

PubMed

Gonçalves, M; Peralta, A R; Monteiro Ferreira, J; Guilleminault, Christian

2015-01-01

Sleepiness is considered to be a leading cause of crashes. Despite the huge amount of information collected in questionnaire studies, only some are based on representative samples of the population. Specifics of the populations studied hinder the generalization of these previous findings. For the Portuguese population, data from sleep-related car crashes/near misses and sleepiness while driving are missing. The objective of this study is to determine the prevalence of near-miss and nonfatal motor vehicle crashes related to sleepiness in a representative sample of Portuguese drivers. Structured phone interviews regarding sleepiness and sleep-related crashes and near misses, driving habits, demographic data, and sleep quality were conducted using the Pittsburgh Sleep Quality Index and sleep apnea risk using the Berlin questionnaire. A multivariate regression analysis was used to determine the associations with sleepy driving (feeling sleepy or falling asleep while driving) and sleep-related near misses and crashes. Nine hundred subjects, representing the Portuguese population of drivers, were included; 3.1% acknowledged falling asleep while driving during the previous year and 0.67% recalled sleepiness-related crashes. Higher education, driving more than 15,000 km/year, driving more frequently between 12:00 a.m. and 6 a.m., fewer years of having a driver's license, less total sleep time per night, and higher scores on the Epworth Sleepiness Scale (ESS) were all independently associated with sleepy driving. Sleepiness-related crashes and near misses were associated only with falling asleep at the wheel in the previous year. Sleep-related crashes occurred more frequently in drivers who had also had sleep-related near misses. Portugal has lower self-reported sleepiness at the wheel and sleep-related near misses than most other countries where epidemiological data are available. Different population characteristics and cultural, social, and road safety specificities may

Effects of dram shop liability and enhanced overservice law enforcement initiatives on excessive alcohol consumption and related harms: Two community guide systematic reviews.

PubMed

Rammohan, Veda; Hahn, Robert A; Elder, Randy; Brewer, Robert; Fielding, Jonathan; Naimi, Timothy S; Toomey, Traci L; Chattopadhyay, Sajal K; Zometa, Carlos

2011-09-01

Dram shop liability holds the owner or server(s) at a bar, restaurant, or other location where a patron, adult or underage, consumed his or her last alcoholic beverage responsible for harms subsequently inflicted by the patron on others. Liability in a state can be established by case law or statute. Overservice laws prohibit the sale of alcoholic beverages to intoxicated patrons drinking in on-premises retail alcohol outlets (i.e., premises where the alcohol is consumed where purchased); enhanced enforcement of these laws is intended to ensure compliance by premises personnel. Both of these interventions are ultimately designed to promote responsible beverage service by reducing sales to intoxicated patrons, underage youth, or both. This review assesses the effectiveness of dram shop liability and the enhanced enforcement of overservice laws for preventing excessive alcohol consumption and related harms. Studies assessing alcohol-related harms in states adopting dram shop laws were evaluated, as were studies assessing alcohol-related harms in regions with enhanced overservice enforcement. Methods previously developed for systematic reviews for the Guide to Community Preventive Services were used. Eleven studies assessed the association of state dram shop liability with various outcomes, including all-cause motor vehicle crash deaths, alcohol-related motor vehicle crash deaths (the most common outcome assessed in the studies reviewed), alcohol consumption, and other alcohol-related harms. There was a median reduction of 6.4% (range of values 3.7% to 11.3% reduction) in alcohol-related motor vehicle fatalities associated with the presence of dram shop liability in jurisdictions where premises are licensed. Other alcohol-related outcomes also showed a reduction. Only two studies assessed the effects of enhanced enforcement initiatives on alcohol-related outcomes; findings were inconsistent, some indicating benefit and others none. According to Community Guide rules